EP2857616A2 - Agencement d'entraînement pour une serrure de véhicule automobile - Google Patents

Agencement d'entraînement pour une serrure de véhicule automobile Download PDF

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Publication number
EP2857616A2
EP2857616A2 EP14183229.5A EP14183229A EP2857616A2 EP 2857616 A2 EP2857616 A2 EP 2857616A2 EP 14183229 A EP14183229 A EP 14183229A EP 2857616 A2 EP2857616 A2 EP 2857616A2
Authority
EP
European Patent Office
Prior art keywords
gear
pawl
motor
coupled
drive arrangement
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
EP14183229.5A
Other languages
German (de)
English (en)
Other versions
EP2857616B1 (fr
EP2857616A3 (fr
Inventor
Serkan Gülkan
Karsten Barth
Martin Bucheli
Roman Joschko
Dirk Dobrajc
Carsten Bruchsteiner
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 EP2857616A2 publication Critical patent/EP2857616A2/fr
Publication of EP2857616A3 publication Critical patent/EP2857616A3/fr
Application granted granted Critical
Publication of EP2857616B1 publication Critical patent/EP2857616B1/fr
Not-in-force 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
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • 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
    • 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
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • E05B81/38—Planetary gears
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/42—Cams

Definitions

  • the present invention relates to a drive arrangement for a motor vehicle lock according to the preamble of claim 1, a motor vehicle lock with such a drive arrangement according to the preamble of claim 12 and a method for controlling such a motor vehicle lock according to the preamble of claim 13.
  • motor vehicle lock is comprehensively understood in the present case. These include all side door locks, rear door locks, tailgate locks, trunk lid locks, bonnet locks o. Like ..
  • a known motor vehicle lock ( DE 197 10 531 A1 ), from which the invention proceeds, is equipped with the usual closing elements latch and pawl.
  • the latch can be brought into an open position and a closed position in which it is in holding engagement with a closing wedge o.
  • the motor vehicle lock is usually arranged on the associated motor vehicle door or the like, while the closing wedge is arranged on the motor vehicle body.
  • the pawl serves to hold the latch in the respective closed position, wherein a lifting of the pawl leads to an excavated position to release the latch.
  • the motorized lifting of the pawl is in today's motor vehicle locks in the context of increasing the comfort of use increasingly important. Accordingly, the known motor vehicle lock is equipped with a drive arrangement which is coupled via an output element with the pawl to its lifting.
  • the drive arrangement of the above known motor vehicle lock has a drive motor with a downstream actuator arrangement.
  • the actuator assembly operates on a lever gear coupled to the pawl.
  • the drive motor runs in a first drive direction.
  • emergency operation in particular in the event of a crash, the drive motor operates in a second drive direction.
  • the coupling between actuator assembly and lever mechanism is now made so that the speed ratio between the drive motor and pawl in Emergency operation is much higher than in normal operation. This means that at the same engine torque in emergency operation, a higher Aushebekraft acts on the pawl than in normal operation. This takes into account the fact that it comes in particular in crash-related emergency operation to deformations that can cause jamming of the closing elements.
  • the increased torque transmission in emergency mode still allows a safe lifting of the pawl.
  • the invention is based on the problem of designing and further developing the known drive arrangement in such a way that a high degree of operational reliability is possible, in particular in the event of a crash with reduced installation space requirements and increased constructional flexibility.
  • a planetary gear can be used in a particularly compact and structurally simple way to realize two different torque ratios.
  • Such a proposed planetary gear is equipped with the transmission elements sun gear, planet carrier and ring gear.
  • the drive assembly for the lifting of the pawl in normal operation has a main motor which is coupled or coupled to a first gear element of the gear elements sun gear, planet carrier and ring gear.
  • the drive assembly is equipped with an auxiliary motor which is coupled to a second transmission element of the gear elements sun gear, planet carrier and ring gear or coupled.
  • the torque ratio between the main engine and pawl and between the auxiliary engine and pawl can be adjusted by appropriate design of the planetary gear specifically.
  • the constructive freedom here is almost unlimited.
  • a further advantage is that the realization of the auxiliary motor results in a certain redundancy to the main engine, so that in case of failure of the main engine, the lifting of the pawl can be taken over by the auxiliary motor.
