EP3418478A1 - Motor vehicle lock - Google Patents
Motor vehicle lock Download PDFInfo
- Publication number
- EP3418478A1 EP3418478A1 EP18177484.5A EP18177484A EP3418478A1 EP 3418478 A1 EP3418478 A1 EP 3418478A1 EP 18177484 A EP18177484 A EP 18177484A EP 3418478 A1 EP3418478 A1 EP 3418478A1
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- EP
- European Patent Office
- Prior art keywords
- crash
- crash element
- actuating lever
- motor vehicle
- state
- 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.)
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- 230000000903 blocking effect Effects 0.000 claims abstract description 13
- 230000008878 coupling Effects 0.000 claims description 40
- 238000010168 coupling process Methods 0.000 claims description 40
- 238000005859 coupling reaction Methods 0.000 claims description 40
- 230000001133 acceleration Effects 0.000 claims description 12
- 238000006073 displacement reaction Methods 0.000 claims description 4
- 230000007246 mechanism Effects 0.000 description 5
- 238000011084 recovery Methods 0.000 description 3
- 230000007704 transition Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
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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
Definitions
- the invention relates to a motor vehicle lock according to the preamble of claim 1.
- motor vehicle lock in this case all types of door, hood or flap locks are summarized.
- crash safety of the motor vehicle lock in question is of particular importance.
- high crash accelerations occur, which can lead to an unwanted opening of the motor vehicle lock.
- the crash accelerations ensure an automatic lifting a door handle, which is associated with the risk of ejection of vehicle occupants.
- the avoidance of such unwanted, crash-related operation of a door handle is in the foreground here.
- the known motor vehicle lock ( EP 2 339 098 A2 ), from which the invention proceeds, shows in a variant of a mechanism for avoiding the unwanted, crash-related operation of a door handle.
- a crash element is provided which locks in an operation with excessive operating speed, as expected in the event of a crash in a crash condition. In this crash state, the crash element blocks a coupled to the door handle operating lever, so that an unwanted, crash-related operation of the door handle fails.
- the locking of the crash element in the crash state is advantageous insofar as crash accelerations often occur as a succession of a multitude in the direction and strength of different individual accelerations. It may therefore be that two crash accelerations follow each other directly.
- the above locking is avoided in the known motor vehicle lock, that the subsequent crash accelerations trigger an unwanted actuation of the door handle.
- a challenge in the interpretation of the known motor vehicle lock is the targeted lifting of the catch, so that an opening of the motor vehicle lock after the occurrence of crash acceleration is possible again, without affecting the crash safety.
- the latching is canceled only by a door inside handle is operated, which affects the operability of the motor vehicle lock in the event of a crash.
- the invention is based on the problem to increase the operability in the event of a crash with high crash safety.
- Essential is the fundamental consideration that the lifting of the latch can be done with a suitable design to the provision of the operating lever out, in particular automatically, the usability of the motor vehicle lock is given after the cancellation of the locking back to its full extent.
- the actuating lever which is coupled to a door handle, is adjustable between a starting position and an actuating position. It is preferably provided that the actuating lever is spring-biased to the starting position.
- the further preferred claims 7 to 9 relate to a switchable coupling, which serves to block or decouple the operating lever.
- the advantage here is the fact that such a switchable coupling can be realized depending on the application in a simple constructive manner.
- a particularly robust embodiment of the coupling is obtained according to claim 8, characterized in that the coupling is realized as a link coupling with a coupling element designed as a link and designed as a sliding block coupling element.
- the locking of the crash element in the crash state is due to a locking of the clutch.
- the clutch is therefore used twice, namely on the one hand for blocking or decoupling of the actuating lever and on the other hand for locking the crash element in the crash state. This leads to an overall particularly compact and structurally robust arrangement.
- Fig. 1 shows that the motor vehicle lock 1 has a lock housing 1a and therein the closing elements lock latch 2 and pawl 3, which interact with each other in a conventional manner.
- the latch 2 is in the in Fig. 1 shown main closed position brought in which it is held by the pawl 3.
- the lock latch 2 is in holding engagement with a closing part 4, which is designed here and preferably as a locking bolt.
- the pawl 3 can be here about a pawl axis 3a, in Fig. 1 in a clockwise direction, pivot, so that the latch 2 is released and about a latch axis 2a, in Fig. 1 can pivot in the counterclockwise direction, in the opening direction.
- the closing part 4 is released and the motor vehicle lock 1 associated motor vehicle door o.
