EP2690238A2 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

Info

Publication number
EP2690238A2
EP2690238A2 EP13177651.0A EP13177651A EP2690238A2 EP 2690238 A2 EP2690238 A2 EP 2690238A2 EP 13177651 A EP13177651 A EP 13177651A EP 2690238 A2 EP2690238 A2 EP 2690238A2
Authority
EP
European Patent Office
Prior art keywords
pawl
crash element
crash
motor vehicle
vehicle lock
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13177651.0A
Other languages
German (de)
English (en)
Other versions
EP2690238B1 (fr
EP2690238A3 (fr
Inventor
Ulrich Nass
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2690238A2 publication Critical patent/EP2690238A2/fr
Publication of EP2690238A3 publication Critical patent/EP2690238A3/fr
Application granted granted Critical
Publication of EP2690238B1 publication Critical patent/EP2690238B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0458—Leaf springs; Non-wound wire springs
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/80—Electrical circuits characterised by the power supply; Emergency power operation
    • E05B81/82—Electrical circuits characterised by the power supply; Emergency power operation using batteries other than the vehicle main battery
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/80—Electrical circuits characterised by the power supply; Emergency power operation
    • E05B81/86—Electrical circuits characterised by the power supply; Emergency power operation using capacitors

Definitions

  • the invention relates to a motor vehicle lock having the features of the preamble of claim 1 and a method for operating such a motor vehicle lock having the features of the preamble of claim 15.
  • motor vehicle lock in this case all types of door, hood or flap locks are summarized.
  • the motor vehicle lock is regularly associated with an actuating element such as an outside door handle or a door inside handle, by means of which the motor vehicle lock can be actuated by the user.
  • the known motor vehicle lock ( EP 2 339 098 A2 ), from which the invention proceeds, is equipped with the usual closing elements “lock latch” and “pawl”, wherein the latch also cooperates with a closing wedge, lock o. The like., To hold the associated motor vehicle door in its closed position ,
  • the crash safety is of very particular importance in the motor vehicle in question. In this case, care must be taken, above all, that the crash accelerations attributable to a crash do not lead to an undesired opening of the motor vehicle door or the like. In particular, it must be ensured that the crash accelerations do not cause automatic release of the pawl.
  • an adjustable crash element is provided for this purpose, which is deflectable by the crash accelerations and causes a blocking of the pawl operation in the deflected state. This ensures that it can not come in a crash, a lifting of the pawl.
  • the well-known motor vehicle lock has proven particularly in view of its properties in the event of a crash.
  • the occurrence of the crash accelerations to the blocking of the pawl actuation is always to be expected with a reaction time, which goes back to the necessary adjustment of the crash element.
  • the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the behavior in the event of a crash is further optimized.
  • the crash element in normal operation outside the user-side pawl operation is at least predominantly, especially constantly, in the locked position and is adjusted in the course of the pawl operation before lifting the pawl from the locked position to the operating position.
  • normal operation means that all boundary conditions of a normal operating use are present, in particular that the electrical system supplies the intended electrical supply voltage.
  • the crash element locks in a first variant.
  • the crash element allows the pawl operation to run free.
  • the crash element thus acts depending on the variant as a blocking element or as a coupling element.
  • the crash element allows the pawl actuation, that is not or only insignificantly influenced.
  • a control is provided, with which receives the evaluation of a crash sensor in the control of the crash element drive in a variant. This can be prevented in a simple manner that the crash element is incorrectly adjusted motor in the event of a crash in the operating position.
  • the crash element is adjusted in normal operation in the wake of the user-side pawl operation before lifting the pawl from the blocking position to the operating position. Again, it is therefore important to leave the crash element basically in the locked position and to transfer only in the course of the pawl operation in the locked position.
  • the motor vehicle lock is equipped with the usual closing elements "lock latch” 1 and "pawl” 2, wherein the latch 1 also in a conventional manner with a striker 3 o.
  • the like Collaborates to keep the vehicle door o. The like. In its closed position.
  • the pawl 2 can be lifted in a user-side pawl operation, whereby the latch 1 and thus the striker 3 is released.
  • This pawl operation can be triggered by the user depending on the embodiment, for example mechanically by applying an actuating force or electrically by actuation of a switch o. The like.
