EP3418478B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP3418478B1
EP3418478B1 EP18177484.5A EP18177484A EP3418478B1 EP 3418478 B1 EP3418478 B1 EP 3418478B1 EP 18177484 A EP18177484 A EP 18177484A EP 3418478 B1 EP3418478 B1 EP 3418478B1
Authority
EP
European Patent Office
Prior art keywords
crash
actuating lever
state
crash element
vehicle lock
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
EP18177484.5A
Other languages
German (de)
English (en)
Other versions
EP3418478A1 (fr
Inventor
Ludger Graute
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP3418478A1 publication Critical patent/EP3418478A1/fr
Application granted granted Critical
Publication of EP3418478B1 publication Critical patent/EP3418478B1/fr
Active legal-status Critical Current
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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 includes all types of door, hood or flap locks.
  • crash safety of the motor vehicle lock in question is of particular importance.
  • high crash accelerations occur, which can lead to the motor vehicle lock being opened unintentionally.
  • the crash accelerations ensure that a door handle is automatically lifted out, which is associated with the risk of vehicle occupants being thrown out.
  • the focus here is on avoiding such an unwanted, crash-related operation of a door handle.
  • the WO 2017/036452 A1 shows a motor vehicle lock with a crash element that blocks operations for a certain time, so that only slow operations open the motor vehicle lock. Subsequent crash actuations may not be blocked.
  • the DE 20 2012 007 312 U1 and the DE 10 2014 004 552 A1 show motor vehicle locks with crash elements that prevent a clutch from being engaged between the operating lever and the pawl in the event of a crash.
  • the EP 2 133 495 A2 shows a crash element that blocks an actuating lever and is adjusted by a crash acceleration.
  • the well-known motor vehicle lock ( EP 2 339 098 A2 ), from which the invention is based, shows a variant of a mechanism for avoiding the unwanted, crash-related operation of a door handle.
  • a crash element is provided which, when actuated at an excessive actuation speed, as is to be expected in the event of a crash, latches in a crash state. In this crash condition, the crash element blocks you with the door handle coupled operating lever, so that an unwanted, crash-related operation of the door handle does not occur.
  • the latching of the crash element in the crash state is advantageous in that crash accelerations often occur as a sequence of a large number of individual accelerations that differ in direction and intensity. It is therefore possible that two crash accelerations follow one another immediately.
  • the above latching prevents the subsequent crash accelerations from triggering an unwanted actuation of the door handle.
  • a challenge in the design of the known motor vehicle lock is the targeted cancellation of the latching, so that the motor vehicle lock can be opened again after the crash accelerations have occurred, without impairing crash safety.
  • the latching is only released when an inside door handle is actuated, which impairs the operability of the motor vehicle lock in the event of a crash.
  • the invention is based on the problem of increasing the operability in the event of a crash with high crash safety.
  • the essential consideration is that, with a suitable design, the latching can be canceled as a result of the actuating lever being reset, in particular automatically, with the operability of the motor vehicle lock being fully restored after the latching has been canceled.
  • the operating lever which is coupled to a door handle, can be adjusted between an initial position and an operating position. It is preferably provided that the actuating lever is spring-loaded into the starting position.
  • the proposed solution not only ensures high crash safety, but also high operability of the motor vehicle lock in the event of a crash. The operator will not even notice the existence of the crash mechanism due to the proposed cancellation of the latching.
  • Claim 2 makes it clear that, in a particularly preferred embodiment, the latching is released only when the actuating lever is completely returned to the starting position. Depending on the application, however, provision can also be made for the latching mechanism to be released during the return of the actuating lever between the blocked position and the initial position.
  • the more preferred claims 7 to 9 relate to a switchable clutch which is used to block or uncouple the actuating lever.
  • the advantage here is the fact that such a switchable clutch can be implemented in a simple structural manner depending on the application.
  • a particularly robust design of the coupling results from the fact that the coupling is implemented as a link coupling with a coupling element designed as a link and a coupling element designed as a sliding block.
  • the latching of the crash element in the crash state is based on latching of the clutch.
  • the coupling is therefore used twice, namely on the one hand for blocking or decoupling 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 constructively robust arrangement.
  • the motor vehicle lock 1 has a lock housing 1a and therein the locking elements lock latch 2 and pawl 3, which interact with one another in a conventional manner.
  • the lock latch 2 is in the in 1 shown main closed position can be brought in which it is held by the pawl 3.
  • the lock latch 2 is in holding engagement with a locking part 4, which is designed here and preferably as a locking bolt.
  • the pawl 3 can be rotated here about a pawl axis 3a, in 1 clockwise, so that the latch bolt 2 is released and about a latch bolt axis 2a, in 1 counterclockwise, can pivot in the opening direction.
  • the closing part 4 is then released and the motor vehicle door or the like assigned to the motor vehicle lock 1 can be opened.
  • the proposed motor vehicle lock 1 has at least one actuating lever 5 which can be pivoted about an actuating lever axis 5a and which, when actuated, can lift the pawl 3 from an initial position into an actuating position.
  • the starting position is in Figure 2a shown, while the operating position in Figure 2b is shown.
  • the ability to lift the pawl 3 depends not only on the actuation of the actuating lever 5, but also on the locking state of a lock mechanism that may be provided. However, this plays no role 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 an inside door handle or some other door handle.