- the like. Can be opened.
- the proposed motor vehicle lock 1 has at least one actuating lever 5, which is pivotable about an actuating lever axis 5 a, by means of which actuation of which the pawl 3 can be lifted out of an initial position into an actuating position.
- the starting position is in Fig. 2a shown while the operating position in Fig. 2b is shown.
- the Aushebhus the pawl 3 depends on the configuration of the motor vehicle lock 1 not only on the operation of the operating lever 5, but also from the locking state of a possibly provided lock mechanism. However, this does not matter for the proposed solution.
- the actuating lever 5 is here and preferably coupled to a door handle 8, in particular an outside door handle.
- the door handle can also be a door inside handle or another door handle.
- the drive train to the door handle indicated by the reference numeral A
- the drive train to the pawl 3 is indicated by the reference numeral B.
- the motor vehicle lock 1 is equipped with a crash element 6, which is adjustable in a manner yet to be explained from a normal state into a crash state.
- the normal state of the crash element 6 is in Fig. 2a shown during the crash condition of the crash element 6 in Fig. 3a is shown.
- the crash element 6 exerts a different influence on the motor vehicle lock 1, moreover, depending on the design.
- the crash element 6 located in the crash state blocks the actuating lever 5 in a blocking position, as in FIG Fig. 3b is shown.
- the crash element 6 located in the crash state disengages the actuating lever 5 from the pawl 3, so that the actuating lever 5 is freewheeled when the crash element 6 is in the crash state.
- the crash element 6 is locked in an operation of the operating lever 5 with an excessive operating speed in the crash state.
- the latched crash condition is for the former embodiment in FIG Fig. 3b shown.
- the term "locked” here means that the crash element 6 initially remains in the crash state, even if the operation of the operating lever 5 is omitted with excessive operating speed. Only when the latch is released, the crash element 6 can fall back to normal.
- the actuating lever 5 is spring-biased here and preferably by means of a spring element 7 in its initial position, so that the provision of the operating lever 5 is always automatic.
- crash element 6 when crashed in the crash state crash element 6 only relative to the range of movement between the starting position and operating position at least 80 percent recovery of the operating lever 5, here and preferably only the full provision of the operating lever 5, in the starting position, the lifting of the catch and causes the adjustment of the crash element 6 in the normal state.
- a provision of the actuating lever 5 is provided by a certain distance is, without the locking is canceled. If, during this restoring, a renewed, crash-induced actuation occurs, then the crash element 6 is still in the crash state, so that the actuation lever 5 is still blocked ( Fig. 2 to 4 ) or free running ( Fig. 5 ).
- the crash element 6 by means of a crash element bearing 10 on the operating lever 5 about a crash element axis 6a, which is further preferably arranged away from the actuating lever axis 5a, pivotable is stored.
- the crash element axis 6a is preferably displaceable on the actuating lever 5, wherein the adjustment of the crash element 6 between the normal state and the crash state is due to a displacement of the crash element axis 6a on the actuating lever 5.
- this displaceability of the crash element axis 6a on the actuating lever 5 is in a particularly preferred embodiment to a linear displaceability.
- the crash element bearing 10 is due to the engagement of a bearing pin 11 with a slot 12.
- the bearing pin 11 is arranged on the actuating lever 5, while the slot 12 is arranged on the crash element 6.
- the crash element 6, here and preferably with respect to the actuating lever 5, from a starting position out ( Fig. 2a ) about the crash element axis 6a pivotally, wherein the crash element 6 is spring-biased to the starting position.
- the crash element is equipped with a second spring element 13.
- a shiftable clutch 14 is switched with the adjustment of the crash element 6 between the normal state and the crash state.
- the clutch 14 is provided between the operating lever 5 and the crash element 6. It is switched depending on the state of the crash element 6 in a coupled state or in a decoupled state.
- the clutch 14 is a link coupling, as will be explained below.
- the arrangement is such that the clutch 14 is in the uncoupled state in the normal state of the crash element 6 and is in the crash state of the crash element 6 in the coupled state. This is at the in Fig. 5 shown embodiment the other way around.
- the clutch 14 preferably has two of the actuating lever 5 on the one hand and the crash element 6 on the other hand provided coupling elements 15, 16, which are in engagement with each other in dependence on the coupling state.
- Such a link coupling is a particularly robust and cost-effective option for the realization of the coupling 14.
- the connecting element 15 designed as a link has a driver link section 17 which, in the coupled state, engages with the coupling element 16 designed as a sliding block.
