EP2935737B1 - Motor vehicle door lock - Google Patents

Description

The invention relates to a motor vehicle door lock, with a locking mechanism, furthermore with at least one actuating lever for triggering the locking mechanism, and with a locking lever which can be pivoted about an axis and which, at least when decelerating forces of a predetermined magnitude and direction occur, , ineffective.

As usual, the locking mechanism typically consists of a rotary latch and a pawl. In the case of deceleration forces of predetermined magnitude and direction occurring in connection with an accident, there is a fundamental risk that the locking mechanism will be opened unintentionally because the delaying forces act on the actuating lever to trigger the locking mechanism. Such unintentional openings, especially in the event of an accident, are prevented by the locking lever, which makes the locking mechanism ineffective in the case of the deceleration forces in question of a predetermined size and direction. The mentioned deceleration forces or associated vehicle accelerations mostly act in the transverse (that is to say in the Y) direction of the motor vehicle and mainly occur in the event of a side impact.

In the generic prior art according to EP 1 241 305 B1 According to the applicant, the locking lever is equipped with a stop recess. In the event of a blockage, the stop recess engages positively in an opening of a counter-locking surface when the locking pawl or the actuating lever is acted upon. In this way, the desired blocking of the release lever or locking mechanism is given under all conceivable circumstances and is maintained, in particular, during the entire time during which the mentioned deceleration forces occur. That has proven itself.

The WO2012 / 107023 discloses a motor vehicle door lock with a locking mechanism, an operating lever being able to trigger the locking mechanism and a locking lever being able to render the locking mechanism ineffective in the event of an accident. It's in the WO2012 / 107023 provided to store the locking lever centrally on its axis of rotation. Under normal conditions, the operating lever would pivot clockwise and, interacting with a release lever, cause the lock to open. While the actuating lever is pivoted clockwise, the locking lever is also taken along in a clockwise direction via a spring molded onto the actuating lever.

As part of the generic teaching according to the WO 2012/013182 A2 the procedure is such that the locking lever is assigned a locking means which fixes the locking lever in its deflected position. The locking lever only moves into this deflected position when the motor vehicle door lock is exposed to acceleration forces or deceleration forces of a predetermined magnitude and direction, for example those that are observed in an accident.

In this case, the teaching according to the WO 2012/013182 A2 the locking lever is mechanically deflected and ensures that the at least one actuating lever or the entire actuating lever system is mechanically ineffective or is set ineffective. In this way, a simple and functional structure is implemented and malfunctions can be practically excluded even after years or decades of use. This is because the locking lever performs a relative movement in normal operation when the actuating lever mechanism or the actuating lever is acted upon, so that overall the mobility of the locking lever is ensured and corrosion, sticking, etc. do not have to be feared. That has proven itself.

In practice, when resorting to such locking levers and in the event of a crash, the phenomenon can arise that the actuating lever tends to "bounce". That is, the actuating lever is initially blocked by the locking lever during the course of the accident and then bounces off the locking lever or moves slightly away from the locking lever in order to then rest against the locking lever due to the unchanged deceleration forces. Under certain circumstances, this can nevertheless lead to unwanted opening during a crash process. You absolutely want to avoid this so that the locking mechanism and consequently the motor vehicle door remain closed and the safety devices typically present in a side door can develop their full effect. This is where the invention comes in.

The invention is based on the technical problem of developing such a motor vehicle door lock in such a way that unintentional opening of the locking mechanism can be reliably ruled out, specifically also and in particular during a crash process. In particular, the previously explained “bouncing” of the actuating lever with respect to the locking lever should be avoided.

To solve this technical problem, a generic motor vehicle door lock within the scope of the invention is characterized in that the locking lever is mounted eccentrically on the or its axis and thereby, depending on the decelerating forces that occur, a locking lever that blocks the actuating lever, compared to a rotary movement of the actuating lever that opens Senses designed counter-torque generated.

According to an advantageous embodiment, the locking lever has for this purpose a center of gravity located above or below its axis, which, depending on the deceleration forces occurring (and their direction), generates the counter-torque blocking the actuating lever on the locking lever. The eccentric arrangement of the center of gravity in comparison to the axis for the locking lever ensures that a torque is generated around the axis when the deceleration forces occur on the locking lever. Overall, this torque is designed as a counter-torque in comparison to a rotary movement of the actuating lever (in the opening sense or in the event of a "crash"). The direction of the counter-torque on the locking lever and that of the actuating lever in the event of a crash are therefore directed in opposite directions.