  • the main motor and the auxiliary motor are each permanently coupled to the respective transmission element in an alternative, which keeps the design effort low.
  • the particularly preferred embodiments according to claims 5 to 9 are directed to advantageous design variants for the drive assembly.
  • a particularly cost-effective embodiment results according to claim 9, characterized in that the auxiliary engine with respect to the main engine emits a comparatively low engine torque, which, however, leads to a comparatively high Aushebekraft due to translation in emergency operation.
  • the auxiliary motor can be designed inexpensively.
  • the auxiliary motor is driven to lift the pawl when an emergency operation, in particular a crash, is detected.
  • the detection of an emergency operation is preferably sensor-based, in particular by a crash sensor.
  • Particularly interesting in the further teaching is the fact that in the event of a crash, the auxiliary motor is driven by the associated drive train, so that in emergency operation with a suitable design correspondingly higher Aushebe concept can act on the pawl.
  • a special control of main engine and auxiliary engine is claimed, which goes back to the above-mentioned, preferred design variants of the engines.
  • it is such that when detecting an emergency operation, in particular a crash, only the auxiliary motor, and not about the main motor, is driven to lift the pawl.
  • the drive assembly 1 is part of the motor vehicle lock 2. It is also conceivable that the drive assembly 1 is formed separately from the motor vehicle lock 2 in the rest.
  • the motor vehicle lock 2 is equipped with the usual closing elements latch 3 and pawl 4, wherein the latch 3 can be brought into an open position, not shown, and in at least one closed position.
  • the lock latch 3 in in the Fig. 1 shown main closed position and can be brought into a Vorsch practitioner.
  • the latch 3 is equipped with a main catch 5 and a pre-catch 6.
  • the receptacle for the closing elements is merely indicated in the drawing in dashed line.
  • the lock latch 3 is in its closed positions in holding engagement with a striker 7 o.
  • the motor vehicle lock 2 is preferably on a motor vehicle door o. The like.
  • the striker 7 o is arranged on the body of the motor vehicle.
  • the pawl 4 is in the in Fig. 1 shown, sunken position in which it holds the latch 3 in the closed position, and in a not shown, excavated position in which it releases the latch 3, brought.
  • the lifting of the pawl 4 is in Fig. 1 connected to a pivoting of the pawl 4 about the pawl axis 4a in the counterclockwise direction, so that the latch bolt 3 to the lock latch axis 3a in Fig. 1 is also pivotable counterclockwise in its open position.
  • the drive assembly 1 is coupled in the illustrated, assembled state via an output element 8 with the pawl 4 to their lifting.
  • the term "coupling” is to be understood here broadly. The example of the coupling between the drive assembly 1 and the pawl 4, this means that any transmission elements between the drive assembly 1 and the pawl 4 may be connected.
  • the output element 8 is configured as an output lever pivotable about an output element axis 8a, a first lever arm 9 facing the planetary gear 12 and a second lever arm 10 of the pawl 4.
  • the coupling between the drive assembly 1 and the pawl 4 is realized here via a protruding from the pawl 4 in the direction of the pawl axis 4a engagement lug 11, with which the second lever arm 10 can be brought into engagement. This is the case when the drive element 8 in Fig. 2 pivots clockwise.
  • a permanent, in particular insoluble coupling is provided between the drive arrangement 1 and the pawl 4.
  • the drive arrangement 1 has a planetary gear 12 with the gear elements sun gear 13, planet carrier 14 and ring gear 15.
  • the planet carrier 14 is, as in Fig. 4 shown equipped in the usual way with planet gears 16. Accordingly, the sun gear 13 meshes with the planet gears 16, which in turn mesh with the ring gear 15.
  • the planetary gear 12 is of conventional construction.
  • the drive assembly 1 has a main motor 17 which is coupled to or coupled to a first gear element, here with the ring gear 15, the gear elements sun gear 13, planet 14 and ring gear.
  • Fig. 4 shows that the ring gear 15 is equipped for this purpose with an outer toothing 18, which serves as a worm wheel for the screw 19 of the main motor 17.
  • the worm gear between the main motor 17 and planetary gear 12 leads, as shown in the drawing, to a particularly compact design.
  • the drive assembly 1 is equipped with an auxiliary motor 20 which is coupled to a second transmission element, here with the sun gear 13, the gear elements sun gear 13, planet gear 14 and ring gear 15 or coupled.
  • the sun gear 13 is arranged on a sun gear plate 21 with a corresponding external toothing 22, as in Fig. 2 is shown.
  • the auxiliary motor 20 is equipped with a worm 23, so that the coupling between the auxiliary motor 20 and planetary gear 12 via a worm gear to be explained yet.