- the uncoupled state designed as a sliding block coupling element 16 runs in a freewheel link section 18 without an interaction between the actuating lever 5 and the crash element 6 is present via the clutch 14.
- a stationary relative to the operating lever 5 blocking stop 19 is provided, with which the crash element 6 comes in an operation of the operating lever 5 in abutment.
- This is in Fig. 2b and Fig. 3b shown.
- the actuating lever 5 can be coupled to the pawl 3 in terms of drive technology by means of the clutch 14.
- This will be at the in Fig. 5 illustrated embodiment, starting from the in the Fig. 2 to 4 illustrated embodiment achieved by a transformation of designed as a link coupling element 15.
- the blocking stop 19 is now guided in a longitudinal guide 20, which is preferably arranged fixed to the housing.
- the driving link section 17 ensures the entrainment of the coupling element 16 designed as a sliding block, so that the blocking stop 19 runs in the longitudinal guide 20. Due to the fact that the drive train B extending to the pawl 3 is now coupled to the blocking stop 19, the pawl 3 can be lifted in this way.
- the actuating lever 5 thus runs free. As long as the operating lever 5 is not yet restored to its initial position, the crash element 6 is locked by the interaction of the freewheel link section 18 with the designed as a sliding block coupling element 16 in the crash state in the above sense.
- the latching of the crash element 6 in the crash state is due to a locking of the clutch 14.
- the coupling elements 15, 16 of the clutch 14 are locked together in crash state located in the crash element 6 with each other.
- the undercut 21 is located on the cam-link section 17, while in the in Fig. 5 illustrated embodiment of the undercut 21 is provided by the freewheel link section 18.
- the crash element 6 is adjusted by an excessive operating speed of the actuating lever 5 in the crash state.
- the adjustment of the crash element 6 in the crash state is effected by a force acting on the motor vehicle lock 1, occurring in the event of a crash acceleration.
- the motor vehicle lock 1 is associated with a side door of a motor vehicle, it may be provided, for example, that the crash element mounting 10 is aligned such that a side impact on the side door results in an inertia-related adjustment of the crash element 6 from the normal state to the crash state. This is a relative displacement of the crash element 6 relative to the actuating lever 5.
- This structural design the crash safety of the motor vehicle lock 1 is further increased.
Abstract
Die Erfindung betrifft ein Kraftfahrzeugschloss mit den Schließelementen Schlossfalle (2) und Sperrklinke (3), wobei das Kraftfahrzeugschloss (1) einen um eine Betätigungshebelachse (5a) schwenkbaren Betätigungshebel (5) aufweist, durch dessen Betätigung aus einer Ausgangsstellung heraus in eine Betätigungsstellung die Sperrklinke (3) aushebbar ist, wobei das Kraftfahrzeugschloss (1) ein Crashelement (6) aufweist, das aus einem Normalzustand heraus in einen Crashzustand verstellbar ist, in dem das Crashelement (6) den Betätigungshebel (5) in einer Blockierstellung blockiert oder von der Sperrklinke (3) entkuppelt, wobei das Crashelement (6) derart mit dem Betätigungshebel (5) gekoppelt ist, dass das Crashelement (6) bei einer Betätigung des Betätigungshebels (5) mit einer Betätigungsgeschwindigkeit oberhalb einer Grenzbetätigungsgeschwindigkeit im Crashzustand verrastet. Es wird vorgeschlagen, dass bei im Crashzustand verrasteten Crashelement (6) eine Rückstellung des Betätigungshebels (5) in die Ausgangsstellung die Aufhebung der Verrastung und die Verstellung des Crashelements (6) in den Normalzustand bewirkt.The invention relates to a motor vehicle lock with the closing elements lock latch (2) and pawl (3), wherein the motor vehicle lock (1) has an actuating lever (5) pivotable about an actuating lever axis (5a), by actuating it from an initial position into an actuating position, the pawl (3) is liftable, wherein the motor vehicle lock (1) has a crash element (6) which is adjustable from a normal state into a crash state in which the crash element (6) blocks the actuating lever (5) in a blocking position or by the pawl (3) decoupled, wherein the crash element (6) is so coupled to the actuating lever (5) that the crash element (6) during actuation of the actuating lever (5) locked at an operating speed above a Grenzbetätigungsgeschwindigkeit in the crash state. It is proposed that when the crash element is latched in the crash state (6), a return of the actuating lever (5) to the initial position causes the latching to stop and the crash element (6) to be brought into the normal state.