That is, the locking lever is typically equipped with a stop against which the actuating lever moves in the event of a crash and is thereby blocked. Since the locking lever also has the counter-torque in question in relation to its axis due to the applied deceleration forces, this counter-torque acts against the direction of the actuating lever, which it in Crashes. This counteracts the previously mentioned "bouncing" of the actuating lever. Because as soon as the actuating lever leaves its position on the stop of the locking lever during a crash due to such a bouncing process, the counter-torque acting on the locking lever ensures that the locking lever can, as it were, follow the actuating lever that briefly lifts off the stop.

This counteracts the "bouncing" described. As a result of this, the actuating lever rests continuously on the locking lever or the stop so that unintentional opening of the locking mechanism during the entire crash process - even if the actuating lever "bounces" - can be reliably excluded. This is where the main advantages can be seen.

According to a further embodiment of the invention, it has proven useful if the center of gravity is arranged in an axial extension above or below the axis of the locking lever. In general, the invention favors an arrangement of the center of gravity in the axial direction above the axis of the locking lever, although this is generally not mandatory. Because it is primarily a matter of generating the counter-torque described in the event of a crash through the eccentric mounting of the locking lever. Such a counter-torque is always conceivable and representable when the center of gravity of the locking lever - as implemented within the scope of the invention - does not coincide with the axis of the locking lever about which it is pivotably mounted. That is the essence of the eccentric bearing pursued according to the invention.

According to a further advantageous embodiment of particular importance, the locking lever has a connected spring. This spring is usually designed as a leg spring and is connected to the locking lever with one leg. The other leg, or in general the spring, is acted upon by the actuating lever during normal operation, specifically to deflect the locking lever. As a result, the invention ensures that the locking lever in Normal operation, that is, if no increased deceleration forces associated with a crash are observed, is moved along with every deflection of the actuating lever. This procedure ensures that any corrosion of the locking lever in relation to its bearing pin defining the axis is reliably counteracted. If, on the other hand, a crash occurs, the spring in question is compressed because the locking lever practically maintains its position due to the acting inertial forces and the actuating lever is pivoted about its axis until it reaches the stop on the locking lever and is blocked. The blocking of the operating lever ensures that the lock is not opened unintentionally.

In addition, the locking lever typically has a guide recess for a guide arm engaging therein on the actuating lever. The guide arm can be equipped with a pin which acts on the spring and which for this purpose mostly passes through the guide recess. This design ensures that the locking lever reliably follows and can also follow the associated pivoting movements of the actuating lever about its axis in normal operation. In fact, such a pivoting movement of the actuating lever corresponds to the fact that the guide arm engaging in the guide recess or its pin acts on the spring and, as a result, the pivoted actuating lever takes the locking lever with it as desired. Only in the event of a crash or when the (increased) deceleration forces of a given magnitude occur, the locking lever is not taken along, but rather hairs up in its rest position due to the acting inertia forces. The actuating lever pivoted on the other hand compresses the spring until it reaches the stop on the locking lever and is blocked. This means that the operating lever can (no longer) open the lock.

In detail, the locking lever is a rectangular lever which is mounted eccentrically on the axis. The rectangular lever can optionally Spatially extended and consequently designed with side walls in order to provide a protected receiving space below the rectangular lever for the spring on the one hand and the pin interacting with the spring on the guide arm on the other.

The described shift in the center of gravity, typically in an axial extension of the axis above or below said axis, is generally implemented in that the locking lever is equipped with an extension in the axial extension in the direction of the locking mechanism. This moves the center of gravity into a position in an axial extension above the axis of the locking lever. Of course, this is only to be understood as an example and not mandatory.

The actuating lever is typically a release lever for a locking pawl as part of the locking mechanism. As usual, the locking mechanism is made up of a rotary latch and the aforementioned pawl, which, when the locking mechanism is closed, engages in a main notch of the rotary latch. In normal operation, the actuating lever or release lever for opening the locking mechanism engages behind a stop on the locking pawl so that it is pivoted away from the rotary latch. As a result, the rotary latch can open with the assistance of a spring and release a locking bolt that was previously caught. In the event of a crash, the locking lever now ensures that the actuation lever or release lever is blocked and the locking pawl cannot lift off the rotary latch.

