EP3502384A1 - Motor vehicle lock - Google Patents

Abstract

The invention relates to a motor vehicle lock for a motor vehicle door arrangement (2), wherein a latch (3) and one of the latch (3) associated pawl (4) are provided, wherein the latch (3) can be brought into an open position and a closed position, wherein the latch located in the closed position (3) in engagement with a closing wedge o. The like. Is or can be brought, wherein the pawl (4) can be brought into a retracted position in which it locks the latch (3) in the closed position and wherein the pawl (4) in a release position can be raised, in which it releases the lock latch (3), wherein the pawl (4) by means of an actuating assembly (6) can be brought into the release position, wherein a crash element (8) is provided for Avoiding a crash-induced lifting of the pawl (4) with a component (9) of the motor vehicle door assembly (2), in particular a door outer skin (2b), by the crashbed ingte deformation in a crash position is adjustable and that for this purpose located in the crash position crash element (8) or an element coupled thereto, the pawl (4) and / or the actuator assembly (6) blocks or decouples the actuator assembly of the pawl (4). It is proposed that a crash element bearing (11) is provided, which is designed as a linear guide and in which the crash element (8) is guided displaceably.

Description

The invention relates to a motor vehicle lock according to the preamble of claim 1, a motor vehicle lock according to the preamble of claim 3 and a motor vehicle door assembly according to claim 14.

The motor vehicle lock in question is assigned to a motor vehicle door arrangement with a motor vehicle door. The term "motor vehicle door" is to be understood in the present case. It includes in particular side doors, rear doors, tailgates, trunk lids or hoods. Such a motor vehicle door can in principle also be designed in the manner of a sliding door.

The crash safety plays an important role in today's motor vehicle locks. It is in the foreground that neither crash-induced accelerations nor crash-induced deformations may lead to an unwanted opening of the vehicle door, which is associated with the motor vehicle lock.

The known motor vehicle lock ( DE 10 2011 015 675 A1 ), from which the invention proceeds, is equipped with a crash safety, which prevents a crash-induced, so an automatic and unwanted opening of the vehicle door in the event of a crash. For this purpose, a crash element is provided which is adjustable by a crash-induced deformation of the door outer skin in a crash position and thereby blocks an actuating lever of the motor vehicle lock.

The crash element in the known motor vehicle lock is designed to be pivotable. Such a pivotable mounting is generally preferred in the field of motor vehicle locks, since the reliability of such pivot bearings is considered to be high even in adverse environmental conditions, for example icing conditions.

A disadvantage of the known motor vehicle lock with a pivotable about a pivot bearing crash element, however, is the fact that the introduction of force for an adjustment of the crash element must always be done in a plane which is aligned perpendicular to the pivot axis of the crash element. If this is not maintained, it is to be reckoned with a destruction of the pivot bearing, especially in the case of high forces occurring in the event of a crash. this In order to ensure a high degree of operational reliability, circumstances can only be taken into account with a particularly robust and therefore cost-intensive design of the pivot bearing of the crash element.

The invention is based on the problem, the known motor vehicle lock in such a way and further develop that the reliability of the crash protection is increased by simple structural means.

The above problem is solved in a motor vehicle lock according to the preamble of claim 1 by the features of the characterizing part of claim 1. Essential is the fundamental consideration to provide a crash element storage, which is designed as a linear guide and in which the crash element is guided displaceably.

According to the proposal has been recognized that such a linear guide is robust with a suitable design against an introduction of force into the crash element whose orientation deviates from the orientation of the linear guide. This is especially true for the usually high, acting on the crash element crash forces that cause the crash element is "pushed" by the crash element storage as it were. In this case, even a certain deformation of the crash element storage occur without the actual function of the crash element storage is impaired. A possible tilting of the crash element in the linear guide thus plays no role or only a minor role in the event of a crash.

In a particularly preferred embodiment according to claim 2, the crash element has an engagement portion for engagement with the crash-induced deformed component of the motor vehicle door, wherein the engagement portion is further preferably designed substantially plate-shaped. The plate-shaped configuration is made such that the crash forces are substantially absorbed by the plate surface of the engagement portion. In this way, the inclusion of crash forces over a relatively large area corresponding to the plate surface, possible.

In a further preferred embodiment, the crash element blocks an actuating lever, which is preferably pivotable. In this context It has been found that the blocking of a pivotable actuating lever can be interpreted by a linearly displaceable crash element in a particularly compact and, above all, robust manner.

