EP3027830B1 - Motor vehicle door lock - Google Patents

Description

The invention relates to a motor vehicle door lock, with a locking mechanism, further comprising at least one actuating lever for triggering the locking mechanism, and having a locking lever pivotable about an axis, which locks the locking mechanism at least at deceleration forces of predetermined magnitude and direction, for example in the event of an accident ("crash case"). , ineffective.

As usual, the locking mechanism typically consists of a catch and a pawl. When occurring in conjunction with an accident deceleration forces of predetermined size and direction there is a fundamental risk that the locking mechanism is opened accidentally, because the deceleration forces act on the actuating lever to trigger the locking mechanism. Such unintentional openings, in particular in the event of an accident, are prevented by the locking lever, which sets the locking mechanism inoperative in the case of the deceleration forces of predetermined size and direction in question. The mentioned deceleration forces or associated vehicle accelerations mostly act in the transverse direction (that is to say in the Y direction) of the motor vehicle and occur mainly in the event of a side impact.

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

In the generic state of the art according to the US 2012/0110920 a motor vehicle door lock is equipped with a locking mechanism, an opening lever and a shift lever having an inertia lever to prevent unintentional opening of the locking mechanism. In addition and also generic prior art after the WO 2012/013182 A2 The procedure is such that the locking lever is associated with a blocking means which fixes the locking lever in its deflected position. The blocking agent is a spring. In the deflected position, the locking lever only goes over when the motor vehicle door lock is subjected to acceleration forces or deceleration forces of a predetermined size and direction, for example those which are observed in the event of an accident. Acceleration or deceleration forces, which exceed several times the acceleration due to gravity, typically correspond to this. Typically, the forces in question are more than 5 g.

In this case, when teaching according to the WO 2012/013182 A2 the locking lever mechanically deflected and ensures that the at least one operating lever or the entire operating lever mechanism is mechanically ineffective or is set ineffective. In this way, a simple and functional design are realized and malfunctions can be virtually ruled out even after years or decades of use. Because the locking lever performs in normal operation at a loading of the operating lever mechanism or the actuating lever relative movement, so that overall the mobility of the locking lever is ensured and corrosion, caking, etc. need not be feared.

The functionality of the prior art solutions is undeniable. However, both known solutions work with relatively bulky structures and correspondingly massive locking levers, resulting in significant masses or weights. Since today the weight problem of motor vehicles and especially of attachments and accessories is becoming more and more the focus, it is generally endeavored to provide solutions with the least possible mass while retaining the function. This is where the invention starts.

The invention is based on the technical problem of realizing such a motor vehicle door lock with a locking lever, wherein the mass is reduced while maintaining the functionality.

To solve this technical problem, the invention proposes in a generic motor vehicle door lock that the locking lever has a connected spring, which in normal operation of the locking lever cross-actuating lever formed in the core longer than a distance between the axis of the actuating lever and the axis of the locking lever is applied to the deflection of the locking lever and compressed in the chrash case.

In the context of the invention, it is thus first of all an interaction between the locking lever and the actuating lever. The spring connected at this point to the locking lever is interposed between the actuating lever on the one hand and the locking lever on the other hand. The spring ensures that the locking lever of the operating lever normally (mit) deflected and thus moved. Accordingly, corrosion, caking, etc. of the locking lever from the outset and structurally excluded. So it is safe and permanent function. According to the invention, it is added that the actuating lever engages over the locking lever. Thus, in the context of the invention, the fact is meant that the actuating lever is formed in the core longer than a distance between the two axes of the lever in question. That is, not only the locking lever is designed to pivot about its axis, but also the actuating lever can be moved about a corresponding axis and is designed in a similar manner as a pivot lever. If one now considers the two axes on the one hand the actuating lever and on the other hand the actuating lever, then the Lock lever longer than this distance formed so that it engages over the locking lever and can also overlap.

In this way, the operating lever is able to engage with a large lever arm on the spring connected to the locking lever. As a result, high speeds are observed at the point of application, ie at the point in which the actuating lever acts on the spring on the locking lever when opening or general actuation of the actuating lever.

