EP2935736B1 - Kraftfahrzeugtürverschluss - Google Patents

Kraftfahrzeugtürverschluss Download PDF

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Publication number
EP2935736B1
EP2935736B1 EP13838072.0A EP13838072A EP2935736B1 EP 2935736 B1 EP2935736 B1 EP 2935736B1 EP 13838072 A EP13838072 A EP 13838072A EP 2935736 B1 EP2935736 B1 EP 2935736B1
Authority
EP
European Patent Office
Prior art keywords
lever
locking
motor vehicle
crash
levers
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.)
Active
Application number
EP13838072.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2935736A2 (de
Inventor
Thorsten Bendel
Armin Handke
Carsten Fuchs
Matthias Ochtrop
Dirk Eichel
Ömer INAN
Jan FAITL
Tomas JANACEK
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.)
Kiekert AG
Original Assignee
Kiekert AG
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 Kiekert AG filed Critical Kiekert AG
Publication of EP2935736A2 publication Critical patent/EP2935736A2/de
Application granted granted Critical
Publication of EP2935736B1 publication Critical patent/EP2935736B1/de
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
    • 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
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1075—Operating means

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism, further comprising a release lever for opening the locking mechanism, and with a pivotable about an axis locking lever, which the locking mechanism at least when occurring deceleration forces of predetermined size and direction, for example in an accident ("crash"), set ineffective, the locking lever is so articulated connected to a trigger lever acting on the actuating lever, both levers combined in normal operation a predetermined Normalbet2011istsweg without mechanical blockage and crash mode deviates from the Normalbet2011istsweg Crashbet2011istsweg simultaneous mechanical blockage, further wherein the two levers by a Spring are coupled together, and wherein the spring holds together with two stops, the two levers in a normal operation associated toggle lever angle to each other elastically yielding, and wherein the Kniehebelwi nkel is increased both in the course of a forced movement at the end of Normalbettechnikistsweges as well as undergoes a comparable increase in the event of a crash, so that
  • a motor vehicle door lock of the structure described above is in the context of DE 196 24 640 C1 described.
  • the blocking lever is L-shaped with L-foot and L-leg.
  • the blocking lever is movably mounted against the force of a spring on an external operating lever.
  • the blocking lever is pivoted counterclockwise under the influence of the acceleration forces and the L-foot abuts against a stop edge.
  • the opening movement of the external actuating lever is blocked and secured the pawl. In this way, the blocking lever to be moved when opening and closing the motor vehicle door lock.
  • the locking lever against the locking mechanism in normal operation is in a blocking position.
  • the locking lever blocks the locking mechanism and releases it only for normal operation.
  • the locking lever is elastic with the release lever by at least one Connected spring. So as soon as the release lever is pivoted to open the locking mechanism, this pivoting movement ensures at the same time that the locking lever is acted upon by the spring. Consequently, the locking lever is taken over the spring. In this way, the locking lever undergoes a movement in normal operation, so that overall the reliability is increased at the same time simple structure.
  • the locking lever or the mass barrier realized at this point ensures that in case of an accident or a "crash" occurring high acceleration forces can not lead to an unwanted opening of the locking mechanism and thus an associated door lock and thus the vehicle door. Rather, this crash case leads to the fact that when the described abnormal acceleration forces of the release lever experiences no action. This can be done by blocking an actuating lever mechanism which normally acts on the release lever during normal operation.
  • a locking lever is provided, which interrupts a continuous mechanical connection of the associated operating lever mechanism to the release lever for the locking mechanism in the event of a crash.
  • the locking lever ultimately works on an actuating lever of the actuating lever mechanism in order to pivot it.
  • both the locking lever in the DE 10 2011 010 816 A1 as well as the one according to the EP 1 375 794 A2 each connected independently of the locking mechanism and also the operating lever mechanism to a lock case.
  • the structure of the known motor vehicle door locks with the locking lever is designed relatively bulging. This runs contrary to the trend towards increasingly compact designs. This is where the invention starts.
  • the invention is based on the technical problem of further developing such a motor vehicle door lock in such a way that a particularly compact and cost-effective embodiment is provided with unchanged perfect functionality.
  • a generic motor vehicle door lock in the invention is characterized in that the one stop as an extension of the actuating lever and the other stop are formed as an extension of the locking lever, both stops include the toggle angle between them.