A particularly particularly robust embodiment also preferably results from the fact that in the blocking by the crash element, the blocking force can extend over a particular stationary support and outside of the crash element storage. The wording "may" here means that not every blocking force, in particular a small blocking force, has to run over the support. For example, it is conceivable that at low blocking forces a certain amount of play between the crash element and the support remains, which is canceled only by increased blocking forces. With such a variant, the crash element storage can be interpreted weak and therefore cost, since in any case high blocking forces can be substantially absorbed by the support.

The above-mentioned blocking of a pivotable actuating lever by means of a linearly displaceable crash element allows a largely arbitrary orientation of the crash element to the actuating lever axis.

According to another teaching according to claim 3, which also has independent significance, a motor vehicle lock is claimed in which a crash element storage is provided in which the crash element is guided, wherein the crash element in its adjustment in the crash position between the component to be blocked by the crash element and adjusts a particular stationary support, in particular pushes, so that at least part of the power flow of the blocking force can extend beyond the support and outside of the crash element storage. The advantageous cost aspect of such an arrangement has already been mentioned above. On the realization of the linear displaceability of the crash element can be omitted after this further teaching. Incidentally, reference may be made to all versions of the proposed motor vehicle lock.

For example, it is provided according to claim 6, that the adjustability of the crash element in any case also on a deformability of the crash element itself declining. A displacement of the crash element in the above sense is then not necessary to provide.

The deformable design of the crash element opens up new possibilities for the design of the crash element mounting. In the preferred embodiment according to claim 9, it is provided, for example, that the crash element storage determines the crash element on the motor vehicle lock incidentally. The leadership of the crash element by the crash element storage is then limited to a hold of the crash element in the crash element storage.

In the particularly preferred embodiments according to claim 11, the crash element is designed as a bracket, which is suspended in any case at two suspension points on the crash element storage. In the event that the crash element, as indicated above, designed deformable, can hereby achieve a particularly robust and cost-effective arrangement.

According to another teaching according to claim 14, which also has independent significance, a motor vehicle door assembly with a motor vehicle door and a motor vehicle door associated, proposed motor vehicle lock is claimed. In this case, the motor vehicle lock is preferably arranged in the motor vehicle door. The motor vehicle lock then interacts with a closing wedge or the like arranged on the body of the motor vehicle. Reference may be made to all versions of the proposed motor vehicle lock.

In the particularly preferred embodiment according to claim 15, the engagement portion of the crash element is disposed in close proximity to the door outer skin of the vehicle door. In particular, in the event that the engagement portion is configured substantially plate-shaped, crash-induced deformations of the door outer skin can be introduced over a wide area in the crash element.

Fig. 1

ein vorschlagsgemäßes Kraftfahrzeugschloss im montierten Zustand,

Fig. 2

den Außenbetätigungshebel sowie das Crashelement mit zugeordneter Crashelementlagerung im demontierten Zustand a) im Normalbetrieb und b) im Crashfall,

Fig. 3

das Crashelement mit zugeordneter Crashelementlagerung des Kraftfahrzeugschlosses gemäß Fig. 1 in einer Explosionsdarstellung,

Fig. 4

ein vorschlagsgemäßes Kraftfahrzeugschloss nach einer weiteren Lehre im montierten Zustand und

Fig. 5

den Außenbetätigungshebel sowie das Crashelement des Kraftfahrzeugschlosses gemäß Fig. 4 im demontierten Zustand a) im Normalbetrieb und b) im Crashfall.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

Fig. 1

a proposed motor vehicle lock in the mounted state,

Fig. 2

the external operating lever and the crash element with associated crash element storage in the disassembled state a) in normal operation and b) in the event of a crash,

Fig. 3

the crash element with associated crash element storage of the motor vehicle lock according to Fig. 1 in an exploded view,

Fig. 4

a proposed motor vehicle lock according to another teaching in the assembled state and

Fig. 5

the external operating lever and the crash element of the motor vehicle lock according to Fig. 4 in the disassembled state a) in normal operation and b) in the event of a crash.

The motor vehicle lock 1 shown in the drawing is assigned to a motor vehicle door arrangement 2 which, in addition to the motor vehicle lock 1, comprises a motor vehicle door 2 a. For a broader understanding of the term "motor vehicle door", reference should be made to the introductory part of the description. Here and preferably, the motor vehicle door 2 a is a side door of a motor vehicle.