However, high speeds of the point of application now make it possible to equip the locking lever with a relatively low mass, without the function would be impaired in any way. Because it comes in this context solely and on the fact that the locking lever in the event of a crash predominantly retains its position (due to its inertial mass) and the spring is compressed on the locking lever, so that then drive the actuating lever against a stop on the locking lever and thereby blocked can.

All this is ensured in the invention by the large lever arm, starting from the axis of the actuating lever to the point of application of the actuating lever on the spring. This large lever arm is expressed in the core in the Erfindungsmaßnahme that the actuating lever engages over the locking lever and the actuating lever has a greater length than the distance between the axes of one hand, the actuating lever and on the other hand the locking lever. Here are the main benefits.

According to a further advantageous embodiment, the actuating lever is equipped with a boom. The design is made such that the boom acts on the spring on the locking lever in the above the axis of rotation of the locking lever arranged attack point. That is, the operating lever engages with its arm the locking lever, so that the desired lever length is observed at the end of the boom or in the point of attack, which exceeds the length of the distance between the two axes or axes of rotation on the one hand the operating lever and on the other hand the locking lever.

The operating lever is equipped with a stop lug, which interacts with the stop on the locking lever in the event of a crash. The stop on the locking lever is usually designed as an angled stop contour. Even with the stop lug on the actuating lever may be an angling.

The spring is generally designed as a spiral spring. The design is such that one end of the coil spring is fixed to the locking lever, whereas the other (free) end of the coil spring interacts with the actuating lever. This other end of the coil spring generally defines the point of engagement with the boom of the operating lever. This point is located above the axis of the locking lever, at least at the beginning of the movement.

The locking lever can be - as already explained - pivot about an axis or axis of rotation. The locking lever typically has a horizontal orientation. In fact, the locking lever can pivot about the said axis largely horizontally and is formed in this context as a movable horizontal pivot lever. In contrast, the operating lever has a predominantly vertical orientation. In fact, the operating lever is designed as a vertical pivotable about its axis in the vertical direction movable pivot lever.

In addition, a transmission lever can still be provided, which is arranged between the actuating lever and the spring. The transmission lever may in turn be mounted on the locking lever. In this case you will find the Point of attack not between the actuating lever or its arm and the spring on the locking lever, but rather between the actuating lever respectively the boom and the transmission lever. In any case, the crash case in this variant causes the transmission lever is deflected and the spring is compressed. Due to the inertia of the locking lever in this case retains its position so that it provides as desired for the blockage of the operating lever and can also provide.

As a result, a motor vehicle door lock is provided, which is equipped with a particularly reliable mass lock long service life. Due to the special leverage and the fact that the operating lever engages over the locking lever, can be dispensed with a particularly massive interpretation of the locking lever. As a result, a weight-optimized design is observed, which also manages with a minimum of components. As a result, not only weight but also cost advantages are realized.

Fig. 1A - 1C

einen erfindungsgemäßen Kraftfahrzeugtürverschluss in einer ersten Variante im Normalbetrieb,

Fig. 2A und 2B

den im Kraftfahrzeugtürverschluss nach Fig. 1 im Crashfall und

Fig. 3A - 3C

eine weitere Variante des erfindungsgemäßen Kraftfahrzeugtürverschlusses in verschiedenen Funktionsstellungen.

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

Fig. 1A - 1C

a motor vehicle door lock according to the invention in a first variant in normal operation,

FIGS. 2A and 2B

in the motor vehicle door lock after Fig. 1 in the event of a crash and

Figs. 3A - 3C

a further variant of the motor vehicle door lock according to the invention in different functional positions.

In the figures, a motor vehicle door lock is shown, which is initially equipped with a not explicitly shown locking mechanism of catch and pawl. In addition, an actuating lever 1 is realized, which serves to trigger the locking mechanism. The operating lever 1 is not limited to an external operating lever. In principle, however, the actuating lever 1 can also be designed as an internal operating lever or both functions (external actuation and internal actuation) of summary actuation main levers.

