EP3060735B1 - Motor vehicle door lock - Google Patents

Description

The invention relates to a motor vehicle door lock according to the preamble of claim 1.

By centrifugal forces or corresponding mass barriers acted upon motor vehicle locking systems or motor vehicle door locks are known in many ways. Essentially, it is important to prevent inadvertent opening of the vehicle door equipped with the motor vehicle door lock in question during strong accelerations, as occur, for example, in the event of a crash. This is the only way to ensure that the occupants in the motor vehicle are maximally protected and, for example, safety devices such as side airbags, etc. in the vehicle door unfold their effect precisely.

One distinguishes in practice so-called active and passive systems. Active systems are distinguished by the fact that both in the case of strong and low acceleration of the lock kinematics or of the motor vehicle door lock and in particular of the actuating lever mechanism, a movement takes place in order to achieve a secure functionality over the entire service life. In contrast, passive systems react only at unusually high acceleration, that is, in the event of a crash.

US 2011 0 254 287 A1 . WO 2013 046 317 A1 . US 2012 0 110 920 A1 . US 2013 0 015 670 A1 and US 2012 0 175 896 A1 each describe a motor vehicle door lock according to the preamble of claim 1.

All previously known centrifugal force or mass barriers to prevent unwanted door opening in the event of a crash require additional components that increase the weight of the vehicle door and the cost. Such is for example As part of the EP 2 133 496 A2 the associated outside door handle equipped with a serving as a mass barrier pivotable locking member. A corresponding handle can only be operated in a release position of the mass lock or the pivotable locking member. In the event of a crash, the handle is blocked. Due to the necessary and relatively complex constructed locking member not only the mass of the known outside door handle is significantly increased, but also not inconsiderable costs associated with this.

Although that works after the DE 10 2010 049 393 A1 known motor vehicle door lock with an additional blocking element. However, this attacks directly on the locking mechanism and can therefore be made compact and small. In addition, the operating lever mechanism is not touched, so that its functional reliability undergoes no impairment. But this is done with a particularly solid worked blocking element, which increases the overall weight of the known motor vehicle door lock.

It is therefore important not only to maintain the reliability of the locking element over the entire life of the motor vehicle door lock, but ultimately no convincing solutions are provided in the prior art, the conflicting requirements of safe functionality in conjunction with low Agree weight and reduced costs. In addition, sometimes prescribe legal requirements that the crash must be controlled especially when unlocked motor vehicle door lock. This is where the invention starts.

Against this background, the invention proposes the subject matter of the independent claim. Advantageous embodiments of the invention are described in the dependent claims.

The invention enables a motor vehicle door lock, in the case of perfect functionality cost and weight over previous designs are reduced.

The invention proposes a motor vehicle door lock, with a locking mechanism, working on the locking mechanism operating lever mechanism, a blocking element, which sets the operating lever mechanism at occurring acceleration forces of predetermined size, for example in an accident, ineffective, and with a clutch lever (13), wherein the blocking element as is formed by a locking unit acted upon transfer lever between the operating lever mechanism and the locking mechanism; wherein the locking unit comprises a motor-driven pivotable driven pulley, wherein the locking unit operates by means of the coupling lever on the transmission lever; wherein the clutch lever is pivotally connected to the driven pulley, wherein the clutch lever is linearly movable.

As a rule, the transmission lever is in its "locked" position. For this reason, the design is preferably such that the locking unit blocks the transmission lever motor in the "locked" position. This is done by the clutch lever.

That is, the function position "locked" of the motor vehicle door lock according to the invention is typically implemented and realized that the already mostly in its "locked" position located transmission lever with the help of the locking unit in this position "locked" motor blocks. Any movements of the transmission lever to open the locking mechanism are therefore "locked" in this position not possible.

In contrast, the "unlocked" position of the locking unit and consequently of the motor vehicle door lock according to the invention on the whole means that the locking unit enables the transmission lever in the respective position "unlocked" to have a freewheel. That is, to realize the functional position "unlocked" the locking unit or acted upon by the locking unit clutch lever is moved by motor, that the transmission lever with respect to the clutch lever can run a freewheel. In contrast, the clutch lever in question in the "locked" position ensures that the transmission lever is blocked.