  • the output element 8 is coupled to the third transmission element, here the planet carrier 14, the transmission elements sun gear 13, planet carrier 14 and ring gear 15 or coupled.
  • a transmission element 24 is provided which is connected to the planet carrier 16 and which has a drive contour 25 which acts on the first lever arm 9 of the output element 8.
  • An adjustment of the transmission element 24 in Fig. 2 in the counterclockwise direction causes the drive contour 25 acts on the first lever arm 9 and the output element 8 in Fig. 2 clockwise, lifting the pawl 4, pivots.
  • the first gear element associated with the main motor 17 is the ring gear 15
  • the second gear element associated with the auxiliary motor 20 is the sun gear 13
  • the third gear element associated with the output element 8 is the planet carrier 14 of the planetary gear 12.
  • the main motor 17 is permanently coupled to the first gear element, here with the ring gear 15.
  • the auxiliary motor 20 is permanently coupled to the second transmission element, here with the sun gear 13.
  • the permanent coupling is advantageous because the structural implementation is very easy.
  • the torque transmission between the auxiliary motor 20 and the transmission element associated with the output element 8, here the planet carrier 14, is higher, here and preferably more than five times higher, than the torque ratio between the main motor 17 and the output element 8 associated transmission element, here the planet carrier 14, is.
  • the drive technology coupling between the auxiliary engine 20 and the second transmission element, in this case the sun gear 13, at least one additional torque-transmitting gear stage, here and preferably at least an additional spur gear 25, includes.
  • additional means that in addition to the minimum necessary coupling between the worm 23 of the auxiliary motor 20 and the sun gear 13, a further gear stage 25 is provided.
  • the further gear stage 25 comprises a first spur gear 25a, which is coupled to the worm 23 of the auxiliary motor 20, and a second spur gear 25b, which is coupled to the external toothing 22 of the sun gear disc 21. Both spur gears 25a, 25b are fixedly and axially parallel to each other and rotatable about the axis 25c.
  • auxiliary motor 20 and the driven element 8 associated third gear element here the planetary gear 14, which is preferably more than five times the torque ratio between the main motor 17 and the driven element 8 associated third gear element, here the planet carrier 14 ,
  • the auxiliary motor 20 associated gear ratio even more than fifteen times the corresponding, the main motor 17 associated torque ratio.
  • the above transmission design allows a comparatively weak design of the auxiliary motor 20, wherein at the same time in emergency operation extremely high Aushebe specification on the pawl 4 can be generated.
  • the nominal torque of the main motor 17 is higher, preferably more than five times, more preferably more than seven times, higher than the nominal torque of the auxiliary motor 20.
  • the idling speed of the auxiliary motor 20 is preferably less than the idling speed of the main motor 17th
  • an auxiliary voltage for supplying the auxiliary motor 20 is available in a manner to be explained, which is lower than the supply voltage of the motor vehicle, it is preferably so that the rated voltage of the main motor 17 higher, preferably by more is 1.5 times, more preferably more than twice, higher than the rated voltage of the auxiliary motor 20.
  • a drive control 26 is preferably provided, which in the sense of a clear representation only in Fig. 3 is indicated.
  • the drive controller 26 controls the main motor 17 with a higher supply voltage, preferably with a more than 1.5 times, preferably more than twice, higher supply voltage than is provided in emergency operation for the auxiliary motor 20.
  • the drive control 26 controls the main motor 17 in normal operation and the auxiliary motor 20 in emergency operation so that the engine torque in normal operation higher, preferably higher by more than ten times, than the engine torque in emergency mode. Due to the translation, however, it is so that in emergency operation, the auxiliary motor 17, a higher Aushebekraft, preferably a more than five times higher Aushebekraft, on the pawl 4 exerts than this is accomplished in normal operation by the main motor 17.
  • the main motor 17 and / or the auxiliary motor 20 may be or can be operated unidirectionally.
  • the lifting cycle of the pawl 4 caused by the main motor 17 comprises a forward movement and a return movement of the first gear element, here the ring gear 15.
  • the first gear element here the ring gear 15, and / or the second gear element, here the sun gear 13
  • a control limit 27 is associated or are, in a lifting of the pawl 4 by means of the main motor 17 or the auxiliary motor 20th causes a blockage of the second transmission element and the first transmission element.
  • the control limit 27 defines two end positions of associated transmission element. Further preferably, it is such that the control limit 27 blocks the associated transmission element upon reaching the end position.