The actuating lever 1 is designed as a pivot lever and can be pivoted about an associated axis 2 in normal operation in a clockwise direction, like an arrow in the Fig. 1C suggests. Such pivotal movements of the actuating lever 1 in normal operation, for example, by means of a in the Fig. 1C implied external door handle 3 initiated Thus consequence of the action of the actuating lever 1, the locking mechanism is opened by the question actuating lever 1 indirectly or directly lifts the pawl of its engagement with the associated rotary latch as both main components of the locking mechanism. For this purpose, the functional position corresponds to the Fig. 1C ,

The motor vehicle door lock according to the invention also has a locking lever 4, which is pivotable about an axis 5. In normal operation after the Fig. 1A to 1C ensures that pivoted about its axis 2 in an actuation of the outer door handle 3 actuating lever 1 that he takes the locking lever 4 in this process. This ensures an intermediate spring 6.

Basically, the swivel lever 4 pivotable about its axis 5 ensures that the ratchet is set ineffective at least in the event of deceleration forces F of predetermined magnitude and direction, for example in the event of an accident ("crash"). In fact, it comes in the event of a crash that the locking lever in question 4 due to its inertia its in the Fig. 1A retains or substantially retains the illustrated resting position, such as the FIGS. 2A and 2B demonstrate. Because there is the crash case reproduced.

In this way, the locking lever 4 ensures that the operating lever 1 is blocked in the event of a crash and does not perform the completed during normal clockwise movement about its axis 2, at the end of the locking is triggered. In the event of a crash, the already mentioned spring 6 is compressed. In fact, the locking lever 4 is equipped with the spring 6 in question, which is connected to the locking lever 4.

In normal operation, the spring 6 is acted upon by the actuating lever 1 for the deflection of the locking lever 4, as the reproducing the normal operation Fig. 1A to 1C in this sequence. For this corresponds to the already described rotary movement of the actuating lever 1 in a clockwise direction, at the end of the locking mechanism is triggered.

If, on the other hand, there is a crash, then the spring 6 is compressed, without the locking lever 4 being taken along or at most experiencing a slight deflection. That's what they show FIGS. 2A and 2B , As a result, the operating lever 1 is blocked by the lock lever 4.

For this purpose, the locking lever 1 has a stop or a stop lug 7, which is formed as a fold on the otherwise predominantly flat metal (punch) part designed actuating lever 1. As with the stop lug 7, it is also in the stop 8 on the locking lever 4 to a right-angled fold of the otherwise also as a metal (punch) part with this stop 7 and the stop lug 7 interacts in the event of a crash trained locking lever 4.

In the context of the invention, the actuating lever 1 engages over the locking lever 4. This is of particular importance, because in this way large lever forces can act on the spring 6 and work with small masses, in particular of the blocking lever 4 and also of the actuating lever 1. In fact, the design is so taken that the actuating lever 1, the locking lever 4 engages over such that the actuating lever 1 has a greater length L compared to the distance between the two axes 2 and 5 of the actuating lever 1 on the one hand and the locking lever 4. It is crucial at this point, the length L between the axis or axis of rotation 2 of the actuating lever 1 on the one hand and a point of application 9 to the other (see. Fig. 1A ). This point of application 9 is defined by a contact point or a contact surface between the actuating lever 1 and the spring 6 and an intermediate and subsequently to be described transmission lever 10th

In any case, the actuating lever 1 has a large lever arm, with the help of which he the spring 6 at the point 9 indirectly (via the transmission lever 10) or applied directly. This lever arm or its associated length L exceeds the distance between the two axes 2 and 5 on the one hand the actuating lever 1 and on the other hand the locking lever 4. As a result, the operating lever 1 engages over the locking lever. 4

As a result of this large lever arm L not only large forces at the free end of a leg 6a formed as a leg spring spring 6 are observed, but also high speeds of the attack point 9 at an actuation of the actuating lever 1, which is already due to the same large radius L of corresponding arcuate movement of the point of application 9 about the axis of the second

In fact, the spring 6 is formed as a spiral spring with the already mentioned free leg 6a and a fixed leg 6b. Spiral spring 6 is supported in total by a bolt 11 on the locking lever 4. The fixed end 6 b of the coil spring 6 is fixed to the locking lever 4.