As already explained, the transmission lever assumes the position "locked" as the basic position or rest position. This has the consequence that a so-called normal operation first transferred the transmission lever with the help of the operating lever mechanism in its "unlocked" position. Here, the transmission lever is coupled to the operating lever mechanism. The further movement of the operating lever mechanism in this normal operation now opens the possibility that the pawl is lifted as part of the Gesperres indirectly or directly by means of the transmission lever of the rotary latch. That is, the transmission lever provides in the normal operation for a locking opening. For this corresponds a regular rotation of the blocking element or according to the invention of the transmission lever, so that caking, corrosion, etc. are not to be feared. Rather, the permanent reliability of the transmission lever is guaranteed.

The fact that the transmission lever can be transferred from its "unlocked" position into the "locked" position by means of the locking unit, for example, also contributes to this. For this purpose, the locking unit operates by motor on the clutch lever, which pivots the transmission lever. This also ensures a regular actuation of the blocking element or according to the invention of the transmission lever. The locking unit can basically be a central locking unit.

In the event of a crash, the operating lever mechanism, in contrast, performs an idling relative to the transmission lever. That is, in the event of a crash, the transmission lever remains in its functional position "locked". So it does not happen that the operating lever mechanism and the transmission lever mechanically connected by the clutch located between them become. Rather, the transmission lever retains its position in the event of a crash, whereas the actuating lever mechanism pivots in contrast. As a result, the transmission lever can not open the locking mechanism indirectly or directly and thus unfolds the desired blocking effect.

In contrast, as already explained, the actuating lever mechanism, in a normal operation-in contrast to the crash case-transfers the transmission lever to the "unlocked" position for opening the locking mechanism. At the same time it comes with this normal operation that the operating lever mechanism is coupled to the transmission lever or engages the transmission lever relative to the operating lever mechanism. This allows the operating lever mechanism to work mechanically on the transmission lever and ultimately ensure in its further actuation that with the help of the pivoted transmission lever, the locking mechanism is opened directly or indirectly.

For this purpose, the operating lever mechanism and the transmission lever are hinged together. The realized at this point clutch is ensured by the articulated connection on the one hand and the actuating lever and the transmission lever interconnecting spring on the other hand. The spring may be a leg spring connected to a (joint) pin defining the articulated connection. In addition, a stop for the transmission lever is usually still provided. This stop may be stored stationary in a lock case or a lock housing.

Due to the interplay between the stop and the spring for resilient mechanical coupling between the operating lever mechanism and the transmission lever on the one hand ensures that in a normal operation and consequently "slow" loading of the operating lever mechanism of the transmission lever can follow this movement and is engaged accordingly compared to the operating lever mechanism. As a result, will the transmission lever is first unlocked and then used for the opening of the locking mechanism.

On the other hand, a "rapid" action on the operating lever mechanism (in the event of a crash) causes the spring forces to be overcome for coupling the actuating lever mechanism with the transmission lever and consequently the actuating lever mechanism performs the freewheel already described with respect to the transmission lever which is "locked" in its "locked" position. This is the desired functionality for the representation of the crash safety and to prevent an unwanted opening of the locking mechanism.

Finally, it has proved to be particularly favorable when a center of mass of the transmission lever functioning as a blocking element and consequently a mass barrier is arranged in the region of its axis of rotation. In this case, the invention initially starts from the knowledge that the transmission lever can in principle perform pivoting movements about the rotation axis in question. In the context of the invention, only certain pivoting movements in connection with the stationary stop are possible, as will be explained in more detail below with reference to the description of the figures.

Since the center of mass of the transmission lever is arranged in the region of the axis of rotation, on the one hand the transmission lever can be pivoted particularly simply or by small forces and on the other hand massive designs of the transmission lever can be dispensed with. Because such massively constructed mass barriers are typically (only) used where a shift of the center of gravity away from the axis of rotation is deliberately required. However, since the center of gravity is arranged according to the invention in the region of the axis of rotation, can be resorted to a conventional or almost conventional design of the transmission lever, namely one in which center of mass and axis of rotation are approximately in line, as is the case with most multi-armed pivoting levers , Indeed the transmission lever is designed as such a multi-arm pivot lever.