Description
Die Erfindung betrifft ein Kraftfahrzeugschloss gemäß dem Oberbegriff von Anspruch 1.The invention relates to a motor vehicle lock according to the preamble of
Unter dem Begriff "Kraftfahrzeugschloss" sind vorliegend alle Arten von Tür-, Hauben- oder Klappenschlössern zusammengefasst.The term "motor vehicle lock" in this case all types of door, hood or flap locks are summarized.
Der Crashsicherheit des in Rede stehenden Kraftfahrzeugschlosses kommt besondere Bedeutung zu. Im Crashfall treten hohe Crashbeschleunigungen auf, die zu einem ungewollten Öffnen des Kraftfahrzeugschlosses führen können. Bei der hier im Vordergrund stehenden Fallgestaltung sorgen die Crashbeschleunigungen für ein selbsttätiges Ausheben eines Türgriffs, das mit dem Risiko des Herausschleuderns von Fahrzeuginsassen verbunden ist. Die Vermeidung einer solchen ungewollten, crashbedingten Betätigung eines Türgriffs steht hier im Vordergrund.The crash safety of the motor vehicle lock in question is of particular importance. In the event of a crash, high crash accelerations occur, which can lead to an unwanted opening of the motor vehicle lock. In the case of this case in the foreground case, the crash accelerations ensure an automatic lifting a door handle, which is associated with the risk of ejection of vehicle occupants. The avoidance of such unwanted, crash-related operation of a door handle is in the foreground here.
Das bekannte Kraftfahrzeugschloss (
Die Verrastung des Crashelements im Crashzustand ist insoweit vorteilhaft, als Crashbeschleunigungen oft als eine Abfolge einer Vielzahl in Richtung und Stärke unterschiedlicher Einzelbeschleunigungen auftreten. Es kann also sein, dass zwei Crashbeschleunigungen unmittelbar aufeinander folgen. Durch die obige Verrastung wird bei dem bekannten Kraftfahrzeugschloss vermieden, dass die nachfolgenden Crashbeschleunigungen eine ungewollte Betätigung des Türgriffs auslösen.The locking of the crash element in the crash state is advantageous insofar as crash accelerations often occur as a succession of a multitude in the direction and strength of different individual accelerations. It may therefore be that two crash accelerations follow each other directly. By the above locking is avoided in the known motor vehicle lock, that the subsequent crash accelerations trigger an unwanted actuation of the door handle.
Bemerkenswert bei dem bekannten Kraftfahrzeugschloss ist die Tatsache, dass bei der hier in Rede stehenden Variante die Blockierung des Betätigungshebels ausschließlich durch eine übermäßige Betätigungsgeschwindigkeit des Betätigungshebels, die auf eine entsprechend übermäßige Betätigungsgeschwindigkeit des Türgriffs zurückgeht, ausgelöst wird. Damit ist der dortige Crashmechanismus wirksam, und zwar unabhängig von der Richtung der jeweiligen Crashbeschleunigungen.Noteworthy in the known motor vehicle lock is the fact that in the variant in question, the blocking of the actuating lever only by an excessive operating speed of the actuating lever, which goes back to a corresponding excessive operating speed of the door handle is triggered. Thus, the local crash mechanism is effective, regardless of the direction of the respective crash accelerations.
Eine Herausforderung bei der Auslegung des bekannten Kraftfahrzeugschlosses stellt die gezielte Aufhebung der Verrastung dar, so dass ein Öffnen des Kraftfahrzeugschlosses nach dem Auftreten der Crashbeschleunigungen wieder möglich ist, ohne die Crashsicherheit zu beeinträchtigen. Bei dem bekannten Kraftfahrzeugschloss wird die Verrastung erst dadurch aufgehoben, dass ein Türinnengriff betätigt wird, was die Bedienbarkeit des Kraftfahrzeugschlosses im Crashfall beeinträchtigt.A challenge in the interpretation of the known motor vehicle lock is the targeted lifting of the catch, so that an opening of the motor vehicle lock after the occurrence of crash acceleration is possible again, without affecting the crash safety. In the known motor vehicle lock, the latching is canceled only by a door inside handle is operated, which affects the operability of the motor vehicle lock in the event of a crash.
Der Erfindung liegt das Problem zu Grunde, die Bedienbarkeit im Crashfall bei hoher Crashsicherheit zu steigern.The invention is based on the problem to increase the operability in the event of a crash with high crash safety.