  • the first gear element here the ring gear 15, a control limit 27 assigned.
  • the adjusting limiter 27 has a stop element 28 arranged on the ring gear 15, in the movement region of which the two counter-stop elements 29, 30 are located.
  • the control limit 27 limits the forward movement and the return movement of the first gear element, here the ring gear 15, in the context of the lifting cycle caused by the main motor 17.
  • this control limit 27 it is not necessary for emergency operation that the drive technology coupling between the main motor 17 and the first transmission element, here the ring gear 15, is self-locking.
  • the drive technology coupling between the main motor 17 and the first gear element, here the ring gear 15, is not self-locking and the first gear element, here the ring gear 15, a control limit 27 is assigned.
  • the drive technology coupling between the auxiliary motor 20 and the second transmission element, here the sun gear 13 is self-locking.
  • an adjustment limit is also assigned to the second transmission element, in this case the sun gear 13.
  • the ring gear 15 by means of the main motor 17 in Fig. 4 Swing clockwise until the stop element 28 moves into the counter-stop element 30.
  • the sun gear 13 is fixed via the auxiliary motor 20 and the gear stage 25, so that the planet carrier in Fig. 4 pivots clockwise.
  • the return movement in the context of this lifting cycle can be achieved by a corresponding control of the main motor 17. This return movement is limited by the control limit 27, namely by the contact between the stop element 28 and the counter-stop element 29th
  • the auxiliary motor 20 is driven. Due to the non-self-locking coupling between the main motor 17 and ring gear 15, the drive of the auxiliary motor 20 with a pivoting of the sun gear 13 in Fig. 4 connected in a clockwise direction. This is first with a pivoting of the ring gear 15 in Fig. 4 connected in a clockwise direction until the stop member 28 runs in the counter-stop member 30. Subsequently, there is a transmission of the drive torque to the planet 14, so that the planet carrier 14 in Fig. 4 pivots clockwise. This corresponds to a pivoting of the transmission element 24 in FIG Fig. 2 counterclockwise, which in turn leads to the output element 8 to a lifting of the pawl 4.
  • control limit 27 of the ring gear 15 is the fact that prior to the transmission of drive torque to the planet 14 of the auxiliary motor 20 performs a kind of freewheel, namely until the stop member 28 runs in the counter-stop member 30.
  • This freewheel can be advantageous depending on the design of the auxiliary motor 20, since it allows a start-up of the auxiliary motor 20 at low load of the auxiliary motor 20. This opens up further degrees of freedom in the selection of the auxiliary motor 20.
  • the drive assembly 1 is equipped with a housing 33 which may be part of the housing of the motor vehicle lock 2. It is also conceivable that the housing 33 of the drive assembly 1 is configured separately from the housing of the motor vehicle lock 2 otherwise.
  • the housing 33 of the drive assembly 1 receives all gear elements, here the sun gear 13, the planet carrier 14 and the ring gear 15. However, the transmission element 24 and the output element 8 are arranged outside the housing 33. This allows the housing 33rd largely encapsulate the drive assembly 1 to the required for the coupling of the transmission element 24 opening.
  • the housing 33 is designed in two parts and has two half-shells, of which only one is shown in the drawing.
  • the above motor vehicle lock 2 is claimed as such. Reference may be made to all the above explanations, provided that they are suitable for describing the motor vehicle lock 2.
  • the motor vehicle lock 2 is preferably equipped with an above-mentioned drive control 26. Furthermore, it may be advantageous that the motor vehicle lock 2 has an auxiliary voltage source 31, which is provided for the supply of the auxiliary motor 20 in emergency operation, wherein the auxiliary voltage of the auxiliary voltage source 31 is smaller than the supply voltage of the motor vehicle.
  • the auxiliary voltage source 31 is only in Fig. 3 indicated.
  • a method for controlling a proposed motor vehicle lock 2 is claimed. It is essential that the auxiliary motor 20 is driven to lift the pawl 4 when an emergency operation, in particular a crash, is detected.
  • an emergency operation is detected based on a sensor signal, here and preferably based on a sensor signal of a crash sensor 32.
  • a crash sensor 32 is also only in Fig. 3 indicated.
  • the main motor 17 in normal operation and the auxiliary motor 20 are controlled in emergency operation so that the engine torque in Normal operation higher, preferably by more than ten times higher than the engine torque in emergency mode, but with the translation due to emergency operation of the auxiliary motor 20, a higher Aushebekraft, preferably by more than five times higher Aushebekraft, on the pawl 4 exerts than in normal operation for the main engine 17 is the case.

