EP3027830B1 - Serrure de portière de véhicule automobile - Google Patents

Serrure de portière de véhicule automobile Download PDF

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Publication number
EP3027830B1
EP3027830B1 EP14752259.3A EP14752259A EP3027830B1 EP 3027830 B1 EP3027830 B1 EP 3027830B1 EP 14752259 A EP14752259 A EP 14752259A EP 3027830 B1 EP3027830 B1 EP 3027830B1
Authority
EP
European Patent Office
Prior art keywords
lever
locking
locking lever
motor vehicle
vehicle door
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
EP14752259.3A
Other languages
German (de)
English (en)
Other versions
EP3027830A1 (fr
Inventor
Uwe Reddmann
Carsten Fuchs
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 EP3027830A1 publication Critical patent/EP3027830A1/fr
Application granted granted Critical
Publication of EP3027830B1 publication Critical patent/EP3027830B1/fr
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
    • 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
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0403—Wound springs
    • E05B2015/0406—Wound springs wound in a cylindrical shape
    • E05B2015/041—Wound springs wound in a cylindrical shape loaded perpendicular to cylinder axis

Definitions

  • 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.
  • the locking mechanism typically consists of a catch and a pawl.
  • the locking mechanism 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the locking lever 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.
  • 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 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.
  • 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.
  • the locking lever 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.
  • the actuating lever engages over the locking lever.
  • 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.
  • the Lock lever longer than this distance formed so that it engages over the locking lever and can also overlap.
  • the operating lever is able to engage with a large lever arm on the spring connected to the locking lever.
  • 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.
  • 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.
  • the locking lever can pivot about the said axis largely horizontally and is formed in this context as a movable horizontal pivot lever.
  • the operating lever has a predominantly vertical orientation.
  • the operating lever is designed as a vertical pivotable about its axis in the vertical direction movable pivot lever.
  • 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.
  • 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.
  • a motor vehicle door lock 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.
  • a motor vehicle door lock is shown, which is initially equipped with a not explicitly shown locking mechanism of catch and pawl.
  • 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
  • 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.
  • 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.
  • a locking lever 4 which is pivotable about an axis 5.
  • 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.
  • 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").
  • F deceleration forces
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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
  • 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.
  • 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.
  • 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.
  • a boom 1a of the actuating lever 1 ensures that the boom 1a on the actuating lever 1 is connected predominantly perpendicular to it.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • the actuating lever 1 has reached a position in which it - indirectly or directly - triggers the locking mechanism.
  • 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.
  • deceleration forces F of predetermined magnitude and direction engage the motor vehicle door lock and consequently also the actuating lever 1.
  • 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.
  • 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.
  • the outside door handle may be physically pivoted.
  • 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.
  • the operating lever 1 is blocked in its opening movement (clockwise rotation about the axis 2).
  • 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.
  • 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.

Landscapes

  • Lock And Its Accessories (AREA)

Claims (10)