The motor vehicle lock 1 is equipped with the usual closing elements latch 3 and pawl 4. The latch 3 is in an open position and in an in Fig. 1 shown closed position can be brought, wherein the lock case located in the closed position 3 in engagement with a closing wedge, not shown o. The like. Is or can be brought. The lock latch 3 is usually located in the motor vehicle door 2a, while the closing wedge, as explained above, is stationary on the vehicle body.

The pawl 4 is in the in Fig. 1 shown, sunken position can be brought, in which it fixes the latch 3 in the closed position. The pawl 4 is further raised in a release position in which it releases the lock latch 3.

For lifting the pawl 4 in the release position an actuator assembly 6 is provided. Here and preferably, the actuator assembly 6 can be operated manually via a Bowden cable 7, which is coupled to an outside door handle, not shown. Alternatively or additionally, it may be provided that the actuation of the actuating arrangement 6 is motorized.

It should be noted that the representation of the motor vehicle lock 1 in Fig. 1 only very schematically. Furthermore, only selected components within the motor vehicle lock 1 are shown in dashed line. Other components, such as an operating lever chain to the pawl 4 to their lifting is not shown in the meaning of a clear representation.

In principle, in the event of a crash, as explained above, unwanted lifting of the pawl 4 can occur. This may be due to the crash accelerations occurring in the event of a crash, which act, for example, on an actuating lever 6a or on a door handle assigned to the actuating lever 6a, in particular an outside door handle. The reason for this may further be the deformations occurring in the event of a crash of components which, in the event of a crash, may possibly come into engagement with such an actuating lever 6a or the like.

The motor vehicle lock 1 is equipped with a crash element 8, which is adjustable to prevent crash-induced lifting of the pawl 4 with a component 9 of the vehicle door 2a, here and preferably an outer door skin 2b, by their crash-induced deformation in a crash position. At the in Fig. 1 As shown, the motor vehicle lock 1 is assigned to a side door designed as a sliding door, so that the door outer skin 2b of the motor vehicle door 2a is at an obtuse angle to a flat side 10 of the motor vehicle lock 1.

In a side impact S, there is a crash-induced deformation of the outer door skin 2b, whereby the crash element 8 is moved into a crash position. The position of the crash element 8 in normal operation shows Fig. 2a ), while Fig. 2b ) shows the position of the crash element 8 in the event of a crash.

In order to avoid that there is a crash-related lifting of the pawl 4, it is preferably provided in detail that the crash element located in the crash position 8 blocks the actuator assembly 6. Alternatively or additionally, it may be provided that the pawl 4 is blocked by the crash element 8.

Instead of blocking said components, it may also be provided that an adjustment of the crash element 8 in the crash position causes a decoupling of the actuator assembly 6 of the pawl 4.

In principle, the blocking or decoupling can take place directly through the crash element 8. In another preferred variant, the effect concerned originates from an element coupled to the crash element 8.

It is essential that a crash element bearing 11 is provided, which is designed as a linear guide and in which the crash element 8 is guided displaceably. The crash element bearing 11 is aligned along a geometric bearing axis 12, as best shown in FIG Fig. 3 can be seen. With a suitable design, it is possible to absorb crash forces of very different orientation via the crash element bearing 11.

A synopsis of Fig. 1 and 2 shows that the crash element storage 11 and thus the crash element 8 itself is attached to the motor vehicle lock 1 the rest. In this way, a variant with crash element 8 and a variant without crash element 8 can be realized without further ado.

Fig. 3 shows that the crash element 8 has a guide portion 13 which is in leading engagement with the crash element bearing 11. Here and preferably, the guide section 13 is designed to be elongated in cross-section perpendicular to the geometric bearing axis 12. Furthermore, the guide section 13 in cross-section perpendicular to the geometric bearing axis 12 preferably shows a substantially rectangular configuration.

At the in Fig. 3 illustrated embodiment is followed by the guide portion 13 an engaging portion 14 for engagement with the crash-induced deformed component 9 of the vehicle door 2a. Preferably, the shows Engagement portion 14 an engagement surface 15, which protrudes laterally beyond the crash element 8 the rest. By "lateral" is meant a direction perpendicular to the geometric bearing axis 12.

In order to be able to ensure an optimal absorption of force, in particular over a larger areal area, it is further preferred that the engagement portion 14 is designed essentially in the shape of a dish. As mentioned above, the plate-shaped engagement portion 14 protrudes laterally beyond the crash element 8, so that the plate-shaped engagement portion 14 extends substantially perpendicular to the geometric bearing axis 12. The plate-shaped engagement portion 14 is here aligned substantially concentric with the geometric bearing axis 12.