  • the vehicle door o. The like. Can be adjusted to the open position.
  • Fig. 1 shows the usual closing elements lock latch 1 and pawl. 2
  • the pawl 2 has a nose 4, which cooperates with a nose 5 arranged on a pawl lever 2a.
  • the pawl lever 2a with the associated nose 5 is in Fig. 2 shown.
  • An adjustment of the pawl lever 2a in a clockwise direction leads to a corresponding adjustment of the pawl 2 in Fig. 1 clockwise, so to lift the pawl 2 ( Fig. 2c )).
  • Fig. 2 shows an adjustable crash element 6, which in an in Fig. 2b ), c) shown actuating position and in an in Fig. 2a ) Locking position shown can be brought.
  • the crash element 6 In the operating position, the crash element 6 allows a pawl operation.
  • the blocking position it is in the illustrated preferred embodiment so far that the crash element 6 blocks the pawl operation.
  • the crash element 6 acts as a coupling element and, in its blocking position, allows the pawl actuation to run free.
  • the arrangement is such that the crash element 6 in normal operation outside the pawl operation at least predominantly, here and preferably constantly, in the blocking position ( Fig. 2a )) and is adjusted in the course of the pawl operation before lifting the pawl 2 from the blocking position to the operating position ( Fig. 2b ), c)).
  • the crash element 6 is preferably transferred back into the locked position. This can for example be done immediately after completion of the pawl operation. The adjustment of the crash element 6 in the operating position will be explained below in more detail.
  • crash element 6 is such that the standing in the blocking position crash element 6 remains in the occurrence of crash-induced acceleration in its blocking position. It is conceivable, however, a certain adjustment of the crash element 6 in the event of a crash, as far as the blocking or coupling action of the crash element 6 is maintained.
  • the crash element 6 is biased in its blocking position. This is advantageous in that it is ensured in case of failure of the electrical system with an appropriate design that the crash element 6 always remains in its blocking position. Especially in the event of a crash it must be expected that the electrical system will fail.
  • crash element 6 is biased in the operating position. Then precautions must be taken that the crash element 6 remains in the blocking position against its bias in case of failure of the electrical system.
  • the blocking position of the crash element 6 corresponds to a stable state of equilibrium, so that the crash element 6 effectively holds itself in the blocking position.
  • a preferably electric crash element drive 7 is provided which in Fig. 2 is indicated.
  • the crash element drive 7 the crash element 6 can be in the operating position ( Fig. 2b ), c)).
  • the crash element 6 is adjustable by the crash element drive 7 back into the blocking position.
  • the crash element 6 can be fixed by the crash element drive 7 in the actuation position and / or in the blocking position. In the latter case, the fixation is preferably ensured even in the de-energized state of the crash element drive 7, for example by the design of the crash element drive 7 as a self-locking drive.
  • the crash element drive 7 may be an electric motor with a downstream transmission. It is also conceivable that the crash element drive 7 is a stepper motor or a direct drive. In a particularly preferred embodiment, the above-mentioned stable equilibrium state of the crash element 6 results from a corresponding behavior of the crash element drive 7.
  • a holding arrangement may be provided, by means of which the crash element 6 can be fixed in the actuation position and / or in the blocking position. It is conceivable, for example, that a magnet-holding arrangement for fixing the crash element 6 in the blocking position, preferably against a bias of the crash element 6, is provided.
  • an emergency power supply such as a capacitor, a battery or a battery
  • the crash element drive 7 is provided with the crash element drive 7 and the holding arrangement can be supplied. This is particularly necessary if it comes to a failure of the electrical system and the crash element 6 is biased in its operating position.
  • the crash element drive 7 can be controlled directly via a sensor, in particular a microswitch or the like, which is coupled to an outside door handle or the like.
  • a control 8 for controlling the crash element drive 7 and the holding arrangement is provided, which is preferably coupled to such a sensor.
  • the controller 8 transfers the crash element 6 by means of the crash element drive 7 into the actuation position.
  • a coupled to the controller 8 crash sensor 9 is provided for detecting a crash, the controller 8 the crash element drive 7 in the event of a crash with respect to an adjustment of the crash element 6 is deactivated. This ensures that no accidental adjustment of the crash element 6 takes place in its operating position in the event of a crash.
  • Fig. 2 a very particularly advantageous embodiment of the crash element 6 is shown.
  • the crash element 6 has a resiliently flexible wire or strip, wherein the deflectability and the bias of the crash element 6 is ensured by its spring elasticity.