Das obige Problem wird bei einem Kraftfahrzeugschloss gemäß dem Oberbegriff von Anspruch 1 durch die Merkmale des kennzeichnenden Teils von Anspruch 1 gelöst.The above problem is solved in a motor vehicle lock according to the preamble of
Wesentlich ist die grundsätzliche Überlegung, dass die Aufhebung der Verrastung bei geeigneter Auslegung auf die Rückstellung des Betätigungshebels hin, insbesondere selbsttätig, erfolgen kann, wobei die Bedienbarkeit des Kraftfahrzeugschlosses nach der Aufhebung der Verrastung wieder in vollem Umfange gegeben ist.Essential is the fundamental consideration that the lifting of the latch can be done with a suitable design to the provision of the operating lever out, in particular automatically, the usability of the motor vehicle lock is given after the cancellation of the locking back to its full extent.
Vorschlagsgemäß wird zunächst einmal davon ausgegangen, dass der Betätigungshebel, der mit einem Türgriff gekoppelt ist, zwischen einer Ausgangsstellung und einer Betätigungsstellung verstellbar ist. Dabei ist es vorzugsweise vorgesehen, dass der Betätigungshebel in die Ausgangsstellung federvorgespannt ist.According to the proposal, it is initially assumed that the actuating lever, which is coupled to a door handle, is adjustable between a starting position and an actuating position. It is preferably provided that the actuating lever is spring-biased to the starting position.
Im Einzelnen wird nun vorgeschlagen, dass bei im Crashzustand verrasteten Crashelement eine Rückstellung des Betätigungshebels in die Ausgangsstellung die Aufhebung der Verrastung und die Verstellung des Crashelements in den Normalzustand bewirkt. Dies bedeutet, dass die Verrastung des Crashelements im Crashzustand nur über eine relativ kurze Phase während der Rückstellung des Betätigungshebels vorliegt. Dem liegt die Erkenntnis zu Grunde, dass die hier interessierenden Crashbeschleunigungen in sehr kurzer Zeit aufeinander folgen, so dass selbst eine nur kurzzeitige Verrastung für die Aufrechterhaltung der Crashsicherheit hinreichend ist. Weiterhin folgende Crashbeschleunigungen können dann ein erneutes Verrasten des Crashelements im Crashzustand auslösen.In detail, it is now proposed that in case of crashed latched crash element a provision of the actuating lever in the initial position, the cancellation of the locking and the adjustment of the crash element in the Normal state causes. This means that the locking of the crash element in the crash state is present only over a relatively short phase during the return of the actuating lever. This is based on the finding that the crash accelerations of interest here follow one another in a very short time, so that even a short-time locking is sufficient for maintaining the crash safety. Furthermore, the following crash accelerations can then trigger a new latching of the crash element in the crash state.
Mit der vorschlagsgemäßen Lösung ist nicht nur eine hohe Crashsicherheit, sondern auch eine hohe Bedienbarkeit des Kraftfahrzeugschlosses im Crashfall gewährleistet. Der Bediener wird die Existenz des Crashmechanismus durch die vorschlagsgemäße Aufhebung der Verrastung gar nicht wahrnehmen.With the proposed solution not only a high crash safety, but also a high operability of the motor vehicle lock in the event of a crash is guaranteed. The operator will not perceive the existence of the crash mechanism by the proposed cancellation of the lock.
