EP3012392B1 - Mecanisme de verrouillage pour un composant de vehicule automobile - Google Patents

Mecanisme de verrouillage pour un composant de vehicule automobile Download PDF

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Publication number
EP3012392B1
EP3012392B1 EP15187576.2A EP15187576A EP3012392B1 EP 3012392 B1 EP3012392 B1 EP 3012392B1 EP 15187576 A EP15187576 A EP 15187576A EP 3012392 B1 EP3012392 B1 EP 3012392B1
Authority
EP
European Patent Office
Prior art keywords
blocking
holding part
motor vehicle
pawl
engagement
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.)
Not-in-force
Application number
EP15187576.2A
Other languages
German (de)
English (en)
Other versions
EP3012392A1 (fr
Inventor
Serkan Guelkan
Karsten Barth
Petr Vidomus Holub
Petr Hranicky
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 EP3012392A1 publication Critical patent/EP3012392A1/fr
Application granted granted Critical
Publication of EP3012392B1 publication Critical patent/EP3012392B1/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
    • 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
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/243—Bolts rotating about an axis with a bifurcated bolt
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C19/00—Other devices specially designed for securing wings, e.g. with suction cups
    • E05C19/02—Automatic catches, i.e. released by pull or pressure on the wing
    • 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
    • E05B77/10—Allowing opening in case of deformed bodywork, e.g. by preventing deformation of lock parts