The crash element 8 is preferably a one-piece element, which in a particularly preferred embodiment is made of a plastic material, in particular in the plastic injection molding process. In principle, however, it is also conceivable that the crash element 8 is designed in several parts.

In normal operation, the crash element 8 is in the in Fig. 2a ) shown rest position, in which it is biased by a spring assembly 16. From the rest position can be the crash element 8, driven by the crash-induced deformation of the door outer skin 2b, against its bias in the in Fig. 2b ) show the crash position shown. This adjustment corresponds to an adjustment of the in Fig. 2a ) shown crash element 8 substantially to the left.

In order to support the spring arrangement 16 with respect to the motor vehicle lock 1, moreover, the crash element 8 is equipped with a support section 17, which is preferably arranged laterally of the guide section 13. In a particularly preferred embodiment, the support portion 17 is arranged on both sides of the guide portion 13, so that a relative to the geometric bearing axis 12 symmetrical support of the spring assembly 16 takes place, Thus, a tilting of the crash element 8 in the crash element storage 11 counteract.

In the illustrated preferred embodiment, the spring arrangement 16 has two helical compression springs 16a, 16b, which are supported by the support section 17 arranged on both sides of the guide section 13.

At the crash element bearing 11, a spring receptacle 18 is provided, each having a centering mandrel 19a, 19b for the helical compression springs 16a, 16b.

In terms of a particularly simple assembly, the crash element 8 is clipped into the crash element storage 11. For this purpose, resilient locking elements 20 are provided which engage in the assembly of the crash element 8 in rigid counter-locking elements 21. In the illustrated embodiment, the resilient locking elements 20 are arranged on the crash element storage 11 and the rigid counter-locking elements 21 on the guide portion 13. This can also be provided vice versa.

In the mounted state, the spring arrangement 16 is supported on the crash element guide 11 on the one hand and on the support section 17 of the crash element 8 on the other hand. The crash element 8 derives the bias voltage via the latching elements 20 and the counter-latching elements 21 in turn on the crash element guide 11 from.

The assembly of the crash element 8 is in the illustrated embodiment, an insertion of the guide portion 13 in the crash element guide 11 back. This insertion takes place against the bias of the spring assembly 16 until the locking elements 20 engage in the counter-locking elements 21. Tools are advantageously not needed in this assembly process of the crash element 8.

It has already been explained above that the crash element 8 can have both a decoupling function and a blocking function. In the illustrated preferred embodiment, the crash element 8 has a blocking function. In detail, the actuator assembly 6 is equipped with a here and preferably pivotable actuating lever 6a, the actuation causes a lifting of the pawl 4. Here, the actuating lever 6a is an external operating lever, which is coupled via the Bowden cable 7 with an outside door handle, not shown. In principle, the actuation lever 6a can be any actuation lever 6a, for example an internal actuation lever 6a. It is essential only that the operation of the operating lever 6a causes a lifting of the pawl 4 and that in the crash position located crash element 8 (FIG. Fig. 2 b) ) blocks the operating lever 6a in the direction of actuation 22. For blocking, the operating lever 6a is provided with a blocking surface 23 which is engageable with a counter-blocking surface 24 on the guide portion 13 in blocking engagement. The blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b. The counter-blocking surface 24 is aligned substantially perpendicular to the geometric bearing axis 12 of the crash element bearing 11.

A particularly interesting aspect in the illustrated motor vehicle lock, which has independent significance in the sense of a further teaching, is the fact that at least part of the force flow of the blocking force occurring during the locking by the crash element 8 extends substantially outside the crash element bearing 11. This is realized in a preferred alternative, characterized in that the crash element 8 adjusted during its adjustment in the crash position between the actuator assembly 6 and a particular stationary support 25, here and preferably pushes. Such a crash case is for in Fig. 1 shown construction in the local detail shown above left. The power flow of the blocking force is thus effectively short-circuited via the support 25. This is best seen in the Fig. 1 right sketch shown above.

In a preferred embodiment, substantially the entire power flow of the above blocking force on the support 25 and outside of the crash element storage 11, so that the crash element storage 11 as mentioned above can be designed weak.

It is also conceivable that there is a certain amount of play between the crash element 8 located in the crash position and the support 25, provided that no crash forces still act on the actuating lever 6a. Only when crash forces act on the actuating lever 6a, the game, possibly by deformation of a portion of the crash element storage 11, repealed, so that the power flow can extend over the support 25.