Finally, a stop in the housing can be assigned to the locking lever. This stop regularly ensures that the locking lever is blocked in an opposite direction in the event of deceleration forces. Such deceleration forces in the opposite direction can occur, for example, when a side impact occurs on the other side of the vehicle compared to the side under consideration. The stop is arranged overall so that the Lock lever can easily perform the described pivoting movements about the axis in normal operation.

As a result, a motor vehicle door lock is made available which is characterized by particular functional reliability. In fact, the invention ensures that the "bouncing" between the actuating lever or release lever and the locking lever, which may occur in the event of a crash, is controlled or does not lead to unintentional opening of the locking mechanism during an accident. This can essentially be attributed to the fact that, according to the invention, the locking lever is mounted eccentrically on its axis. As a result, in the event of a crash, the locking lever generates a counter-torque which blocks the actuating lever and which, as described, absorbs any bouncing processes. This is where the main advantages can be seen.

Fig. 1A und 1B

den erfindungsgemäßen Kraftfahrzeugtürverschluss in eingebautem Zustand (Fig. 1A) und bei abgenommenem Sperrhebel sowie Betätigungshebel (Fig. 1B),

Fig. 2

den Kraftfahrzeugtürverschluss nach den Fig. 1A und 1B im Normalbetrieb und

Fig. 3

eine perspektivische Detailansicht auf den Sperrhebel des Kraftfahrzeugtürverschlusses im Crashfall.

In the following the invention is explained in more detail with reference to a drawing showing only one embodiment; show it:

Figures 1A and 1B

the motor vehicle door lock according to the invention in the installed state ( Figure 1A ) and with the locking lever and operating lever removed ( Figure 1B ),

Fig. 2

the motor vehicle door lock according to the Figures 1A and 1B in normal operation and

Fig. 3

a perspective detailed view of the locking lever of the motor vehicle door lock in the event of a crash.

In the figures, a motor vehicle door lock is shown which, as usual, is equipped with a locking mechanism 1, 2, 3. The locking mechanism 1, 2, 3 is composed of a rotary latch 1 and, in the exemplary embodiment, two pawls 2, 3. The locking link 3 takes on the actual locking function, whereas the pawl 2 is designed as a so-called comfort pawl. However, this is not important in the present case, so that details associated with this special embodiment are not explained in more detail.

It is crucial that this is done, for example, in the Figures 1A and 1B The locking mechanism 1, 2, 3 in the main locking position can be opened by lifting the pawl 2, 3 off the rotary latch 1. As a consequence of this, a locking bolt, which was previously caught by the rotary latch 1 and is not expressly shown, is released so that the associated motor vehicle door can be opened. In order to lift the pawl 2, 3 from the rotary latch 1 or to trigger the locking mechanism 1, 2, 3, an actuating lever 4 is provided which, in the exemplary embodiment and not by way of limitation, is a release lever 4.

It can be seen that the actuating lever or release lever 4 and the locking pawl 2, 3 or their comfort pawl 2 are mounted coaxially in a lock case 5. For this purpose, a bearing mandrel 6 is provided which defines the common axis mentioned.

In normal operation and to trigger the locking mechanism 1, 2, 3, the operating lever or trigger lever 4 is shown in the illustration according to the Figures 1A and 1B pivoted clockwise about the bearing mandrel 6 or the axis defined thereby. You can tell when you transition from the Figures 1A, 1B to Fig. 2 . As a result of this clockwise movement of the actuating lever or release lever 4, the pawl 2, 3 is lifted off the rotary latch 1. In fact, during this process the comfort pawl 2 also performs a clockwise movement about the axis 6 common to the release lever 4. In contrast, the pawl 3 is pivoted counterclockwise about its axis 7, so that overall the pawl 2, 3 releases the rotary latch 1, as in the transition of the Figures 1A, 1B to Fig. 2 becomes clear. Normal operation corresponds to this.