  • the locking lever initially experiences a bearing on the actuating lever. That is, the locking lever is pivotally connected to the operating lever and learns in contrast to, for example, the teaching of the DE 10 2011 010 816 A1 no rotatable storage in a lock case.
  • a particularly compact design is already made available because a separate bearing in the lock case is unnecessary.
  • the articulated mounting of the locking lever on the actuating lever opens up the possibility that the locking lever can be arranged in a plan view with overlap above other elements of the motor vehicle door lock. This makes the design particularly compact.
  • the mechanical blockage ensures that the operating lever acting on the release lever does not even reach the release lever or can not mechanically interact with the release lever. As a result, it is ensured in crash mode and on completion of the Crashbetutzes by the two combined levers that the locking experienced no unintentional opening. Because the mechanical blockage on the Crashbet2011 Trentsweg corresponds to the fact that the operating lever does not reach the release lever at all or can not interact with this. Consequently, the locking mechanism is not opened unintentionally.
  • the invention comprises both variants in such a way that the actuating lever operates directly on the release lever as well as deviating embodiments, in which the actuating lever acts indirectly with the interposition of one or more elements the release lever for opening the locking mechanism.
  • the design is such that in normal operation and in a normal operation, the two levers taken together complete the Normalbetuschistsweg. This does not lead to a mechanical blockage of both levers.
  • the crash operation corresponds to the fact that the two levers taken together deviate from the normal operation path deviating Crashbet effetistsweg.
  • the crash actuation path deviates from the normal actuation travel in that typically the lock lever is blocked. This also gives the operating lever a Blockage, before it can interact directly or indirectly with the release lever to open the locking mechanism. In this way, an undesirable opening of the locking mechanism is suppressed as described.
  • the mechanical blockade of the two combined levers and the locking lever is usually provided by a housing-fixed stop.
  • This stop may be arranged on the edge of the lock case or may even be integrated in it.
  • This additionally supports the compact design of the motor vehicle door lock according to the invention, because exposed and separately mounted stops are expressly dispensed with, but rather the stop is structurally integrated in the lock case or can be integrated.
  • the locking lever is connected in the manner of a toggle lever to the actuating lever.
  • the locking lever and the operating lever include a toggle bracket between them.
  • the normal operation corresponds to a predetermined knee lever angle
  • the crash mode belongs to a comparatively larger (or smaller) knee lever angle. That is, the crash operation is characterized by a different from the knee lever angle of normal operation knee lever angle.
  • the deviation of the toggle angle between the two hingedly interconnected levers automatically causes the assembly of the two levers or the two levers together describe the Crashbetusch and the locking lever moves against the aforementioned stop and can drive.
  • the design is usually made so that the normal operation path belongs to a circular arc movement of an outer edge of the locking lever compared to the axis with a given radius.
  • the Crashbetusch corresponds to a circular arc movement of the outer edge of the locking lever with the opposite larger (or smaller), at least deviating, radius.
  • the outer edge of the locking lever initially describes a circular arc with the axis as the center.
  • this axis is an axis of rotation which is defined by a bearing pin receiving the actuating lever. That is, the operating lever is rotatably mounted on the bearing pin in question, wherein the bearing pin is in turn anchored in the lock case.
  • the said and thus defined axis also acts as an axis or axis of rotation for the opposite pivotable locking lever.
  • the circular arc or the associated circular arc movement has a different radius.
  • the design is usually made such that the normal operation path corresponds to the circular arc movement with a given radius, whereas the crash operation path describes a circular arc with a larger radius.
  • the Crashbetuschiresweg may also belong to a smaller radius compared to the predetermined radius in the Normalbetrucistsweg.
  • a guide slot is provided for the forced movement of the two levers as a rule.
  • the locking lever interacts at least at the end of Normalbet2011,sweges with the relevant guide slot.
  • the design is generally made so that the locking lever runs at the end of the Normalbet2011,sweges and acted upon trigger lever against the guide slot in question and pivots away from the operating lever.
  • the included between the two levers knee lever angle is increased and actuates the joint to ensure its long-term reliability.
  • the two levers are elastically coupled together by a spring.
  • the spring ensures that together with the two stops, the two levers are held in the toggle lever angle belonging to the normal operation to each other, and that elastically yielding. Starting from this belonging to normal operation toggle angle of course, angle changes are possible.