In this way, the motor vehicle door lock according to the invention initially has a significantly reduced weight compared to the prior art. Because the blocking element or the mass barrier is presently designed as a transmission lever, which in turn is designed in the form of a multi-arm lever with center of mass in the region of its axis of rotation. That is, additionally attached masses, a particularly massive design, etc. are expressly not required.

In addition, the transmission lever according to the invention is pivoted in a normal operation as well as in the course of locking each about its axis of rotation, so the reliability can be guaranteed over the entire life of the motor vehicle door lock secure. Another advantage is that the transmission lever is only mechanically connected to the opening of the locking mechanism in a normal operation with the operating lever mechanism by engaging. That is, for an operator, there are no significantly increased actuation forces at this point as consistently observed in the prior art active mass locks. Contributing to this described low actuation force is also the fact that according to the invention - as described - can be dispensed with a massive interpretation of the locking element or transmission lever.

A further and particular advantage is that the blocking element or the transmission lever is, so to speak, functionally integrated in the motor vehicle door lock, that is, does not represent a separate component to be manufactured and additional. Rather, the transmission lever acts like a release lever for the locking mechanism. Moreover, it is even conceivable that the transmission lever assumes a total of three functions, namely the function of the Locking element, the function of the release lever for the locking mechanism and finally the function of a locking lever.

Because in the position "locked" performs an actuation of the operating lever mechanism both in normal operation and in the event of a crash respectively not to the fact that the locking mechanism is opened or the transmission lever - in its function as a release lever - lifts the pawl of the catch. This ensures each locking unit, which blocks the transmission lever motor in the "locked" position. If, on the other hand, the locking unit is in the "unlocked" position and consequently the transmission lever can perform a freewheeling action relative to the clutch lever, then the normal operation corresponds to engaging the transmission lever in relation to the actuating lever mechanism and, as a triggering lever, in a further actuation of the actuating lever mechanism, the detent pawl lifts off the catch.

That is, the operating principle of the mass or centrifugal force lock respectively the associated locking element is as it were integrated into the motor vehicle door lock and present - if you will - in a local locking lever chain or a locking lever mechanism. Because the transmission lever ultimately reflects the positions "unlocked" and "locked" of the motor vehicle door lock according to the invention as a whole.

This integrated solution and the transfer of the mass lock on the locking lever mechanism is ultimately dispensed with an additional and extra to be made and mounted locking element. This saves considerable costs and can also significantly reduce the weight of the motor vehicle door lock according to the invention compared to previous embodiments. In addition, the assembly is simplified because the number of components could be reduced, resulting in a further cost advantage. In conjunction with the unchanged given and safe operation over the entire life of the Motor vehicle door lock can be seen a total of special advantages.

Fig. 1

das erfindungsgemäße Kraftfahrzeugtürschloss in einer detaillierten Übersicht,

Fig. 2A bis 2C

den Gegenstand nach Fig. 1 in der Stellung "entriegelt" sowie bei einer Normalbetätigung,

Fig. 3A bis 3C

den Gegenstand nach den Fig. 2A bis 2C im Crashfall und

Fig. 4A bis 4C

das Kraftfahrzeugtürschloss nach Fig. 1 in seiner Position "verriegelt" und einen zugehörigen Funktionsablauf.

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

Fig. 1

the motor vehicle door lock according to the invention in a detailed overview,

Fig. 2A to 2C

the object after Fig. 1 in the "unlocked" position and in a normal operation,

Figs. 3A to 3C

the object according to the Fig. 2A to 2C in the event of a crash and

FIGS. 4A to 4C

the motor vehicle door lock after Fig. 1 in its position "locked" and an associated functional sequence.