It can be seen that the locking lever 4 has a largely horizontal extent, logically, it is in the locking lever 4 about its associated axis 5 in largely horizontal direction pivotable horizontal pivot lever. In contrast, the actuating lever 1 has a predominantly vertical orientation and is consequently designed as a vertical Sehwenkhebel largely movable about its axis 2 in the vertical direction. Due to the design of the locking lever 4 as a horizontal pivot lever and the interpretation of the operating lever 1 as a vertical pivot lever, both levers 1, 4 can be arranged easily and as described so that the operating lever 1, the locking lever 4 overlaps or in other words with a, if one so effective length L is equipped, which is greater than the distance of the associated axes of rotation 2, 5 is formed. In fact, the effective length L of the operating lever 1 corresponds to the distance of the point of application 9 from the axis or axis of rotation 2.

For the application of the spring 6 connected to the locking lever 4, in the exemplary embodiment, a boom 1a of the actuating lever 1 ensures that the boom 1a on the actuating lever 1 is connected predominantly perpendicular to it. Below the boom 1a is the stop lug 7 on the actuating lever 1. This interpretation is possible because the operating lever 1, the locking lever 4 engages according to the invention.

The already mentioned additional transmission lever 10 is interposed between the actuating lever 1 and the spring 6, as the embodiment of the Figs. 3A to 3C makes it clear. In this case, the point 9 between the operating lever 1 and said transmission lever 10 is defined. The transmission lever 10 is in turn on the Lock lever 4 stored. For this purpose, the bolt 11 is provided on the locking lever 4, which defines a corresponding axis of rotation 11 for the transmission lever 10. The bolt 11 also acts as a pin 11 for receiving and holding the coil spring. 6

In the context of the embodiment of the Figs. 3A to 3C On the other hand, the fixed end 6b of the coil spring 6 is connected to the locking lever 4 and generally engages behind the stopper 8, as in the context of the embodiment of the Fig. 1A to 1C is observed.

Finally, a return spring 12 can be seen, which basically ensures that the deflected in normal operation by the operating lever 1 or taken detent lever 4 in its basic position to the Fig. 1A or 3A is reset. The return spring 12 is of course not mandatory. The transmission lever 10 in the second embodiment according to the Figs. 3A to 3C has a contact surface 13 which interacts with a pin 14 at the end of the boom 1a of the actuating lever 1 (see. Fig. 3B ). Between the pin 14 and said contact surface 13, the point of application 9 or the attack surface is observed in this variant.

The operation is as follows In the Fig. 1A to 1C and 3A such as 3B in each case the normal operation of the motor vehicle door lock according to the invention is shown. In this normal operation, an actuation of the actuating lever 1, starting from its basic position or normal position after the Fig. 1A or 3A that the operating lever 1 is pivoted about its axis 2 in a clockwise direction. The clockwise movement of the actuating lever 1 about its axis 2 is initiated by a corresponding application of the outer door handle 3 in the example case. As a result, the operating lever 1 operates on the free leg 6a of the spring or spiral spring 6, and although immediately ( Fig. 1A to 1C ) or indirectly ( Fig. 3A and 3B with the interposition of the transmission lever 10).

This has the consequence that the spring 6 bearing locking lever 4 follows the clockwise movement of the actuating lever 1 and is also pivoted about its axis 5 in a clockwise direction. At the end of this normal operation as shown in the Fig. 1C or 3B, the actuating lever 1 has reached a position in which it - indirectly or directly - triggers the locking mechanism. Typically, this position of the actuating lever 1 may correspond to a trigger lever is pivoted, which in turn lifts the pawl of the rotary latch. The locking mechanism opens.