Definitions

  • the invention relates to a locking mechanism for a motor vehicle component according to the preamble of claim 1 and to a motor vehicle component having such a locking mechanism according to claim 12.
  • the locking device in question is used in a motor vehicle wherever high holding forces must be absorbed in the locked state.
  • In the foreground here is the application of the barrier on a motor vehicle lock, which in turn can find application in all types of fasteners of a motor vehicle. These include, for example, side doors, in particular sliding doors, tailgates, trunk lids, hoods, load compartment floors o. The like. Of a motor vehicle.
  • the locking mechanism in question can also be used for other motor vehicle components, such as safety belt systems, seat adjusters, steering wheel locks o. The like.
  • the well-known barrage ( DE 20 2013 004 589 U1 ), from which the invention proceeds, is associated with a motor vehicle lock. It has a designed as a lock case holding part, which is associated with a designed as a pawl locking part.
  • the latch In a locked state, the latch is locked in its prelocking or in its main closed position, so that the latch can not swing into its open position. In the closed positions, the latch is in holding engagement with a striker such that the associated closure is held in its respective closed position.
  • the release of the latch by the pawl leads to the adjustability of the latch in its open position, in which the latch releases the striker and thus the closure element.
  • the blocking part and the holding part each have a blocking surface, which are in blocking state with each other in locking engagement and lock a corresponding pivoting movement of the holding part in the direction of the open position.
  • the blocking surface of the latch is arranged on the outer circumference of the latch and designed to extend substantially along the holding part axis.
  • a challenge with the known barrier is the guarantee of a high crash safety.
  • high holding forces act on the striker, which can lead to a deformation of structural parts of the motor vehicle lock.
  • Such deformation is often associated with a relative to the holding part axis axial offset between the locking surfaces.
  • the necessary for the blocking engagement, necessary overlap between the locking surfaces is no longer given, so that the pawl slips off the latch.
  • the known motor vehicle lock must be designed in a particularly robust design. These include the use of relatively expensive materials and the equally costly realization of high wall thicknesses of the structural parts involved.
  • Another known barrage ( FR 1 594 900 A ) has a latch and a latch associated with the pawl, wherein the pawl can axially support the latch in a crash situation.
  • the invention is based on the problem, the known barrier work in such a way and further, that a high crash safety can be guaranteed with low cost.
  • the supporting engagement takes place where it is necessary in the first place. Accordingly, it is provided here that the supporting engagement takes place in the vicinity of the locking engagement.
  • the motor vehicle component is designed as a motor vehicle lock with lock latch and pawl.
  • the application of the proposed barrier to a motor vehicle lock is appropriate insofar as, as mentioned above, in the event of a crash, particularly high holding forces can act on the striker, which can lead to a deformation of the structural components of the motor vehicle lock involved.
  • a double use of the support surface providing support portion of the pawl according to the invention consists in the fact that the support portion additionally provides a Einfalltiefenbegrenzung for the pawl. This dual use leads to a structurally simple and especially compact design.
  • the blocking mechanism 1 shown can be applied to various motor vehicle components of a motor vehicle.
  • the locking mechanism 1 is a motor vehicle lock Assigned 2 designed automotive component. Accordingly, a designed as a lock latch 3, pivotable holding part 4 and designed as a pawl 5, pivotable locking member 6 are provided here. All versions of a holding part 4 apply to a latch 3 according to (and vice versa). All versions of a locking member 6 also apply to a pawl 5 accordingly (and vice versa).
  • the holding part 4 is in at least one closed position, here in the Vorsch practitioner ( Fig. 2a ) and the main closing position ( Fig. 2b ), about a holding part axis 4a pivotally. Next, the holding part 4 in an open position ( Fig. 1 ) pivotable.
  • the locking member 6 is pivotable about a locking part axis 6a.
  • the holding part axis 4a and the locking part axis 6a are preferably spaced from each other, but arranged parallel to each other.