In the figures, a motor vehicle door lock is shown, which is reduced to the components essential to the invention. It can be seen first of all a lock housing 1, which may be a lock case and / or a lock cover and which serves for storage and recording of the individual elements to be described in detail below. In addition, a locking 2, 3 is realized, which is composed in a known manner from a rotary latch 2 and a pawl 3. The rotary latch 2 is rotatably mounted on a pin defining a rotation axis 4 in the lock housing 1. The same applies to the pawl 3, which is rotatably received by a further axis of rotation 5 defining bolt in the lock housing 1.

An actuating lever mechanism 6a, 6b operates on the locking mechanism 2, 3. In the exemplary embodiment, the actuating lever mechanism 6a, 6b is composed of two lever sections 6a, 6b of an external actuating lever which are connected to one another in an articulated manner 6a, 6b together. The lever sections 6a, 6b are - as I said - articulated to each other via a coupling pin 7 coupling them together. At the hinge pin 7, a spring 8 is connected.

The spring 8 is a leg spring 8 which clamps or elastically couples the two lever sections 6a, 6b in such a way that with the aid of the spring 8 a force is applied in a clockwise direction with respect to the hinge pin 7, like a corresponding arrow in FIG Fig. 1 suggests. The force of the spring 8 thus ultimately ensures that the lever portion 6a is moved towards the lever portion 6b while reducing the angle between them. In this context, a stop 10 for the rest position of the actuating lever mechanism 6a, 6b ensures that the two lever sections 6a, 6b act as a continuous lever or external operating lever 6a, 6b in this rest position.

For applying the actuating lever mechanism 6a, 6b or the external actuating lever 6a, 6b, an outside door handle 9 indicated only by an arrow is provided. In principle, the operating lever mechanism 6a, 6b may also be an internal operating lever mechanism instead of the external operating lever mechanism illustrated in the exemplary embodiment. Then, the outside operating lever 6a, 6b is designed as an inside operating lever. However, this is also shown for the sake of clarity, as well as the further basic procedure, according to which both an internal operating lever mechanism and an external operating lever mechanism are generally implemented in such motor vehicle door locks.

In addition to this operating lever mechanism 6a, 6b, a locking unit 11, 12 is still realized. The locking unit 11, 12 is composed of an electric motor 11 and a driven pulley 12 pivotable by the electric motor 11 or its output shaft. With the help of the electric motor 11, the driven pulley 12 can be pivoted in rotations in the clockwise and counterclockwise directions. As a result of this can be a to the Shaft 12 pivotally connected clutch lever 13 move linearly. In this case, two different basic positions of the clutch lever 13 are implemented and defined in the core.

So belongs the position of the clutch lever 13 in the Fig. 2A to 2C and in the Figs. 3A to 3C to the functional position "unlocked" the locking unit 11, 12. In contrast corresponds to the position of the clutch lever 13 in the FIGS. 4A to 4C and in the Fig. 1 to the functional position "locked" the locking unit 11, 12. In the position "unlocked" after the Fig. 2A to 2C and 3A to 3C, a transmission lever 14 to be described later can perform a freewheeling operation with respect to the clutch lever 13. In contrast, the relevant transmission lever 14 in the position "locked" the locking unit 11, 12 according to the representations in the Fig.1 and 4A blocked to 4C each.

In the context of the invention, the transmission lever 14 already mentioned above is a blocking element 14 which deactivates the actuating lever mechanism 6a, 6b when acceleration forces F of predetermined magnitude occur, for example in the event of an accident (crash case). The crash case is in the Figs. 3A to 3C dargstellt. Here, it can be seen that the acceleration forces F in question deflect the actuating lever mechanism 6a, 6b and remove it from the stop 10 for the rest position, but such deflections of the actuating lever mechanism 6a, 6b result in a freewheeling of the actuating lever mechanism 6a, 6b relative to the transmission lever remaining in its position 14 correspond, therefore, neither indirectly nor directly the locking mechanism 2, 3 can open, as will be explained in more detail below.