  • an adjustment of the crash element 6 is based on a resilient deflection of the crash element 6, here and preferably on a deflection about a bending axis 10 perpendicular to the respective wire extension 11.
  • the illustrated embodiment which can be realized particularly inexpensively, it is even the case that the crash element 6 as a whole consists of the elastically bendable wire or strip.
  • the advantage of the design of the crash element 6 as a spring element is in particular that the bias of the crash element 6 as explained above is generated by the resilient action of the crash element 6 itself. On a separate spring element for the realization of the bias can therefore be omitted.
  • the crash element 6 is preferably fixedly mounted on a bearing point 12. In the case of the realization of a fixed bearing for the crash element 6, the crash element 6 effectively acts as a bending beam.
  • the crash element 6 consists of a metal material, preferably spring steel. But it may also be advantageous to design the crash element 6 in a plastic material.
  • the crash element 6 has a circular cross-section.
  • the crash element 6 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.
  • the crash element 6 is in any case sections configured straight.
  • the crash element 6 is preferably formed as a one-piece wire, which has the same spring-elastic properties over its entire length.
  • the crash element 6 is preferably elongated.
  • the blocking engagement between the crash element 6 and the pawl lever 2a is provided here and preferably by a Hakenausformung 13 on the crash element 6.
  • the Hakenausformung 13 comes in an adjustment of the pawl lever 2a in Fig. 2 in a clockwise direction with a stop 14 on the pawl lever 2a.
  • the Hakenausformung 13 is located so that they in an adjustment of the pawl lever 2a in Fig. 2 in a clockwise direction in a recess 15 of the pawl lever 2a runs.
  • Other variants for the position-dependent engagement between crash element 6 and pawl lever 2a are conceivable.
  • the crash element 6 is in the blocking position in blocking engagement with a coupled to the pawl 2 lever 2a, namely with the pawl lever 2a. It is conceivable, however also that the crash element 6 can be brought directly into engagement with the pawl 2.
  • an operating lever chain 16 is provided with an actuating lever 17, wherein by means of the actuating lever chain 16, the pawl 2 is manually raised. The pawl operation can accordingly - if any - run manually.
  • the operating lever chain 16 is in Fig. 2 merely hinted.
  • the actuating lever 17 is preferably an internal operating lever or an external operating lever which is coupled via a Bowden cable o. The like. With a door inner handle or an outside door handle.
  • the crash element 6 is in the blocking position with any element of the actuating lever chain 16, here and preferably with the pawl lever 2a, alternatively, for example, with the actuating lever 17 in locking engagement.
  • the crash element 6 is connected as a coupling element in the actuating lever chain 16, in the blocking position, the actuating lever chain 16 separates and thus leaves a pawl operation free running.
  • the above operating lever chain 16 may have a in Fig. 2 also merely indicated lock mechanism 18 include, which by means of a central locking drive 19 in various functional states such as “locked” and “unlocked” can be brought.
  • the pawl 2 In the functional state “locked”, the pawl 2 can regularly on the inner door handle, but not on the outside door handle lift, while in the functional state “unlocked” the pawl 2 can be lifted both on the inside door handle and on the outside door handle.
  • Other functional states such as the functional state "anti-theft", in which the pawl 2 can be lifted out neither via the inside door handle nor via the exterior door handle, are conceivable.
  • the actuating lever 17 can thus be generally coupled by means of the lock mechanism 18 in dependence on the functional state of the pawl 2 and decouple from the pawl 2.
  • the central locking drive 19 additionally serves as a crash element drive. This can be realized in that the central locking drive 19 in the one adjustment direction of the setting of the various functional states and in the other adjustment of the adjustment of the crash element 6 is used.
  • an open auxiliary drive can be provided, by means of which the pawl 2 can be raised by a motor, so that the pawl actuation can in any case also be motorized.
  • the opening auxiliary drive may be provided in addition to the above operating lever chain 16.
  • the manual lever chain 16 then serves the mechanical redundancy, especially if the electrical system fails.
  • the auxiliary opening drive can additionally serve as a crash element drive.
  • a possible realization can go back to the direction-dependent use of the respective drive.
  • the method described above for the operation of the proposed motor vehicle lock is claimed as such.
  • Essential here is the fact that the crash element 6 is adjusted in normal operation in the course of the pawl operation before lifting the pawl 2 from the blocking position to the operating position.