  • a blocking state in which the blocking part 6 blocks a pivoting movement of the holding part 4 out of one of the two closed positions in the direction of the open position.
  • the locking member 6 is pivotable in a locking position in which a locking surface 7 of the locking member 6 and a locking surface 8, 9 of the holding part 4 are in locking engagement with each other and pivotal movement of the holding part 4 as mentioned above, lock ( Fig. 2 ).
  • the holding part 4 has a first locking surface 8 for the realization of the prelocking position and a second locking surface 9 for the realization of the main closed position.
  • the blocking surface 7 of the blocking part 6 comes into engagement with the first blocking surface 8 or the second blocking surface 9 of the holding part 4.
  • the arrangement is now such that in the locked state, the locking member 6 has a Sch sautendenz at befindlichem in the Vorschmonydian holding part 4 and in befindlichem in the main closing position holding part 4 has an opening tendency.
  • closing tendency here means that the locking member 6 is pushed in the locked state by the still to be explained holding force F further into engagement with the locking surface 8 of the holding part 4. This corresponds to a load of the locking member 6 in the direction of incidence, in Fig. 2 counterclockwise.
  • the term “opening tendency” means in the present case that in the locked state, the holding force F the locking member 6 is disengaged from the holding part 4. This corresponds to a load of the locking part 6 in the lifting direction, in Fig. 2 clockwise.
  • the blocking part 6 is lifted into a release position (FIG. Fig. 1 ), in which the locking surfaces 7; 8, 9 are disengaged from each other and the holding part 4 release.
  • the locking member 6 via an in Fig. 2a only schematically indicated opening mechanism 10 pivoted clockwise.
  • a second locking member 11 via a further opening mechanism 12 the in Fig. 2b is also only indicated, moved out of the range of movement of the locking member 6 out.
  • FIG. 3 left detaild ein shows the proposed blocking mechanism 1 in the normal state in the locked state in befindlichem in the main closing position holding part 4.
  • a crash-related, based on the holding part axis 4a axial displacement of the locking surface 9 of the holding part 4 in Fig. 3 to the left causes the support surface 15 of the holding part 4 with the support surface 13 of the locking member 6 is engaged.
  • the holding part 4 takes over the support surfaces 13, 15 with the locking member 6, without affecting the locking engagement between the holding part 4 and locking part 6. This is in the in Fig. 3 shown right detail.
  • Fig. 2 and 3 show further that in the locked state of the supporting engagement always takes place in the vicinity of the locking engagement. This means that it is supported exactly where the relative to the holding part axis 4a axial displacement is to be limited. As a result, leverage and deformation between the support surfaces 13; 14, 15 on the one hand and the blocking surfaces 7; 8, 9 on the other hand are not taken into account in the interpretation.
  • the support surface 13 of the locking member 6 is an integral part of the locking member 6.
  • the support surface 13 of the locking member 6 attached to the locking member 6 otherwise or in the plastic injection molding of the locking member 6 incidentally is injected.
  • Fig. 3 shows that the support surface 13 of the locking part 6 and the respective support surface 14, 15 of the holding part 4 each extend substantially perpendicular to the holding part axis 4a.
  • the support surface 13 of the locking part 6 or only the respective support surface 14, 15 of the holding part 4 is substantially perpendicular to the holding part axis 4a.
  • the blocking surfaces 7; 8, 9 run here and preferably substantially along the holding part axis 4a. It may in turn be provided that only one of the blocking surfaces 7; 8, 9 runs along the holding part axis 4a.
  • Fig. 3 shows that the support surface 13 of the locking member 6 and the support surfaces 14, 15 of the support member 4 not only oriented differently, but here and preferably relative to the Garteilachse 4a axially offset from the locking surface 7 of the locking member 6 and / or the respective blocking surface 8, 9th of the holding part 4 are arranged.
  • the holding part 4 here and preferably on a lock latch 3, while the locking member 6 here and preferably a pawl 5 has.
  • the holding part 4 is a latch 3 of a motor vehicle lock 2, which in the closed position in the closed position in holding engagement with a striker 17 o. The like.
  • a Pawl 5 of a motor vehicle lock 2 is.
  • the latch 3 In the locked state in the prelocking located latch 3 ( Fig. 2a ) and in the case of the main latch position 3 ( Fig. 2b ) is the latch 3 in holding engagement with the striker 17.