As described above, according to the invention, the transmission lever 14 acts as a blocking element 14 or mass barrier and prevents the occurring acceleration forces F predetermined size that the motor vehicle door lock, respectively, a motor vehicle door equipped with it is opened unintentionally. For this purpose, the blocking element 14 is not only as a transmission lever fourteenth designed, but can be the transmission lever 14 also act on the locking unit 11, 12. In addition, the transmission lever 14 is disposed between the operating lever mechanism 6a, 6b and the locking mechanism 2, 3.

In the exemplary embodiment, the transmission lever 14 not only acts as a blocking element 14 or mass lock, but ultimately also assumes the function of a triggering element or release lever, namely such that with its help directly or indirectly the locking mechanism 2, 3 can be opened. For this purpose, the transmission lever 14 in its unlocked state and in a so-called normal operation of the operating lever mechanism 6a, 6b in the sequence of functions according to the Fig. 2A to 2C at the end of the movement able to lift the pawl 3 from the catch 2, as shown in the Fig. 2C is shown.

In addition, the transmission lever 14 as it were a part of a lock lever chain 11, 12, 13, 14 represents. This-lock lever chain 11, 12, 13, 14 is composed of the locking unit 11, 12, the clutch lever 13 and said transmission lever 14 together. Consequently, the already described and practically triple functionality of the transmission lever 14 as locking element 14 or mass lock, as a release lever for the locking mechanism 2, 3 and finally as part of the locking lever chain 11, 12, 13, 14 and thus as a kind of locking lever.

Actually, the transmission lever 14 assumes the position "locked" as the basic position. This basic position is in the Fig. 1 . 2A . 3A to 3C and finally FIGS. 4A to 4C. In contrast, the functional position corresponds to the Fig. 2B and 2C to the fact that the transmission lever 14, the position "unlocked" occupies or can take, because at the in the Fig. 2A to 2C shown function sequence of the clutch lever 13 allows a freewheeling of the transmission lever 14, as follows in more detail is explained. Here, a so-called normal operation is shown, in which the operating lever mechanism 6A, 6B, the transmission lever 14 first in the position "unlocked" after the Fig. 2B transferred and then the opposite of the operating lever unit 6A, 6B engaged transmission lever 14 ultimately for the opening of the locking mechanism 2, 3 as shown in the Fig. 2C provides.

To implement this overall constructive, the operating lever mechanism 6A, 6B and the external actuating lever 6A, 6B and the transmission lever 14 are pivotally connected together. In fact, another hinge pin 15 is realized at this point. In addition, a spring 16, which is arranged on the hinge pin 15 and is connected to the hinge pin 15. The spring 16 is the outer actuating lever 6a, 6b and the transmission lever 14 so mechanically coupled together that the spring 16 in the Fig. 1 indicated power in the counterclockwise direction with respect to the hinge pin 15 generated. In the illustration after Fig. 1 a stop 17 for the transmission lever 14 ensures that the transmission lever 14 retains its rest position shown there or the position "locked" and not by the force of the spring 16 in the direction of the external operating lever 6a, 6b counterclockwise about the hinge pin 15 as a rotation axis 15 is pivoted.

Finally one recognizes by means of the Fig. 1 nor that the transmission lever 14 can pivot about an axis of rotation 18 relative to the lock housing 1. The transmission lever 14 is designed here as a three-armed lever, wherein a stop arm 14a of the transmission lever 14 to the stop 15 in the rest position according to Fig. 1 is applied. The trigger arm 14b provides the other hand in the context of the functional position after the Fig. 2C that with his help, the pawl 3 is lifted from the catch 2 or the locking mechanism 2, 3 undergoes an opening in a normal operation. In addition to the stop arm 14a and the trigger arm 14b is then finally a Rotary arm 14c of the transmission lever 14 is provided, which defines the axis of rotation 18 and also has the intended in the region of the axis of rotation 18 center of the transmission lever 14.