Mit Anspruch 2 wird klargestellt, dass die Aufhebung der Verrastung in besonders bevorzugter Ausgestaltung erst bei vollständiger Rückstellung des Betätigungshebels in die Ausgangsstellung stattfindet. Je nach Anwendungsfall kann es aber auch vorgesehen sein, dass die Aufhebung der Verrastung während der Rückstellung des Betätigungshebels zwischen der Blockierstellung und der Ausgangsstellung ausgelöst wird.With
Die weiter bevorzugten Ansprüche 7 bis 9 betreffen eine schaltbare Kupplung, die dem Blockieren bzw. Entkuppeln des Betätigungshebels dient. Vorteilhaft dabei ist die Tatsache, dass sich eine solche schaltbare Kupplung je nach Anwendungsfall auf einfache konstruktive Weise realisieren lässt. Eine besonders robuste Ausgestaltung der Kupplung ergibt sich gemäß Anspruch 8 dadurch, dass die Kupplung als Kulissenkupplung mit einem als Kulisse ausgestalteten Kupplungselement und einem als Kulissenstein ausgestalteten Kupplungselement realisiert ist.The further preferred
Bei der weiter bevorzugten Ausgestaltung gemäß Anspruch 13 ist es so, dass die Verrastung des Crashelements im Crashzustand auf eine Verrastung der Kupplung zurückgeht. Die Kupplung wird also doppelt genutzt, nämlich einerseits für das Blockieren bzw. Entkuppeln des Betätigungshebels und andererseits für das Verrasten des Crashelements im Crashzustand. Dies führt zu einer insgesamt besonders kompakten und konstruktiv robusten Anordnung.In the further preferred embodiment according to
Im Folgenden wird die Erfindung anhand einer lediglich ein Ausführungsbeispiel darstellenden Zeichnung näher erläutert. In der Zeichnung zeigt
- Fig. 1
- ein vorschlagsgemäßes Kraftfahrzeugschloss in einer ganz schematischen Darstellung,
- Fig. 2
- die Anordnung aus Betätigungshebel und Crashelement des Kraftfahrzeugschlosses gemäß
Fig. 1 im Normalfall a) bei unbetätigtem Betätigungshebel und b) bei manuell betätigtem Betätigungshebel, - Fig. 3
- die Anordnung gemäß
Fig. 2 im Crashfall a) während der crashbedingten Verstellung des Crashelements vom Ausgangszustand in Richtung des Crashzustands und b) nach crashbedingter Verrastung des Crashelements im Crashzustand, - Fig. 4
- die Anordnung gemäß
Fig. 2 während der Rückstellung des crashbedingt betätigten Betätigungshebels und - Fig. 5
- die Anordnung gemäß
Fig. 2 in einer weiteren Ausführungsform im Normalfall.
- Fig. 1
- a proposed motor vehicle lock in a very schematic representation,
- Fig. 2
- the arrangement of actuating lever and crash element of the motor vehicle lock according to
Fig. 1 in the normal case a) with an actuated operating lever and b) with a manually actuated operating lever, - Fig. 3
- the arrangement according to
Fig. 2 in the event of a crash a) during the crash-related adjustment of the crash element from the initial state in the direction of the crash state and b) after crash-related locking of the crash element in the crash state, - Fig. 4
- the arrangement according to
Fig. 2 during the recovery of the crash conditionally actuated operating lever and - Fig. 5
- the arrangement according to
Fig. 2 in a further embodiment in the normal case.
Es darf vorab darauf hingewiesen werden, dass in der Zeichnung nur die Komponenten eines vorschlagsgemäßen Kraftfahrzeugschlosses 1 dargestellt sind, die für die Erläuterung der Lehre erforderlich sind. Beispielsweise ist auf die Darstellung einer Schlossmechanik verzichtet worden, die die Einstellung unterschiedlicher Verriegelungszustände wie "verriegelt" und "entriegelt" bereitstellt. Auch auf die Darstellung eines Türinnengriffs ist vorliegend verzichtet worden. Alle folgenden Ausführungen gelten für Kraftfahrzeugschlösser mit derartigen, hier nicht dargestellten Komponenten entsprechend.It may be pointed out in advance that only the components of a proposed
Das vorschlagsgemäße Kraftfahrzeugschloss 1 weist mindestens einen um eine Betätigungshebelachse 5a schwenkbaren Betätigungshebel 5 auf, durch dessen Betätigung aus einer Ausgangsstellung heraus in eine Betätigungsstellung die Sperrklinke 3 aushebbar ist. Die Ausgangsstellung ist in
Der Betätigungshebel 5 ist hier und vorzugsweise mit einem Türgriff 8, insbesondere einem Türaußengriff, gekoppelt. Grundsätzlich kann es sich bei dem Türgriff aber auch um einen Türinnengriff oder um einen sonstigen Türgriff handeln. In den