  • the striker 17 then exerts the above-mentioned holding force F on the latch 3 from.
  • the pawl 5 counteracts the holding force F via the above-mentioned, locking engagement with respect to a pivoting movement of the lock latch 3.
  • the motor vehicle lock 2 is preferably arranged on the associated closure element, the striker 17 or the like is preferably found on the body of the motor vehicle.
  • the lock latch 3 is designed in the illustrated and so far preferred embodiment substantially disc-shaped, wherein the respective locking surface 8, 9 of the latch 3 is disposed on the outer periphery 18 of the latch 3.
  • the respective support surface 14, 15 of the latch 3, however, is arranged on a flat side 19 of the latch 3.
  • the supporting force between the latch 3 and the pawl 5 is preferably aligned substantially transversely to the flat side 19 of the latch 3.
  • the latch 3 has an inlet mouth 20 into which the striker 17 or the like enters during the closing of the associated closure element. In this case, the latch 3 pivots, driven by the striker 17 o. The like., In one of its closed positions, in Fig. 1 counterclockwise.
  • FIG. 2 and 3 A synopsis of Fig. 2 and 3 shows that both the supporting engagement on the support surfaces 13; 14, 15 and the locking engagement on the locking surfaces 7; 8, 9 are provided in the region of the outer periphery 18 of the lock latch 3. This is essentially due to the consideration that the locking of the lock latch 3 on the outer circumference 18 with relatively low locking force is possible and that the proposed supporting as mentioned above should preferably take place in the vicinity of the locking engagement.
  • the support surface 13 of the pawl 5 is part of a support tab 21, which protrudes from the pawl 5 in the rest.
  • the pawl 5 is preferably designed as a stamped and bent part, wherein the support tab 21 is bent from the pawl 5 in the rest.
  • the support surface 13 providing the support portion 13a is attached to the pawl 5 otherwise.
  • the support portion 13a is molded in the plastic injection molding on the pawl 5 otherwise.
  • the support portion 13a not only the proposed support function to. Rather, the support portion 13a of the pawl 5, here and preferably the support tab 21, provides an entrance depth limit. It is assumed that the pawl 5 in a direction of incidence, in Fig. 2 counterclockwise, can engage in engagement with the pawl 5 and that the pawl 5 counter to the direction of incidence, in Fig. 2 clockwise, can be lifted. Since the pawl 5 is preferably spring-biased in the direction of incidence, an incidence depth limit proves to be advantageous in principle.
  • the latch bolt 3 is provided with a limiting contour 22, with which the support portion 13a comes into engagement at a predetermined depth of incidence of the pawl 5.
  • the limiting contour 22 is arranged on the latch 3, preferably on the above flat side 19 of the latch 3.
  • a motor vehicle component with a proposed barrier is claimed as such. Reference may be made to all versions of the proposed barrier.
  • the motor vehicle component is a motor vehicle lock which, as explained above, has a latch 3 and a pawl 5.
  • the motor vehicle lock 2 as in Fig. 3 shown, equipped with a strike plate 23 for receiving bearing pins 24, 25 for the latch 3 and the pawl 5, wherein in the locked state, the latch 3 between the support surface 13 of the pawl 5 and the strike plate 23 is included. This can best be done according to the illustration Fig. 3 remove. From this representation it follows that the above inclusion of the lock catch 3 offers a high level of robustness in both possible axial displacement directions of the respective blocking surface 8, 9 of the lock catch 3.
  • the proposed solution generally offers a high crash safety for a motor vehicle lock 2, in which a high, in particular crash-related, on the striker 17 o.
  • Acting holding force F leads to a deformation of the motor vehicle lock 2 in the assembled state, which essentially relates to a Axial displacement of the respective locking surface 8, 9 of the latch 3 is associated with the holding part axis 4a.
  • Essential here is the fact that the blocking surface 7 of the pawl 5 by the supporting engagement between the support surfaces 13; 14, 15 of this axial displacement of the respective locking surface 8, 9 of the latch 3 essentially follows. This is in the right detail view according to Fig. 3 refer to.
  • the locking surface 9 is shifted to pointing part of the latch 3 to the left, which leads to the proposed, supporting engagement between the latch 3 and pawl 5 that the pawl 5 is also moved to the left.
  • the necessary for the locking engagement overlap between the locking surfaces 7; 8, 9 is ensured despite a structural deformation of the motor vehicle lock 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)