The operation is as follows. In the Fig. 2A to 2C the sequence of movements is shown in a normal operation. In this normal operation, the external operating lever 6a, 6b is (slowly) pivoted by an operator so that the operator acts on the outside door handle 9 and thereby the external operating lever 6a, 6b in the transition from the Fig. 2A to Fig. 2B pivoted about the pin or hinge pin 15 as a rotation axis 15 in the counterclockwise direction. The locking unit 11, 12 or the entire locking chain 11, 12, 13, 14 is "unlocked" in this normal operation in its position, so that as a result of the pivotal movement of the outer actuating lever 6a, 6b of the transmission lever 14 in the operating lever mechanism 6a, 6b engages ,

In other words, the user or user initiated pivoting movement of the outer operating lever 6a, 6b counterclockwise about the axis 15 causes the transfer lever 14 to be "taken along" in this process because the outer operating levers 6a, 6b on the one hand and the transfer lever 14 on the other hand in the direction of this counterclockwise movement biased spring 16 are mechanically connected to each other. That is, the transmission lever 14 is engaged with the operation lever mechanism 6a, 6b in this process.

As a result, the transmission lever 14 is also pivoted about its axis 18 in the counterclockwise direction and leaves its position "locked" according to the Fig. 2A and goes in contrast to a position "unlocked" according to the Fig. 2B above. Such a movement is allowed because the locking unit 11, 12 is also in its "unlocked" position and the clutch lever 13 is a corresponding freewheel of the Transmission lever 14 relative to the clutch lever 13 and a local pin 13a permits.

The further movement of the outer actuating lever 6a, 6b in the counterclockwise direction and also thereby initiated counterclockwise movement of the transmission lever 14 about the axis 18 now have the consequence that the stop arm 14a of the transmission lever 14 slides along the stop 17 and finally a further pivotal movement of the external actuating lever 6a, 6b causes the transmission lever 14 in the functional position after the Fig. 2C as a result of the abutment against the stop 17 performs a slight pivotal movement in the clockwise direction about the axis 18, which corresponds to the fact that the pawl 3 is lifted from the catch 2. This is indicated by a corresponding arrow in the Fig. 2C shown. That is, at the end of the sequence of functions after the Fig. 2A to 2C in the course of normal operation and in the position "unlocked" befindlicher locking unit 11, 12 finally acts the trigger arm 14b of the transmission lever 14 as a working on the locking mechanism 2, 3 triggering element respectively a corresponding trigger lever.

In the sequence of figures after the Figs. 3A to 3C is now the occurrence of acceleration forces F predetermined size, so the crash case in the "unlocked" position of the locking unit 11, 12 shown. That is, the coupling element 13 has its position compared to the transfer lever 14 in comparison to the sequence of functions after the Fig. 2A to 2C maintained. As a result, in principle, the transmission lever 14 again perform a freewheel compared to the clutch lever 13, thus its in the representation of the Fig. 3A assumed basic position "locked" left. However, this does not happen for the reasons described below.

Because the occurring acceleration forces F given size in a crash ensure that again - as in a normal operation - the External actuating lever 6a, 6b and the operating lever mechanism 6a, 6b performs a counterclockwise movement about the axis respectively with respect to the hinge pin 15. In this operation, however, the transmission lever 14 is not able to follow the rapid movement of the operating lever mechanism or the external operating lever 6a, 6b due to its inertia. Rather, the transmission lever 14 remains due to its inertia in the position "locked" according to the Fig. 3A , That is, in the deflection of the outer operating lever 6a, 6b at the transition to the Fig. 3B and 3C reserves the transfer lever 14 its originally already occupied position "locked" according to the Fig. 3A at.

As a result, the outer actuating lever 6a, 6b moves away from its stop 10 for the rest position, but without being able to take the transmission lever 14. Consequently, the trigger arm 14b of the transmission lever 14 is not able to interact with the pawl 3 in an opening sense, as in the maximum deflection of the operating lever mechanism 6a, 6b as shown in FIG Fig. 3C becomes clear. That is, it comes due to the inertia of the blocking element or transmission lever 14 to the fact that the actuating lever 6a, 6b is set ineffective at the occurring acceleration forces F predetermined size, in the present case a freewheel against the blocking element in question or transmission lever 14 performs.