  • the drive train to the door handle is indicated with the reference number A, while the drive train to the pawl 3 is indicated with the reference number B.
  • the motor vehicle lock 1 is equipped with a crash element 6, which can be adjusted from a normal state to a crash state in a manner yet to be explained.
  • the normal state of the crash element 6 is in Figure 2a shown while the crash condition of the crash element 6 in Figure 3a is shown.
  • the crash element 6 exerts a different influence on the motor vehicle lock 1 depending on the configuration.
  • the actuating lever 5 blocks the crash element 6 in the crash state, the actuating lever 5 in a blocking position, as shown in FIG Figure 3b is shown.
  • the design figure 5 provision is made for the crash element 6 in the crash state to decouple the actuating lever 5 from the pawl 3 so that the actuating lever 5 runs freely when the crash element 6 is in the crash state.
  • the crash element 6 locks when the actuating lever 5 is actuated at an excessive actuating speed in the crash state.
  • the locked crash state is for the first-mentioned embodiment Figure 3b shown.
  • the term "locked” here means that the crash element 6 initially remains in the crash state, even if the actuating lever 5 is no longer actuated at excessive actuating speed. The crash element 6 can only return to its normal state when the latching is released.
  • the actuating lever 5 is spring-biased here, preferably by means of a spring element 7, into its initial position, so that the actuating lever 5 is always reset automatically.
  • the adjustability of the crash element 6 between the initial state ( Figure 2a ) and the crash state ( Figure 3b ) results here and preferably from a special mounting of the crash element 6.
  • the crash element 6 can be pivoted by means of a crash element mounting 10 on the actuating lever 5 about a crash element axis 6a, which is further preferably arranged at a distance from the actuating lever axis 5a is stored.
  • the crash element axis 6a is preferably displaceable on the actuating lever 5, with the adjustment of the crash element 6 between the normal state and the crash state being based on 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 a linear displaceability in a particularly preferred embodiment.
  • the crash element bearing 10 is based on the engagement of a bearing pin 11 with a slot 12 .
  • the bearing pin 11 is arranged on the actuating lever 5, while the elongated hole 12 is arranged on the crash element 6.
  • the crash element 6, here and preferably opposite the actuating lever 5, is out of an initial position ( Figure 2a ) pivotable about the crash element axis 6a, the crash element 6 being spring-loaded into the starting position.
  • the crash element is equipped with a second spring element 13 for this purpose.
  • a switchable 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 . Depending on the state of the crash element 6, it is switched to a coupled state or to an uncoupled state.
  • the clutch 14 is a slotted link clutch, as will be explained further below.
  • the arrangement is such that the clutch 14 is in the normal state of the crash element 6 in the uncoupled state and in the crash state of the crash element 6 is in the coupled state.
  • This is at the in figure 5 embodiment shown the other way around provided.
  • the clutch 14 preferably has two clutch elements 15, 16 provided by the actuating lever 5 on the one hand and by the crash element 6 on the other hand, which engage with one another depending on the state of the clutch.
  • One of the coupling elements 15, 16, here the coupling element 15 provided by the actuating lever 5, is designed as a link and the other of the coupling elements 15, 16, here the coupling element 16 provided by the crash element 6, is designed as a sliding block running in the link.
  • Such a link coupling is a particularly robust and cost-effective option for realizing the coupling 14.
  • the coupling element 15 designed as a connecting link has a driver link section 17 which, in the coupled state, is in engagement with the coupling element 16 designed as a sliding block.
  • the coupling element 16 designed as a sliding block runs in a freewheel link section 18 without there being any interaction between the actuating lever 5 and the crash element 6 via the coupling 14 .
  • a blocking stop 19 that is stationary relative to the actuating lever 5 is provided, with which the crash element 6 comes into contact when the actuating lever 5 is actuated. This is in Figure 2b and Figure 3b shown.
  • the driver link section 17 ensures that the coupling element 16 , which is designed as a sliding block, is carried along, so that the blocking stop 19 runs in the longitudinal guide 20 . Because the drive train B running to the pawl 3 is now coupled to the blocking stop 19, the pawl 3 can be lifted out in this way.
  • the crash element 6, as in connection with the Figures 2 to 4 explained transferred to the crash state, so that the designed as a sliding block coupling element 16 runs in the freewheel link section 18.
  • the actuating lever 5 runs freely. As long as the actuating lever 5 has not yet been returned to its initial position, the crash element 6 is locked in the crash state in the above sense by the interaction of the freewheel link section 18 with the coupling element 16 designed as a sliding block.
  • the latching of the crash element 6 in the crash state is based on a latching of the clutch 14 .
  • the coupling elements 15, 16 of the coupling 14 are locked together when the crash element 6 is in the crash state.
  • one of the coupling elements 15, here the coupling element 15 designed as a connecting link preferably has an undercut 21 which the other of the coupling elements 15, 16, here the coupling element designed as a sliding block 16, for locking the two coupling elements 15, 16 engages behind each other.
  • the undercut 21 is located on the driver link section 17, while in the case of the figure 5 illustrated embodiment, the undercut 21 is provided by the freewheel link section 18 .
  • the crash element 6 is brought into the crash state by an excessive actuation speed of the actuation lever 5 .
  • the motor vehicle lock 1 is assigned to a side door of a motor vehicle, provision can be made, for example, for the crash element mounting 10 to be aligned in such a way that a side impact on the side door leads to an inertia-related adjustment of the crash element 6 from the normal state to the crash state. This is a relative adjustment of the crash element 6 relative to the actuating lever 5.
  • the crash safety of the motor vehicle lock 1 is further increased by this structural design.