Claims (14)

  1. Mécanisme de blocage pour un composant de véhicule automobile, en particulier une serrure (2) de véhicule automobile, qui présente une partie pivotante de maintien (4) et une partie pivotante de blocage (6), la partie de maintien (4) pouvant pivoter autour d'un axe partiel de maintien (4a) dans une position de fermeture, en particulier une position de pré-fermeture et une position principale de fermeture, et dans une position d'ouverture,
    la partie de blocage (6) pouvant pivoter dans une position de blocage dans laquelle une surface de blocage (7) de la partie de blocage (6) et une surface de blocage (8, 9) de la partie de maintien (4) sont engagées l'une sur l'autre en blocage et bloquent un déplacement de pivotement de la partie de maintien (4) entre la position de fermeture et la position d'ouverture pour créer une situation de blocage,
    la partie de blocage (6) pouvant pivoter dans une position de libération dans laquelle les surfaces de blocage (7; 8, 9) sont désengagées les unes des autres et libèrent la partie de maintien (4),
    une surface de soutien (13) de la partie de blocage (6) et une surface de soutien (14, 15) de la partie de maintien (4) étant engagées l'une dans l'autre en soutien axial ou pouvant être amenées à s'engager en soutien axial dans la situation de blocage en vue de limiter un décalage axial par rapport à l'axe partiel de maintien (4a) entre les surfaces de blocage (7; 8, 9),
    la partie de maintien (4) étant un loquet (3) d'une serrure (2) de véhicule automobile qui, lorsque la serrure (2) de véhicule automobile est montée, est en engagement de maintien avec un étrier de fermeture (17) ou similaires dans la position de fermeture, la partie de blocage (6) étant un cliquet de blocage (5) de la serrure (2) de véhicule automobile,
    caractérisé en ce que
    la section de soutien (13a, 21) de cliquet de blocage (5) qui forme la surface de soutien (13) constitue une limite de profondeur d'insertion du cliquet de blocage (5).
  2. Mécanisme de blocage selon la revendication 1, caractérisé en ce qu'en fonctionnement normal, la surface de soutien (14, 15) de la partie de maintien (4) et la surface de soutien (13) de la partie de blocage (6) forment un interstice (16).
  3. Mécanisme de blocage selon les revendications 1 ou 2, caractérisé en ce que dans la situation de blocage, l'engagement de soutien est prévu à proximité de l'engagement de blocage.
  4. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la surface de soutien (13) de la partie de blocage (6) fait partie intégrante de la partie de blocage (6) et/ou en ce que la surface de soutien (14, 15) de la partie de maintien (4) fait partie intégrante de la partie de maintien (4).
  5. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la surface de soutien (13) de la partie de blocage (6) et/ou la surface de soutien (14, 15) de la partie de maintien (4) s'étendent essentiellement à la perpendiculaire de l'axe partiel de maintien (4a).
  6. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la surface de blocage (7) de la partie de blocage (6) et/ou la surface de blocage (8, 9) de la partie de maintien (4) s'étendent essentiellement le long de l'axe partiel de maintien (4a).
  7. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la surface de soutien (13) de la partie de blocage (6) et la surface de soutien (14, 15) de la partie de maintien (4) sont décalées axialement le long de l'axe partiel de maintien (4a) par rapport à la surface de blocage (7) de la partie de blocage (6) et/ou à la surface de blocage (8, 9) de la partie de maintien (4).
  8. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que le loquet de serrure (3) a essentiellement la forme d'un disque, en ce que la surface de blocage (8, 9) du loquet de serrure (3) est disposée à la périphérie extérieure (18) du loquet de serrure (3) et en ce que la surface de soutien (14, 15) du loquet de serrure (3) est disposée sur un côté plat (19) du loquet de serrure (3).
  9. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que tant l'engagement de soutien que l'engagement de blocage sont prévus au niveau de la périphérie extérieure (18) du loquet de serrure (3).
  10. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la surface de soutien (13) du cliquet de blocage (5) fait partie d'une patte de soutien (21) qui déborde pour le reste du cliquet de blocage (5) et de préférence en ce que le cliquet de blocage (5) est configuré comme pièce estampée-cintrée et en ce que la patte de soutien (21) est pour le reste coudée par rapport au cliquet de blocage (5).
  11. Mécanisme de blocage selon l'une des revendications précédentes, caractérisé en ce que la section de soutien (13a) vient s'engager sur un contour de délimitation (22) le cliquet de blocage (5) s'est enfoncé d'une profondeur prédéterminée et de préférence en ce que le contour de délimitation (22) est disposé sur le loquet de serrure (3).
  12. Composant de véhicule automobile, en particulier serrure de véhicule automobile, présentant un mécanisme de blocage (1) selon l'une des revendications précédentes.
  13. Composant de véhicule automobile selon la revendication 12, caractérisé en ce que la partie de maintien (4) est un loquet (3) d'une serrure (2) de véhicule automobile qui, lorsque la serrure (2) de véhicule automobile est montée, est en engagement de maintien avec un étrier de fermeture (17) ou similaires dans la position de fermeture, la partie de blocage (6) étant un cliquet de blocage (5) de la serrure (2) de véhicule automobile, de préférence en ce qu'une tôle de fermeture, en particulier (23), qui reprend des mandrins de montage (24, 25) prévus pour le loquet de serrure (3) et le cliquet de blocage (5) est prévue et en ce qu'en situation de blocage, le loquet de serrure (3) est entouré par la surface de soutien (13) du cliquet de blocage (5) et la tôle de fermeture (23).
  14. Serrure pour véhicule automobile selon les revendications 12 ou 13, caractérisée en ce qu'à l'état monté, une force de maintien élevée, en particulier provoquée par un accident et agissant sur l'étrier de fermeture (17), entraîne une déformation de la serrure (2) du véhicule automobile qui est accompagnée d'un déplacement essentiellement axial de la surface de blocage (8, 9) du loquet de serrure (3) et en ce que la surface de blocage (7) du cliquet de blocage (5) suit essentiellement ce déplacement axial suite à l'engagement de soutien entre les surfaces de soutien (13; 14, 15).
EP15187576.2A 2014-10-20 2015-09-30 Mecanisme de verrouillage pour un composant de vehicule automobile Not-in-force EP3012392B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202014105005.1U DE202014105005U1 (de) 2014-10-20 2014-10-20 Sperrwerk für eine Kraftfahrzeugkomponente

Publications (2)

Publication Number Publication Date
EP3012392A1 EP3012392A1 (fr) 2016-04-27
EP3012392B1 true EP3012392B1 (fr) 2018-01-24

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Application Number Title Priority Date Filing Date
EP15187576.2A Not-in-force EP3012392B1 (fr) 2014-10-20 2015-09-30 Mecanisme de verrouillage pour un composant de vehicule automobile

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Country Link
US (1) US20160108653A1 (fr)
EP (1) EP3012392B1 (fr)
CN (1) CN105525802A (fr)
DE (1) DE202014105005U1 (fr)

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DE202014105005U1 (de) 2016-01-22
EP3012392A1 (fr) 2016-04-27
US20160108653A1 (en) 2016-04-21
CN105525802A (zh) 2016-04-27

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