A locking lever 8, which is rotatably supported about an axis 9 in the lock case 5, also belongs to the further basic structure of the motor vehicle door lock shown. The axis 9 is defined by an associated bearing pin for the locking lever 8. The locking lever 8 ensures that the locking mechanism 2, 3 is rendered ineffective at least when deceleration forces F of a predetermined magnitude and direction occur, for example in the event of an accident ("crash"). The deceleration forces F in question are in Fig. 3 indicated by a corresponding arrow and correspond to the fact that the illustrated and designed as a side door lock motor vehicle door lock is exposed to a side impact on the associated side door. Such a side impact and the associated deceleration forces F predominantly act on the motor vehicle in the Y or transverse direction.

In the context of the invention, the locking lever 8 is mounted eccentrically on its axis 9. As a result, the locking lever 8 generates a counter-torque M blocking the actuating lever or release lever 4 as a function of the delay forces F occurring, which is shown schematically in FIG Fig. 3 is shown. This counter-torque M acts on the locking lever 8 in a clockwise direction with respect to its axis 9. In the event of a crash, the actuating lever or release lever 4 also executes a clockwise movement about its axis 6, as in FIG Fig. 3 is indicated by corresponding arrows. As a result, in a contact area between the locking lever 8 and the actuating lever 4, movements in the opposite direction, such as the Fig. 3 makes clear.

As soon as the actuating lever 4 leaves or threatens to leave a stop 12 on the locking lever 8 in the course of the "bounce movement" mentioned above, the stop 12 or locking lever 8 can follow the actuating lever 4 as a result of the counter-torque M generated in the event of a crash. The "bouncing" discussed in the introduction does not occur. Rather, the invention ensures that, in the event of a crash, the actuating lever 4 rests permanently on the stop 12 of the locking lever 8 and is blocked in this way.

Since the locking lever 8 maintains its position due to the inertia inherent in it in the event of an accident or the occurring deceleration forces F of a predetermined size and direction, the actuating lever or release lever 4 cannot open the locking mechanism 1, 2, 3 in this case.

In order to achieve this in detail, the locking lever 8 has a center of gravity S arranged above its axis 9 in the context of the exemplary embodiment Figure 1A on. In fact, the center of gravity S is located in an axial extension above the axis 9 of the locking lever 8 in question. In principle, a different arrangement of the center of gravity S, for example below the axis 9, is of course also conceivable. However, this is not shown.

The Fig. 2 and 3 make it clear that the locking lever 8 is equipped with a connected spring 13, 14. In fact, the spring 13, 14 is not restrictively a leg spring with two legs 13, 14. One leg 13 of the spring 13, 14 is fixed on the locking lever 8, whereas on the other leg 14 of the spring 13, 14 the Actuating lever 4 is applied. In fact, the actuating lever 4 has a guide arm 15 which engages in a guide recess 16 on the locking lever 8 with a pin (not expressly shown). As a result, the pin can interact with the leg 14 of the spring 13, 14.

It can be seen that the locking lever 8 is designed as a rectangular lever with side walls 17 mounted eccentrically on the axis 9. That is, the locking lever 8 has a spatial extent. The edge of the rectangular lever or locking lever 8 protruding downward in the direction of the lock case 5 Side walls 17 thereby define a receiving space for the spring 13, 14 arranged therein. In addition, the pin of the actuating lever 4 connected to the guide arm 15 protrudes through the guide recess 16 into this receiving space. As a result, the pin in question can interact with the leg 14 of the spring 13, 14, as will be explained in more detail below.

In fact, the spring 13, 14 in question is acted upon by the actuating lever 4 in normal operation to deflect the locking lever 8. You can see that when you compare the Figures 1A, 1B with the Fig. 2 . The Fig. 2 this normal operation, which is associated with the fact that the release lever 4 is pivoted clockwise about its axis 6 and, as a result, the arm 15 on the actuating lever 4 acts on the leg 14 of the spring 13, 14 via the pin. Since the other leg 13 of the spring 13, 14 is firmly connected to the locking lever 8, the locking lever 8 is pivoted about its axis 9 during this process. This happens with each scheduled opening process of the locking mechanism 1, 2, 3 in normal operation, so that the locking lever 8 is pivoted about its axis 9 with each opening process. This reliably prevents any caking, corrosion, etc. of the locking lever 8.