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  • Lock And Its Accessories (AREA)
  • Retarders (AREA)
EP14183229.5A 2013-10-04 2014-09-02 Agencement d'entraînement pour une serrure de véhicule automobile Not-in-force EP2857616B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013111039.8A DE102013111039A1 (de) 2013-10-04 2013-10-04 Antriebsanordnung für ein Kraftfahrzeugschloss

Publications (3)

Publication Number Publication Date
EP2857616A2 true EP2857616A2 (fr) 2015-04-08
EP2857616A3 EP2857616A3 (fr) 2016-07-13
EP2857616B1 EP2857616B1 (fr) 2017-11-15

Family

ID=51429195

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14183229.5A Not-in-force EP2857616B1 (fr) 2013-10-04 2014-09-02 Agencement d'entraînement pour une serrure de véhicule automobile

Country Status (3)

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EP (1) EP2857616B1 (fr)
DE (1) DE102013111039A1 (fr)
ES (1) ES2654491T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021063440A1 (fr) * 2019-10-02 2021-04-08 Kiekert Ag Ensemble d'entraînement pour serrure de véhicule automobile

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202015104678U1 (de) * 2015-09-03 2016-12-06 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102016115439A1 (de) * 2016-08-19 2018-02-22 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
DE102018125644A1 (de) * 2018-10-16 2020-04-16 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102019115273A1 (de) * 2019-06-06 2020-12-10 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102020121519A1 (de) 2020-08-17 2022-02-17 Kiekert Aktiengesellschaft Elektrisch betreibbare Vorrichtung für ein Kraftfahrzeugzugangssystem
DE102021127452A1 (de) 2021-10-22 2023-04-27 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss
DE102023105178A1 (de) 2023-03-02 2024-09-05 Kiekert Aktiengesellschaft Zuzieheinrichtung

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19710531A1 (de) 1997-03-14 1998-09-17 Bosch Gmbh Robert Kraftfahrzeug-Türschloß

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19935589A1 (de) * 1999-08-02 2001-02-15 Bosch Gmbh Robert Kraftfahrzeug-Türschloß o. dgl.
DE10251382A1 (de) * 2002-11-01 2004-05-13 Siemens Ag Verfahren zur Betätigung einer Sperrklinke in einem Schloss mit Drehfalle für ein Kraftfahrzeug
DE10332446A1 (de) * 2003-07-17 2005-02-10 Kiekert Ag Kraftfahrzeugtürverschluss

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19710531A1 (de) 1997-03-14 1998-09-17 Bosch Gmbh Robert Kraftfahrzeug-Türschloß

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021063440A1 (fr) * 2019-10-02 2021-04-08 Kiekert Ag Ensemble d'entraînement pour serrure de véhicule automobile

Also Published As

Publication number Publication date
EP2857616B1 (fr) 2017-11-15
EP2857616A3 (fr) 2016-07-13
ES2654491T3 (es) 2018-02-13
DE102013111039A1 (de) 2015-04-09

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