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  • Lock And Its Accessories (AREA)

Claims (14)

  1. Serrure de véhicule automobile, comprenant les éléments de fermeture que sont un pêne (1) et un cliquet d'arrêt (2), la serrure de véhicule automobile (1) comprenant un levier d'actionnement (5) pivotant autour d'un axe de levier d'actionnement (5a), levier par l'actionnement duquel le cliquet d'arrêt (3) peut être soulevé à partir d'une position de départ dans une position d'actionnement, la serrure de véhicule automobile (1) comprenant un élément de collision (6) qui est réglable à partir d'un état normal dans un état de collision dans lequel l'élément de collision (6) bloque le levier d'actionnement (5) dans une position de blocage ou le désaccouple du cliquet d'arrêt (3), l'élément de collision (6) étant accouplé au levier d'actionnement (5) de telle sorte que l'élément de collision (6), en cas d'actionnement du levier d'actionnement (5) à une vitesse d'actionnement supérieure à une vitesse d'actionnement limite, soit encliqueté dans l'état de collision,
    caractérisée en ce que,
    lorsque l'élément de collision (6) est encliqueté dans l'état de collision, un rappel du levier d'actionnement (5) à la position de départ provoque la suppression de l'encliquetage et le réglage de l'élément de collision (6) dans l'état normal.
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que, lorsque l'élément de collision (6) est encliqueté dans l'état de collision, seulement le rappel à hauteur d'au moins 80 % du levier d'actionnement (5) par rapport à la plage de mouvement entre la position de départ et la position d'actionnement, de préférence seulement le rappel complet du levier d'actionnement (5), dans la position de départ provoque la suppression de l'encliquetage et le réglage de l'élément de collision (6) dans l'état normal.
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce qu'un actionnement du levier d'actionnement (5) à une vitesse d'actionnement supérieure à la vitesse d'actionnement limite par l'inertie de masse de l'élément de collision (6) provoque un réglage de l'élément de collision (6) dans l'état de collision.
  4. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'élément de collision (6) est précontraint par ressort dans l'état normal.
  5. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'élément de collision (6) est monté sur le levier d'actionnement (5) de manière pivotante autour d'un axe d'élément de collision (6a), qui est disposé de préférence de manière éloignée de l'axe de levier d'actionnement (5a), au moyen d'un support d'élément d'actionnement (10), de préférence en ce que l'axe d'élément de collision (6a) est déplaçable sur le levier d'actionnement (5) et en ce que le réglage de l'élément de collision (6) entre l'état normal et l'état de collision est imputable à un déplacement de l'axe d'élément de collision (6a) sur le levier d'actionnement (5) .
  6. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'élément de collision (6) est pivotant autour de l'axe d'élément de collision (6a) à partir d'une position de départ et en ce que l'élément de collision (6) est précontraint par ressort dans la position de départ.
  7. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce qu'un accouplement (14) commutable, en particulier un accouplement à coulisse, est prévu entre le levier d'actionnement (5) et l'élément de collision (6), lequel accouplement est commuté dans un état accouplé ou dans un état désaccouplé en fonction de l'état de l'élément de collision (6).