If, on the other hand, there is a crash, then deceleration forces F of predetermined magnitude and direction engage the motor vehicle door lock and consequently also the actuating lever 1. In the embodiment, a side impact in the vehicle transverse direction by in the FIGS. 2A and 2B or in the Fig. 3C indicated delay forces F simulated. As a result of these deceleration forces F, the actuating lever 1 undergoes a loading in the same (opening) direction, as when the outer door handle 3 is pulled in the example case. In fact, during the side impact, the outside door handle may be physically pivoted. In any case, in this case a sudden application of the actuating lever 1 is observed in such a way that it performs a self-opening movement in a clockwise direction about its axis 2.

The locking lever 4 can not follow now due to its inertia of this sudden movement of the actuating lever 1, especially as due to the geometry described and the long lever arms L high speeds and forces are observed in the point 9. These lead there that the spring 6 is easily compressed. The locking lever 4 maintains its position in this process.

That can be based on the FIGS. 2A and 2B on the one hand and the Fig. 3C on the other hand be reconstructed. As a result, the stop lug 7 runs against the stop 8 on the actuating lever 1 against the stop lever 4 because the locking lever 4 has maintained its position and not - as in normal operation - the stop 8 has been "swung away" as it were from the stop lug 7.

Accordingly, as long as the deceleration forces F associated with, for example, a side impact on the operating lever 1, the operating lever 1 is blocked in its opening movement (clockwise rotation about the axis 2). As a result, the operating lever 1 can not its corresponding position for triggering the locking position after the Fig. 1C on the one hand or as shown in the Fig. 3B on the other hand. The locking mechanism thus remains unaffected or the locking lever 4 ensures that the locking mechanism is set ineffective in the described occurring deceleration forces F.

As soon as the deceleration forces F disappear, the spring 6 or the free leg 6a of the spiral spring 6 ensures that the actuating lever 1 is pivoted back. Then the motor vehicle door lock is in its initial position as shown in the Fig. 1A and 3A , so that in principle a normal door opening is possible.

Claims (10)

1. Motor vehicle door latch with a locking mechanism, having a catch and a pawl, furthermore with at least an activation lever (1) pivotable around an axis (2) to trigger the locking mechanism, and with a locking lever (4) pivotable around an axis (5) which disables the locking mechanism, at least with delay forces (F) occurring of a specified magnitude and direction, for example in the case of a crash, by the activation lever (1) being blocked by the locking lever (4) in the case of a crash, characterized in that the locking lever (4) has a connected spring (6) which in normal operation acts on the activation lever (1) encompassing the locking lever (4) which in essence is formed longer than a distance between the axis (2) of the activation lever (1) and the axis (5) of the locking lever (4) to deflect the locking lever (4) and is compressed in the case of a crash.
2. Motor vehicle door latch according to claim 1, characterized in that the locking lever (4) has a stop (8), which the activation lever (1) travels against in the case of a crash and is blocked hereby.
3. Motor vehicle door latch according to claim 1 or 2, characterized in that the activation lever (1) is equipped with a boom (1a) which acts on the spring (6) on the locking lever (4) in a point of attack (9) arranged above the axis (5) of the locking lever (4).
4. Motor vehicle door latch according to claim 2 or 3, characterized in that the activation lever (1) has a stop lug (7) which interacts with the stop (8) on the locking lever (4) in the case of a crash.
5. Motor vehicle door latch according to one of the claims 2 to 4, characterized in that the stop (8) on the locking lever (4) is formed as an angled stop contour (8).
6. Motor vehicle door latch according to one of the claims 1 to 5, characterized in that the spring (8) is formed as a spiral spring (6) borne by a bolt (11) on the locking lever (4).
7. Motor vehicle door latch according to one of the claims 1 to 6, characterized in that the locking lever (4) is formed as a horizontal pivoting lever which can be moved around its axis (5) in a largely horizontal direction.
8. Motor vehicle door latch according to one of the claims 1 to 7, characterized in that the activation lever (1) is formed as a vertical pivoting lever which can be moved around its axis (2) in a vertical direction.
9. Motor vehicle door latch according to one of the claims 1 to 8, characterized in that an additional transmission lever (10) is provided for between the activation lever (1) and the spring (6).
10. Motor vehicle door latch according to claim 9, characterized in that the transmission lever (10) is accommodated on the locking lever (4).

Images