  • the invention proceeds in such a way that the knee lever angle in question is increased both in the course of the above-described forced movement at the end of the normal actuation path and experiences a comparable increase in the event of a crash.
  • the spring is usually a leg spring with two legs.
  • one leg is designed as an actuating lever leg and the other leg is designed as a locking lever leg.
  • the operating lever leg is applied to the actuating lever or is connected to this.
  • the locking lever leg enters into a mechanical connection with the locking lever.
  • An additional eyelet or the two Leg connecting leg eye of the leg spring is received by a bearing pin, which provides the articulated support between the locking lever and the operating lever.
  • the normal operation corresponds to a specific knee lever angle, which in the event of a crash undergoes a magnification caused by the attacking deceleration forces in the example case.
  • the outer edge of the locking lever reaches the stop when completing the Crashbetuschistsweges, which is preferably arranged or formed on the lock case. As a result, the two levers are blocked and the operating lever can not work on the release lever to open the locking mechanism.
  • a motor vehicle door lock which has an unspecified and shown locking mechanism of catch and pawl.
  • On the locking mechanism operates a release lever 1, whose movement in one in the Fig. 1 indicated arrow direction causes the pawl is lifted from the catch in a known manner.
  • the catch can spring open open and release a previously captured locking pin.
  • a motor vehicle door can be opened or opened. For this corresponds the so-called normal operation.
  • an operating lever 2 is provided in the embodiment.
  • the operating lever 2 is part of an unspecified operating lever work.
  • the actuating lever 2 can about its axis 3 in the in Fig. 1 indicated counterclockwise to be pivoted, so that the actuating lever 2 moves with a lever arm 2 'against the release lever 1 and this acts in the direction of arrow to open the locking mechanism.
  • the actuating lever 2 To pivot the actuating lever 2 counterclockwise about its axis 3, the actuating lever 2 is connected regularly and according to the embodiment of an outer door handle 4, in the Fig. 1 is merely indicated. Consequently, the actuating lever 2 in the embodiment and not limiting to an external actuating lever. 2
  • a locking lever 5 which is connected according to the invention by means of a joint 6 articulated to the operating lever or external operating lever 2.
  • the locking lever 5 is at occurring deceleration forces of predetermined size and direction, for example in a crash in the in the Fig. 1 and 2C acted upon by an arrow indicated direction.
  • This loading is accompanied by a blockade of the locking lever 5 and also of the actuating lever 2, so that the actuating lever 2 can not act on the trigger lever 1 to open the locking mechanism, as will be explained in more detail below.
  • the locking lever 5 is pivotally connected via the hinge 6 to the actuating lever 2.
  • the actuating lever 2 in turn can act on the trigger lever 1.
  • Both levers 2, 5 taken together define a toggle lever assembly 2, 5 with the intermediate joint 6, which acts insofar as toggle joint 6.
  • the two levers 2, 5 are coupled together by a spring 9, 10, 11.
  • the spring 9, 10, 11 is a leg spring 9, 10, 11.
  • the leg spring 9, 10, 11 is equipped with a locking lever leg 9, which is connected to the locking lever 5.
  • the leg spring 9, 10, 11 has an operating lever leg 10, which is connected to the actuating lever 2 and interacts with it.
  • the locking lever 5 moves at the end of the Normalbetuschistsweges and already acted triggering 1 for opening the locking mechanism against the relevant guide slot 13.
  • the further movement of the locking lever 5 in normal operation that is in a counterclockwise movement of the two levers 2, 5 taken together about their common axis. 3 , now causes the locking lever 5 pivots away from the operating lever 2.
  • the associated knee lever angle ⁇ increases and corresponds to a knee lever angle ⁇ with ⁇ ⁇ . This is possible because in this context, the two levers 2, 5 coupling spring 9, 10, 11 elastically yielding and the rest of the stop 14 on the locking lever 5 of the stop 12 on the actuating lever 2 is released. This can be seen in the Fig.
  • the toggle lever assembly 2, 5 or the levers 2, 5 taken together can not (more) act on the trigger lever 1. Because the outer edge 7 of the locking lever 5 moves against a stop 15 which is formed on the lock case 8 or connected to the lock case 8.
  • the two levers 2, 5 are spread in terms of their toggle lever ⁇ , so that the knee lever angle of ⁇ increases to ⁇ .
  • This spreading of the two levers 2, 5 has the consequence that the outer edge 7 of the locking lever 5 - caused by the attacking deceleration forces - as it moves with respect to the lock case 8 "out” and thereby the outer edge 7 against the outer edge the lock case 8 provided stop 15 moves. This happens even before the operating lever 2 can interact with the release lever 1. Consequently, the ratchet remains unaffected and can not open unintentionally.