  8. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'accouplement (14) comprend deux éléments d'accouplement (15, 16) fournis par le levier d'actionnement (5) d'une part et par l'élément de collision (6) d'autre part, lesquels éléments sont en prise l'un avec l'autre en fonction de l'état d'accouplement, de préférence en ce que l'un des éléments d'accouplement (15, 16) est réalisé sous forme de coulisse et l'autre des éléments d'accouplement (15, 16) est réalisé sous forme de coulisseau.
  9. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'accouplement (14) dans l'état accouplé produit un accouplement en termes d'entraînement entre le levier d'actionnement (5) et l'élément de collision (6) par rapport à un mouvement de pivotement de l'élément de collision (6) autour de l'axe d'élément de collision (6a).
  10. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce qu'une butée de blocage (19) fixe par rapport au levier d'actionnement (5) est prévue, contre laquelle l'élément de collision (6) vient en appui en cas d'actionnement du levier d'actionnement (5).
  11. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que, lorsque l'élément de collision (6) se trouve dans l'état de collision, un actionnement du levier d'actionnement (5) est bloqué par le biais de l'accouplement (14), de l'élément de collision (6) et de la butée de blocage (19), et/ou en ce que, lorsque l'élément de collision (6) se trouve dans l'état normal, un actionnement du levier d'actionnement (5) est accompagné d'un mouvement de compensation de l'élément de collision (6) par rapport au levier d'actionnement.
  12. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que, lorsque l'élément de collision (6) se trouve dans l'état de collision, le levier d'actionnement (5) est séparé, en termes d'entraînement, du cliquet d'arrêt (3) au moyen de l'accouplement (14), et/ou en ce que, lorsque l'élément de collision (6) se trouve dans l'état normal, le levier d'actionnement (5) peut être accouplé, en termes d'entraînement, au cliquet d'arrêt (3) au moyen de l'accouplement (14).
  13. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'encliquetage de l'élément de collision (6) dans l'état de collision est imputable à un encliquetage de l'accouplement (14) et en ce que, lorsque l'élément de collision (6) se trouve dans l'état de collision, les éléments d'accouplement (15, 16) de l'accouplement (14) sont encliquetés l'un avec l'autre, de préférence en ce que l'un des éléments d'accouplement (15, 16) comprend une contre-dépouille (21) avec laquelle vient en prise par l'arrière l'autre des éléments d'accouplement (15, 16) pour l'encliquetage des deux éléments d'accouplement (15, 16) l'un avec l'autre.
  14. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'élément de collision (6) peut être réglé dans l'état de collision par une accélération agissant sur la serrure de véhicule automobile (1) et se produisant en cas de collision.
EP18177484.5A 2017-06-22 2018-06-13 Serrure de véhicule automobile Active EP3418478B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017113880.3A DE102017113880A1 (de) 2017-06-22 2017-06-22 Kraftfahrzeugschloss

Publications (2)

Publication Number Publication Date
EP3418478A1 EP3418478A1 (fr) 2018-12-26
EP3418478B1 true EP3418478B1 (fr) 2022-04-20

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EP18177484.5A Active EP3418478B1 (fr) 2017-06-22 2018-06-13 Serrure de véhicule automobile

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US (1) US11608660B2 (fr)
EP (1) EP3418478B1 (fr)
CN (1) CN109113460B (fr)
DE (1) DE102017113880A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111232180B (zh) * 2020-02-26 2021-10-19 中国商用飞机有限责任公司 飞机舱门阵风锁装置

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CN109113460B (zh) 2021-06-11
EP3418478A1 (fr) 2018-12-26
CN109113460A (zh) 2019-01-01
US11608660B2 (en) 2023-03-21
DE102017113880A1 (de) 2018-12-27
US20180371803A1 (en) 2018-12-27

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