Ferner ist das Kraftfahrzeugschloss 1 mit einem Crashelement 6 ausgestattet, das in noch zu erläuternder Weise aus einem Normalzustand heraus in einen Crashzustand verstellbar ist. Der Normalzustand des Crashelements 6 ist in
Im Crashzustand übt das Crashelement 6 je nach Ausgestaltung einen unterschiedlichen Einfluss auf das Kraftfahrzeugschloss 1 im Übrigen aus. Bei der in den
Bei beiden Ausführungsformen ist es so, dass das Crashelement 6 bei einer Betätigung des Betätigungshebels 5 mit einer übermäßigen Betätigungsgeschwindigkeit im Crashzustand verrastet. Der verrastete Crashzustand ist für das erstgenannte Ausführungsbeispiel in
Wesentlich ist nun, dass bei im Crashzustand verrasteten Crashelement 6 eine Rückstellung des Betätigungshebels 5 in die Ausgangsstellung die Aufhebung der Verrastung und die Verstellung des Crashelements 6 in den Normalzustand bewirkt. Die Rückstellung des Betätigungshebels 5 ist in der Zeichnung durch den Übergang von
Der Betätigungshebel 5 ist hier und vorzugsweise mittels eines Federelements 7 in seine Ausgangsstellung federvorgespannt, so dass die Rückstellung des Betätigungshebels 5 stets selbsttätig vonstatten geht.The
Grundsätzlich kann es vorgesehen sein, dass bei im Crashzustand verrastetem Crashelement 6 erst die bezogen auf den Bewegungsbereich zwischen Ausgangsstellung und Betätigungsstellung mindestens 80-prozentige Rückstellung des Betätigungshebels 5, hier und vorzugsweise erst die vollständige Rückstellung des Betätigungshebels 5, in die Ausgangsstellung die Aufhebung der Verrastung und die Verstellung des Crashelements 6 in den Normalzustand bewirkt. Dies bedeutet, dass nach einer crashbedingten Betätigung des Betätigungshebels 5 eine Rückstellung des Betätigungshebels 5 um einen gewissen Weg vorgesehen ist, ohne dass die Verrastung aufgehoben wird. Kommt es während dieses Rückstellens also zu einer erneuten, crashbedingten Betätigung, so befindet sich das Crashelement 6 immer noch im Crashzustand, so dass der Betätigungshebel 5 immer noch blockiert wird (
Für die vorschlagsgemäße Verstellung des Crashelements 6 in Abhängigkeit von der Betätigungsgeschwindigkeit des Betätigungshebels 5 sind verschiedene Realisierungsmöglichkeiten denkbar. Bei dem dargestellten und insoweit bevorzugten Ausführungsbeispiel ist es so, dass eine Betätigung des Betätigungshebels 5 mit einer Betätigungsgeschwindigkeit oberhalb einer Grenzbetätigungsgeschwindigkeit durch die Massenträgheit des Crashelements 6 eine Verstellung des Crashelements 6 in den Crashzustand bewirkt. Dies zeigt der Übergang von
Die Verstellbarkeit des Crashelements 6 zwischen dem Ausgangszustand (
Bei den dargestellten und insoweit bevorzugten Ausführungsbeispielen ist das Crashelement 6, hier und vorzugsweise gegenüber dem Betätigungshebel 5, aus einer Ausgangsstellung heraus (
Vorzugsweise wird mit der Verstellung des Crashelements 6 zwischen dem Normalzustand und dem Crashzustand eine schaltbare Kupplung 14 geschaltet. Die Kupplung 14 ist zwischen dem Betätigungshebel 5 und dem Crashelement 6 vorgesehen. Sie wird in Abhängigkeit vom Zustand des Crashelements 6 in einen gekuppelten Zustand oder in einen entkuppelten Zustand geschaltet. Hier und vorzugsweise handelt es sich bei der Kupplung 14 um eine Kulissenkupplung, wie weiter unten noch erläutert wird.Preferably, a shiftable clutch 14 is switched with the adjustment of the
Bei dem in den
Im Einzelnen weist die Kupplung 14 vorzugsweise zwei von dem Betätigungshebel 5 einerseits und von dem Crashelement 6 andererseits bereitgestellte Kupplungselemente 15, 16 auf, die in Abhängigkeit vom Kupplungszustand miteinander in Eingriff stehen. Dabei ist eines der Kupplungselemente 15, 16, hier das vom Betätigungshebel 5 bereitgestellte Kupplungselement 15, als Kulisse und das andere der Kupplungselemente 15, 16, hier das vom Crashelement 6 bereitgestellte Kupplungselement 16, als Kulissenstein, der in der Kulisse läuft, ausgebildet. Eine solche Kulissenkupplung ist eine besonders robuste und kostengünstige Möglichkeit für die Realisierung der Kupplung 14.In detail, the clutch 14 preferably has two of the
Es ergibt sich aus einer Zusammenschau von
Bei dem in den
Im Ergebnis ist es bei dem in den
Während das in den
Im Einzelnen ist es bei dem in