Landscapes

  • Lock And Its Accessories (AREA)
EP13838072.0A 2012-12-21 2013-12-18 Kraftfahrzeugtürverschluss Active EP2935736B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012025448.2A DE102012025448A1 (de) 2012-12-21 2012-12-21 Kraftfahrzeugtürverschluss
PCT/DE2013/000800 WO2014094713A2 (de) 2012-12-21 2013-12-18 Kraftfahrzeugtürverschluss

Publications (2)

Publication Number Publication Date
EP2935736A2 EP2935736A2 (de) 2015-10-28
EP2935736B1 true EP2935736B1 (de) 2018-09-12

Family

ID=50289329

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13838072.0A Active EP2935736B1 (de) 2012-12-21 2013-12-18 Kraftfahrzeugtürverschluss

Country Status (10)

Country Link
US (1) US20150354250A1 (ja)
EP (1) EP2935736B1 (ja)
JP (1) JP2016505739A (ja)
KR (1) KR20150096774A (ja)
CN (1) CN105008000A (ja)
BR (1) BR112015015079A2 (ja)
CA (1) CA2902376A1 (ja)
DE (1) DE102012025448A1 (ja)
MX (1) MX2015008154A (ja)
WO (1) WO2014094713A2 (ja)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014003106A1 (de) * 2014-03-11 2015-09-17 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE102014006009A1 (de) * 2014-04-28 2015-11-12 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE102016107510A1 (de) * 2016-04-22 2017-10-26 Kiekert Ag Kraftfahrzeugtürschloss
CN108193956B (zh) * 2016-12-08 2019-09-10 开开特股份公司 机动车门锁
US11885171B2 (en) 2018-12-04 2024-01-30 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
US11318892B2 (en) 2019-04-19 2022-05-03 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
WO2021194726A1 (en) 2020-03-23 2021-09-30 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
GB2604643B (en) * 2021-03-12 2024-03-06 Jaguar Land Rover Ltd Speed-based blocking mechanism for a vehicle door latch release mechanism

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624640C1 (de) * 1996-06-20 1998-01-08 Kiekert Ag Kraftfahrzeugtürverschluß mit Drehfalle, Sperrklinke und Blockiervorrichtung
DE19738492A1 (de) * 1996-09-07 1998-03-12 Volkswagen Ag Kraftfahrzeugtürverschluß
DE19803871C2 (de) * 1998-01-31 2000-12-07 Daimler Chrysler Ag Schloß für ein bewegliches Karosserieteil eines Kraftfahrzeugs
DE19929022C2 (de) * 1999-06-25 2001-06-07 Huf Huelsbeck & Fuerst Gmbh Türaußengriff, insbesondere für Fahrzeuge
EP1241305B1 (de) * 2001-03-17 2004-11-10 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE10114966A1 (de) * 2001-03-27 2002-10-02 Bayerische Motoren Werke Ag Sperreinrichtung an einem Fahrzeug-Türschloss
GB0214817D0 (en) 2002-06-27 2002-08-07 Arvinmeritor Light Vehicle Sys Door latch mechanism
DE10345104A1 (de) * 2003-09-26 2005-04-21 Kiekert Ag Kraftfahrzeugtürverschluss
JP4717662B2 (ja) * 2006-02-28 2011-07-06 株式会社アルファ 自動車用ドアハンドル装置
DE202010010577U1 (de) * 2010-07-23 2011-11-04 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011010816A1 (de) 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CA2902376A1 (en) 2014-06-26
WO2014094713A3 (de) 2015-03-19
US20150354250A1 (en) 2015-12-10
JP2016505739A (ja) 2016-02-25
KR20150096774A (ko) 2015-08-25
CN105008000A (zh) 2015-10-28
WO2014094713A2 (de) 2014-06-26
DE102012025448A1 (de) 2014-06-26
EP2935736A2 (de) 2015-10-28
BR112015015079A2 (pt) 2017-09-26
MX2015008154A (es) 2016-02-22

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