Landscapes

  • Lock And Its Accessories (AREA)
EP13177651.0A 2012-07-24 2013-07-23 Serrure de véhicule automobile Active EP2690238B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012014596.9A DE102012014596A1 (de) 2012-07-24 2012-07-24 Kraftfahrzeugschloss

Publications (3)

Publication Number Publication Date
EP2690238A2 true EP2690238A2 (fr) 2014-01-29
EP2690238A3 EP2690238A3 (fr) 2016-05-04
EP2690238B1 EP2690238B1 (fr) 2018-12-12

Family

ID=48808257

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13177651.0A Active EP2690238B1 (fr) 2012-07-24 2013-07-23 Serrure de véhicule automobile

Country Status (2)

Country Link
EP (1) EP2690238B1 (fr)
DE (1) DE102012014596A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014138911A1 (fr) * 2013-03-15 2014-09-18 Magna Closures Inc. Procédés, dispositifs et systèmes proactifs de sécurité, et procédés et dispositifs de sécurité pour bloquer le fonctionnement de verrous pour des panneaux de fermeture d'accès et de sortie d'occupants
DE102016102882A1 (de) * 2016-02-18 2017-08-24 Kiekert Ag Kraftfahrzeugschloss mit elektromagnetischer Kupplung
WO2020025081A1 (fr) * 2018-07-31 2020-02-06 Kiekert Ag Serrure de véhicule à moteur, en particulier serrure de capot de véhicule à moteur
CN113692472A (zh) * 2019-04-17 2021-11-23 戴姆勒股份公司 用于机动车车门的锁闭装置
DE102022119315A1 (de) 2022-08-02 2024-02-08 Kiekert Aktiengesellschaft Kraftfahrzeug-technische Verriegelungseinheit insbesondere für ein Kraftfahrzeug-Schloss vorzugsweise ein Kraftfahrzeug-Türschloss

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017124522A1 (de) * 2017-10-20 2019-04-25 Kiekert Ag Kraftfahrzeugtürschloss

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2339098A2 (fr) 2009-12-26 2011-06-29 Brose Schliesssysteme GmbH & Co. KG Dispositif de verrouillage pour un véhicule automobile

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
DE19636464A1 (de) * 1996-09-07 1998-03-12 Mannesmann Vdo Ag Schließeinrichtung, insbesondere für Fahrzeugtüren oder dergleichen
DE19902561C5 (de) * 1999-01-22 2009-02-19 Witte-Velbert Gmbh & Co. Kg Verschluß mit Sperrklinke und Drehfalle
DE10164829B4 (de) * 2001-01-02 2006-07-13 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeug-Türschloss, ausgeführt als Elektroschloss
US8056944B2 (en) * 2002-06-13 2011-11-15 Ford Global Technologies Latch assembly for a vehicle door
DE202006012091U1 (de) * 2006-08-04 2007-12-20 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
US8353542B2 (en) * 2009-05-05 2013-01-15 Magna Closures S.P.A. Closure latch with inertia member
DE102011100552A1 (de) * 2010-05-05 2011-11-10 Inteva Products, Llc Fahrzeugtürschloss
DE102011010797A1 (de) * 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE202011002662U1 (de) * 2011-02-11 2012-05-14 Kiekert Ag Kraftfahrzeugtürverschluss

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2339098A2 (fr) 2009-12-26 2011-06-29 Brose Schliesssysteme GmbH & Co. KG Dispositif de verrouillage pour un véhicule automobile

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014138911A1 (fr) * 2013-03-15 2014-09-18 Magna Closures Inc. Procédés, dispositifs et systèmes proactifs de sécurité, et procédés et dispositifs de sécurité pour bloquer le fonctionnement de verrous pour des panneaux de fermeture d'accès et de sortie d'occupants
DE102016102882A1 (de) * 2016-02-18 2017-08-24 Kiekert Ag Kraftfahrzeugschloss mit elektromagnetischer Kupplung
WO2020025081A1 (fr) * 2018-07-31 2020-02-06 Kiekert Ag Serrure de véhicule à moteur, en particulier serrure de capot de véhicule à moteur
CN113692472A (zh) * 2019-04-17 2021-11-23 戴姆勒股份公司 用于机动车车门的锁闭装置
CN113692472B (zh) * 2019-04-17 2023-03-07 梅赛德斯-奔驰集团股份公司 用于机动车车门的锁闭装置
DE102022119315A1 (de) 2022-08-02 2024-02-08 Kiekert Aktiengesellschaft Kraftfahrzeug-technische Verriegelungseinheit insbesondere für ein Kraftfahrzeug-Schloss vorzugsweise ein Kraftfahrzeug-Türschloss

Also Published As

Publication number Publication date
EP2690238B1 (fr) 2018-12-12
EP2690238A3 (fr) 2016-05-04
DE102012014596A1 (de) 2014-01-30

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