Bei beiden dargestellten Ausführungsbeispielen ist es vorgesehen, dass die Verrastung des Crashelements 6 im Crashzustand auf eine Verrastung der Kupplung 14 zurückgeht. Im Einzelnen sind die Kupplungselemente 15, 16 der Kupplung 14 bei im Crashzustand befindlichem Crashelement 6 miteinander verrastet. Vorzugsweise weist hierfür eines der Kupplungselemente 15, hier das als Kulisse ausgestaltete Kupplungselement 15, einen Hinterschnitt 21 auf, den das andere der Kupplungselemente 15, 16, hier das als Kulissenstein ausgestaltete Kupplungselement 16, zur Verrastung der beiden Kupplungselemente 15, 16 miteinander hintergreift. Bei dem in den
Es darf schließlich noch darauf hingewiesen werden, dass vorschlagsgemäß das Crashelement 6 durch eine übermäßige Betätigungsgeschwindigkeit des Betätigungshebels 5 in den Crashzustand verstellt wird. Zusätzlich kann es aber auch vorgesehen sein, dass die Verstellung des Crashelements 6 in den Crashzustand durch eine auf das Kraftfahrzeugschloss 1 wirkende, im Crashfall auftretende Beschleunigung bewirkt wird. Für den Fall, dass das Kraftfahrzeugschloss 1 einer Seitentür eines Kraftfahrzeugs zugeordnet ist, kann es beispielsweise vorgesehen sein, dass die Crashelementlagerung 10 so ausgerichtet ist, dass ein Seitenaufprall auf die Seitentür zu einer trägheitsbedingten Verstellung des Crashelements 6 von dem Normalzustand in den Crashzustand führt. Hierbei handelt es sich um eine Relativverstellung des Crashelements 6 relativ zu dem Betätigungshebel 5. Durch diese konstruktive Auslegung wird die Crashsicherheit des Kraftfahrzeugschlosses 1 weiter erhöht.Finally, it should be pointed out that according to the proposal, the
Claims (14)
dadurch gekennzeichnet,
dass bei im Crashzustand verrasteten Crashelement (6) eine Rückstellung des Betätigungshebels (5) in die Ausgangsstellung die Aufhebung der Verrastung und die Verstellung des Crashelements (6) in den Normalzustand bewirkt.Motor vehicle lock with the closing elements lock latch (2) and pawl (3), wherein the motor vehicle lock (1) about a Betätigungshebelachse (5a) pivotable actuating lever (5) by its operation from an initial position out in an operating position, the pawl (3) can be lifted is, wherein the motor vehicle lock (1) has a crash element (6) which is adjustable from a normal state into a crash state in which the crash element (6) blocks the actuating lever (5) in a blocking position or decoupled from the pawl (3) wherein the crash element (6) is coupled to the actuating lever (5) in such a way that the crash element (6) locks in the event of an actuation of the actuating lever (5) at an actuating speed above a limit operating speed in the crash state,
characterized,
that when a crash condition latched crash element (6) in the starting position causes a return of the actuating lever (5) the lifting of the locking and displacement of the crash element (6) in the normal state.
Applications Claiming Priority (1)
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DE102017113880.3A DE102017113880A1 (en) | 2017-06-22 | 2017-06-22 | Motor vehicle lock |
Publications (2)
Publication Number | Publication Date |
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EP3418478A1 true EP3418478A1 (en) | 2018-12-26 |
EP3418478B1 EP3418478B1 (en) | 2022-04-20 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP18177484.5A Active EP3418478B1 (en) | 2017-06-22 | 2018-06-13 | Motor vehicle lock |
Country Status (4)
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US (1) | US11608660B2 (en) |
EP (1) | EP3418478B1 (en) |
CN (1) | CN109113460B (en) |
DE (1) | DE102017113880A1 (en) |
Cited By (1)
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CN111232180A (en) * | 2020-02-26 | 2020-06-05 | 中国商用飞机有限责任公司 | Aircraft cabin door gust wind lock device |
Families Citing this family (1)
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JP7294044B2 (en) * | 2019-10-08 | 2023-06-20 | 三井金属アクト株式会社 | door latch device |
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Also Published As
Publication number | Publication date |
---|---|
DE102017113880A1 (en) | 2018-12-27 |
CN109113460B (en) | 2021-06-11 |
US11608660B2 (en) | 2023-03-21 |
EP3418478B1 (en) | 2022-04-20 |
US20180371803A1 (en) | 2018-12-27 |
CN109113460A (en) | 2019-01-01 |
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