If, on the other hand, the already described increased deceleration forces F of predetermined magnitude and direction occur in the event of a crash, the locking lever 8 remains in its position after the Figure 1A . The actuating lever or release lever 4 is, however, pivoted clockwise about its axis 6 by the acting deceleration forces F, as is the case Fig. 3 indicates. The pivoting movement of the actuating lever or release lever 4 is stopped as soon as the actuating lever 4 moves against the stop 12 of the locking lever 8 which is at rest. A previously completed (minor) pivoting movement of the release lever 4 about its axis 6 also leads to the fact that the leg 14 of the spring 13, 14 is pivoted slightly, that is to say the spring 13, 14 is compressed, specifically by the actuating lever 4.

In order to realize the described eccentric mounting of the locking lever 8 in detail and to ensure that the associated center of gravity S is arranged in an axial extension of the axis 9 above the relevant axis 9 of the locking lever 8, the locking lever 8 typically has an extension 18, which is in particular in the Fig. 3 recognizes. This extension 18 shifts the mass distribution of the locking lever 8 in the direction of areas above the axis 9, so that the center of gravity S assumes the specified position above the axis 9 as a result.

In the Fig. 3 Finally, a stop 19, which may be formed on the lock case 5, is indicated and only schematically. The stop 19 in or on the lock case 5 or a housing is assigned to the locking lever 8. The stop 19 ensures that the locking lever 8 when decelerating forces F compared to Fig. 3 direction shown is blocked in the opposite sense. Such delay forces F occur in the example shown when the side door associated with the illustrated motor vehicle door lock is not exposed to a side impact, but rather the opposite side door. In any case, the stop 19 is arranged and aligned in such a way that pivoting movements of the locking lever 8 during normal operation as shown in FIG Fig. 2 are not hindered and only the locking lever 8 is a blockage in the mentioned deceleration forces F in the opposite direction compared to the illustration Fig. 3 learns.

Claims (10)

1. A motor vehicle door latch, with a locking mechanism (1, 2, 3), furthermore with an actuating lever (4) for triggering the locking mechanism (1, 2, 3), and with a locking lever (8) that can be swiveled about a shaft (9) and renders the locking mechanism (1, 2, 3) inoperative at least in the event of deceleration forces (F) of a predetermined magnitude and direction, for example in the event of an accident ("crash"), characterized in that the locking lever (8) is mounted eccentrically on its shaft (9) and consequently generates, depending on the deceleration forces (F) that occur, a counter-torque (M) that blocks the actuating lever (4) and is oriented in the opening direction in comparison to a rotational movement of the actuating lever (4).
2. The motor vehicle door latch according to claim 1, characterized in that the locking lever (8) has a center of gravity (S) which is located above or below its shaft (9) and which, depending on the deceleration forces (F) that occur, generates on the locking lever (8) the counter-torque (M) blocking the actuating lever (4).
3. The motor vehicle door latch according to claim 2, characterized in that the center of gravity (S) is arranged in an axial extension above or below the shaft (9) of the locking lever (8).
4. The motor vehicle door latch according to one of claims 1 to 3, characterized in that the locking lever (8) has a connected spring (13, 14) which, during normal operation, is acted upon by the actuating lever (4) in order to deflect the locking lever (8) and, in the event of a crash, is compressed by the actuating lever (4).
5. The motor vehicle door latch according to one of claims 1 to 4, characterized in that the locking lever (8) has a stop (12) against which the actuating lever (4) moves in the event of a crash and is thereby blocked.
6. The motor vehicle door latch according to one of claims 1 to 5, characterized in that the locking lever (8) has a guide recess (16) for a guide arm (15) that engages therein having pins on the actuating lever (4).
7. The motor vehicle door latch according to one of claims 1 to 6, characterized in that the locking lever (8) is embodied as a rectangular lever that is mounted eccentrically on the shaft (9), optionally having side walls (17).
8. The motor vehicle door latch according to one of claims 1 to 7, characterized in that the locking lever (8) is equipped with a projection (18) as an axial extension in the direction of the locking mechanism (1, 2, 3).
9. The motor vehicle door latch according to one of claims 1 to 8, characterized in that the actuating lever (4) is embodied as a release lever (4) for a pawl (2, 3).
10. The motor vehicle door latch according to one of claims 1 to 9, characterized in that a stop (19) is associated with the locking lever (8) in the housing, which stop, in the event of deceleration forces (F), blocks the locking lever (8) in the opposite direction.

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