In the FIGS. 4A to 4C Finally, the scenario is shown in which the locking unit 11, 12 and consequently the motor vehicle door lock as a whole is in the "locked" position. In this position, the transmission lever 14 is blocked by means of the clutch lever 13. For the clutch lever 13 ensures with its bolt 13a that this pin 13a holds the release arm 14b of the transmission lever 14 and accordingly the transmission lever 14 "locked" in this position can perform any pivoting movements in the counterclockwise direction, as they do for unlocking and finally Opening of the locking 2, 3 according to the sequence of functions after the Fig. 2A to 2C would be required.

In fact, in the "locked" position of the transmission lever 14 is fixed by means of one hand, the stop 17 for the rest position of the transmission lever 14 and on the other hand by means of the bolt 13 a to the clutch lever 13 such that the transmission lever 14 is not in the position "unlocked" by a Counterclockwise movement about its axis 18 can be pivoted.

As a result, an actuation of the operating lever mechanism or external operating lever 6a, 6b by an operator by corresponding pulling movements on the outside door handle 9 again causes the operating lever mechanism or the external operating lever 6a, 6b to execute an empty movement relative to the transmission lever 14. Even if the external operating lever 6a, 6b has completed its maximum path, as already in the Fig. 3C is shown in the event of a crash and the Fig. 4C shows, then takes place clockwise rotation of the transmission lever 14 about its axis of rotation 18 does not cause the trigger arm 14b of the transmission lever 14 comes into the effective range of the pawl 3 or can pass.

That means, this also at the end of the normal operation in the position "unlocked" after the Fig. 2C observed clockwise movement of the transmission lever 14 about the axis of rotation 18 in the case of "locked" does not cause the trigger arm 14b moves against the pawl 3. For the clutch lever 13 and its pin 13 a ensures that the transmission lever 14 is held outside the effective range of the pawl 3 and consequently the in the Fig. 2C when opening the locking mechanism 2, 3 successive loading of the pawl 3 by the trigger arm 14b of the transmission lever 14 can not take place. That is, it is the usual functionality "locked" shown and performs in this context, the operating lever mechanism 6a, 6b from a desired idle stroke.

Claims (8)

1. Motor vehicle door latch, with a locking mechanism (2, 3), with an operating lever system (6a, 6b) working on the locking mechanism (2, 3) with a locking element (14), which disables the operating lever system (6a, 6b) with occurring acceleration forces (F) of a specified magnitude, for example in the case of an accident, and with a coupling lever (13), whereby the locking element (14) is formed as a transfer lever (14) impingeable by a locking unit (11, 12) between the operating lever system (6a, 6b) and the locking mechanism (2, 3);
   whereby the locking unit (11, 12) comprises a mechanically pivotable driver disk (12),
   whereby the locking unit (11, 12) works on the transfer lever (14) by means of a coupling lever (13);
   characterized in that the coupling lever (13) is connected in a hinged way to the drive disk (12), whereby the coupling lever (13) can move in a linear manner.
2. Motor vehicle door latch according to claim 1, characterized in that the locking unit (11,12) mechanically blocks the transfer lever (14) in the "locked" position.
3. Motor vehicle door latch according to one of the previous claims, characterized in that the locking unit (11, 12) enables a freewheel for the transfer lever (14) in the "unlocked" position.
4. Motor vehicle door latch according to one of the previous claims, characterized in that the operating lever system (6a, 6b) in the case of a crash accomplishes idling vis-à-vis the transfer lever (14) which in this process, due to its mass inertia, predominantly remains in its position.
5. Motor vehicle door latch according to one of the previous claims, characterized in that the operating lever system (6a, 6b) during normal operating transfers the transfer lever (14) into the "unlocked" position for opening the locking mechanism (2, 3).
6. Motor vehicle door latch according to one of the previous claims, characterized in that the operating lever system (6a, 6b) and the transfer lever (14) are connected to one another in a hinged way.
7. Motor vehicle door latch according to one of the previous claims, characterized in that the transfer lever (14) is pre-tensioned vis-à-vis the operating lever system (6a, 6b) by means of a spring (16).
8. Motor vehicle door latch according to one of the previous claims, characterized in that the center of mass of the transfer lever (14) is arranged in the area of the rotational axis (18) of the transfer lever (14).

Images