In the proposed course of the power flow of the blocking force outside the crash element storage 11, it does not matter if the pawl 4 or the actuator assembly 6, in particular the operating lever 6a, is blocked by the crash element 8.

The support 25 is preferably an immovable surface on the motor vehicle lock 1, which is arranged here and preferably on a housing plate, here on the rear plate 26 of the motor vehicle lock 1. Other variants for the realization of the rigid support 25 are conceivable.

As already mentioned, the actuating lever 6a is preferably pivotable about an actuating lever axis 6b, the geometric bearing axis 12 of the crash element bearing 11 being set opposite the actuating lever axis 6b. Preferably, the geometric bearing axis 12 of the crash element bearing 11 is set with respect to the actuating lever axis 6b by an angle which is in a range between about 30 ° and about 60 °, preferably at about 45 °. This setting of the geometric bearing axis 12 relative to the actuating lever axis 6b by an above angle has been found to be particularly advantageous for the field of application of the side doors.

In a particularly preferred embodiment, it is provided that the crash element 8 is destroyed in a crash-related adjustment in the crash position such that the blocking of the pawl 4 and the actuator assembly 6 is canceled after the occurrence of crash accelerations. This can be provided, for example, by the breakage of the crash element 8 occurring during a single adjustment of the crash element 8 into the crash position, although a certain form fit remains, which initially keeps the crash element stable. Only after changing the load situation "crashes" the crash element 8 in its individual parts, so that the blocking of the blocking assembly 6 is repealed.

According to another teaching, which also has independent significance, a motor vehicle lock 1 is claimed in which a crash element bearing 11 is provided, in which the crash element 8 is guided, wherein at least part of the power flow of the blocking force in the above manner on the support 25 and outside the crash element storage 11 can run. On all relevant Comments on the proposed motor vehicle lock 1 may be made.

The Fig. 4 and 5 show an embodiment for the further teaching, in which a linear guide in the sense of the first-mentioned teaching is not provided. The basic structure of the in the Fig. 4 and 5 illustrated motor vehicle lock 1 corresponds to the basic structure of the in the Fig. 1 to 3 shown motor vehicle lock 1, wherein just a linear guide for the crash element 8 is not provided. Accordingly, for functionally identical elements in the Fig. 1 to 3 and in the Fig. 4 . 5 the same reference numerals have been used. All related to those in the Fig. 1 to 3 explained variants with the associated advantages are on the in the Fig. 4 . 5 shown embodiment applicable accordingly.

That in the Fig. 4 . 5 shown motor vehicle lock 1 has a latch 3 and a lock latch 3 associated pawl 4. The latch 3 is as explained above in an open position, not shown, and in an in Fig. 4 shown closed position can be brought, wherein the lock case located in the closed position 3 is in engagement with a closing wedge o. The like. Is or can be brought.

The pawl 4 can be brought into the illustrated, sunken position in which they lock the latch 3 in the in Fig. 4 also shown closed position fixed. The pawl 4 is further raised in a release position, not shown, in which it releases the lock latch 3.

The pawl 4 can also bring here by means of an actuator assembly 6 in the release position, wherein the actuator assembly 6 with a in the Fig. 4 and 5 shown actuating lever 6a is equipped, which in turn is pivotable about an actuating lever axis 6b.

A synopsis of Fig. 4 and 5 shows that a crash element 8 is provided, which is for preventing a crash-induced lifting of the pawl 4 with a component 9 of the motor vehicle door assembly 2, in particular a door outer skin 2b, by their crash-induced deformation in a crash position adjustable, for which there is the crash element located in the crash position. 8 the pawl 4 and / or the actuating arrangement 6, in particular the actuating lever 6a, blocked ( Fig. 5b )).

Essential is also in the in the Fig. 4 and 5 illustrated motor vehicle lock 1, that a crash element storage 11 is provided for the crash element 8 and that the crash element 8 adjusted during its adjustment in the crash position between the crash element 8 to be blocked component 4, 6 and a particular stationary support 25, in particular pushes, so that at least part of the power flow of the blocking force can extend over the support 25 and outside of the crash element bearing 11. The basically associated advantage, namely the advantage of the comparatively weak design of the crash element storage 11, has been described in connection with FIG Fig. 1 to 3 illustrated embodiment explained.