  1. Fermeture de portière de véhicule à moteur comportant un dispositif d'encliquetage, comportant un penne rotatif et un cliquet de verrouillage, de plus avec au moins un levier d'actionnement (1) pivotable autour d'un axe (2) pour déclencher le dispositif d'encliquetage et d'un levier de blocage (4) pivotable autour d'un axe (5) qui rend inefficace le dispositif d'encliquetage au moins lors de l'apparition de forces de ralentissement (F) de taille et de direction données par exempl lors d'un accident (« cas de collision »), le levier d'actionnement (1) étant bloqué par le levier de blocage (4) en cas de collision caractérisée en ce que le levier de blocage (4) présente un ressort (6) raccordé qui est sollicité en mode normal par le levier d'actionnement (1) chevauchant le levier de blocage (4) qui est formé dans le noyaux de façon plus longue qu'une distance entre l'axe (2) du levier d'actionnement (1) et l'axe (5) du levier de blocage (4) pour dévier le levier de blocage (4) et se comprime en cas de collision.
  2. Fermeture de portière de véhicule à moteur selon la revendication 1 caractérisée en ce que le levier de blocage (4) présente une butée (8) contre laquelle le levier d'actionnement (1) se dirige en cas de collision et qui ainsi se bloque.
  3. Fermeture de portière de véhicule à moteur selon la revendication 1 ou 2 caractérisée en ce que le levier d'actionnement (1) est doté d'un bras (1a) qui sollicite le ressort (6) au levier de blocage (4) dans un point d'attaque (9) placé au-dessus de l'axe (5) du levier de blocage (4).
  4. Fermeture de portière de véhicule à moteur selon la revendication 2 ou 3 caractérisée en ce que le levier d'actionnement (1) présente un taquet de butée (7) qui interagit avec la butée (8) au levier de blocage (4) en cas de collision.
  5. Fermeture de portière de véhicule à moteur selon l'une des revendications 2 à 4 caractérisée en ce que la butée (8) est formée au levier de blocage (4) comme contour de butée (8) plié.
  6. Fermeture de portière de véhicule à moteur selon l'une des revendications 1 à 5 caractérisée en ce que le ressort (6) est formé comme ressort hélicoïdal (6) porté au levier de blocage (4) par un boulon (11).
  7. Fermeture de portière de véhicule à moteur selon l'une des revendications 1 à 6 caractérisée en ce que le levier de blocage (4) est formé comme levier à pivotement horizontal mobile en grande partie en direction horizontale autour de de son axe (5).
  8. Fermeture de portière de véhicule à moteur selon l'une des revendications 1 à 7 caractérisée en ce que le levier d'actionnement (1) est formé comme levier à pivotement vertical mobile en grande partie en direction verticale autour de de son axe (2).
  9. Fermeture de portière de véhicule à moteur selon l'une des revendications 1 à 8 caractérisée en ce qu'un levier de transmission (10) supplémentaire est prévu entre le levier d'actionnement (1) et le ressort (6).
  10. Fermeture de portière de véhicule à moteur selon la revendication 9 caractérisée en ce que le levier de transmission (10) est logé sur le levier de blocage (4).
EP14752259.3A 2013-08-01 2014-07-08 Serrure de portière de véhicule automobile Active EP3027830B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013108293.9A DE102013108293A1 (de) 2013-08-01 2013-08-01 Kraftfahrzeugtürverschluss
PCT/DE2014/100234 WO2015014341A1 (fr) 2013-08-01 2014-07-08 Serrure de portière de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3027830A1 EP3027830A1 (fr) 2016-06-08
EP3027830B1 true EP3027830B1 (fr) 2018-02-28

Family

ID=51355390

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14752259.3A Active EP3027830B1 (fr) 2013-08-01 2014-07-08 Serrure de portière de véhicule automobile

Country Status (3)

Country Link
EP (1) EP3027830B1 (fr)
DE (1) DE102013108293A1 (fr)
WO (1) WO2015014341A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11318892B2 (en) 2019-04-19 2022-05-03 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
US11466479B2 (en) 2020-03-23 2022-10-11 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
US11885171B2 (en) 2018-12-04 2024-01-30 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014002581A1 (de) 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102014006009A1 (de) 2014-04-28 2015-11-12 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE102014006010A1 (de) 2014-04-28 2015-10-29 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE112015006644A5 (de) 2015-06-22 2018-03-08 Kiekert Ag Kraftfahrzeugtürverschluss
WO2017005236A1 (fr) 2015-07-07 2017-01-12 Kiekert Ag Serrure de porte de véhicule automobile
DE102015114634A1 (de) * 2015-09-02 2017-03-02 Kiekert Ag Kraftfahrzeugtürverschluss
DE102019127445A1 (de) 2019-10-11 2021-04-15 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere Kraftfahrzeugtürschloss

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
DE19738492A1 (de) * 1996-09-07 1998-03-12 Volkswagen Ag Kraftfahrzeugtürverschluß
ATE282128T1 (de) 2001-03-17 2004-11-15 Kiekert Ag Kraftfahrzeugtürverschluss
JP5285524B2 (ja) * 2009-07-22 2013-09-11 株式会社アンセイ 車両用ドアロック装置
DE102009046880B4 (de) * 2009-11-19 2016-09-29 Kiekert Ag Kraftfahrzeugschloss
JP5447860B2 (ja) * 2010-03-24 2014-03-19 アイシン精機株式会社 車両用ドアロック装置
DE202010010577U1 (de) 2010-07-23 2011-11-04 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011010816A1 (de) * 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011010815A1 (de) * 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011100090A1 (de) * 2011-04-29 2012-10-31 Kiekert Ag Kraftfahrzeugtürverschluss
DE202011106663U1 (de) * 2011-10-12 2013-01-16 Kiekert Ag Betätigungseinrichtung für ein Kraftfahrzeug-Türschloss

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
US11466479B2 (en) 2020-03-23 2022-10-11 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component

Also Published As

Publication number Publication date
DE102013108293A1 (de) 2015-02-05
WO2015014341A1 (fr) 2015-02-05
EP3027830A1 (fr) 2016-06-08

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