Especially interesting in the in the Fig. 4 and 5 illustrated embodiment, the embodiment of the crash element 8 on the one hand and the crash element storage 11 on the other. The crash element 8 is used here, as in the Fig. 1 to 3 also, the blocking of the actuating arrangement 6, in particular of the actuating lever 6a, in the event of a crash.

In detail, the support 25, as also in the Fig. 1 to 3 shown immovably arranged on the motor vehicle lock 1. Preferably, the support 25 is arranged on a housing part of the motor vehicle lock 1 and further preferably part of the relevant housing part. In a particularly preferred embodiment, the support 25 is arranged on a plastic housing part 28, here and preferably on a plastic cover 28 of the motor vehicle lock 1. Alternatively, however, it may also be provided that, as explained above, the support 25 is arranged on a housing plate 26, in particular a rear plate 26, of the motor vehicle lock 1.

Interesting in the in the Fig. 4 and 5 illustrated and preferred embodiment is that the adjustability of the crash element 8 in any case also goes back to a deformability of the crash element 8. Depending on the design of the crash element bearing 11, it can also be provided that the adjustability of the crash element 8 is based exclusively on a deformability of the crash element 8.

In principle, it is conceivable that the crash-induced deformation of the crash element 8 is a permanent deformation, in particular a plastic deformation. It is also conceivable that the crash element 8 is at least partially broken and destroyed by the crash-induced deformation, as mentioned above. In a particularly preferred embodiment, however, it is such that the deformability of the crash element 8 is at least partially an elastic deformability. This makes it possible to best predict the behavior of the crash element 8, in particular its deformation path.

The Fig. 4 and 5 show that the deformability of the crash element 8 here and preferably to at least one local structure weakening 29 of the crash element 8 goes back. In the in the Fig. 4 and 5 illustrated embodiment, the crash element 8 is constructed substantially honeycomb-like. It sits down accordingly, at least in sections of bending elements 30, here and preferably of elastic wall elements 30, together.

Fig. 5 shows that the crash element 8 is made resilient at least in a region of the crash storage 11. In this area, the crash element on a spring portion 31, which allows a compression of the crash element 8 relative to the motor vehicle lock 1 in the rest. The crash element bearing 11 is not or only marginally involved in this adjustment of the crash element 8, as will become apparent from the following explanations.

With the above-mentioned deformability of the crash element 8, it can be provided in principle that the crash element storage 11 determines the crash element 8 on the motor vehicle lock 1 in the rest. A degree of freedom of movement for the crash element 8 then results exclusively from the deformability of the crash element 8.

However, here and preferably it is the case that the crash element bearing 11 has at least one pivot bearing 32, 33, here and preferably two pivot bearings 32, 33. Since pivoting movements occur only in exceptional cases, namely in the event of a crash, it is sufficient to design the pivot bearing (s) 32, 33 as a friction bearing.

It is conceivable in this context that the crash element 8 is designed as a lever which is pivotable about the crash element bearing 11. It remains in the proposed advantage that only a small load of the pivot bearing occurs in the event of a crash by the support of the crash element 8 on the support 25.

The Fig. 4 and 5 show an embodiment of the crash element 8, which not only guarantees a particularly reproducible behavior in the event of a crash, but with which the deformation of the relevant component 9 of the motor vehicle door assembly 2 can be received from a plurality of directions. For this purpose, it is proposed that the crash element 8 is configured as a bracket, which is suspended in any case at two suspension points 34, 35 via the crash element bearing 11. Here and preferably, the bow-shaped crash element 8 has two ends, on each of which a suspension point 34, 35 is located. The above suspension points 34, 35 are here and preferably the above-mentioned pivot bearings 32, 33. It is also conceivable that the crash element 8, as also mentioned above, via the crash element storage 11 at the suspension points 34, 35 is fixed.

The bow-shaped crash element 8 is arc-shaped, at least in a region between the two suspension points 34, 35, so that it allows engagement with the respective component 9 of the motor vehicle door assembly 2 from different directions 36a, b, c.

The arrangement is now preferably made such that, due to the crash-induced deformation of the relevant component 9 of the motor vehicle door arrangement 2, here and preferably an outer door skin 2 b, a force acts from the component 9 on the crash element 8 whose force action line at at least one of the two suspension points 34, 35 of the crash element 8 passes.

Preferably, it is now the case that the crash element 8 has a blocking lug 37 which, when the crash element is in the crash position 8 (FIG. Fig. 5 ), the actuating assembly 6, here the operating lever 6a, blocked. Specifically, it is so that the blocking lug 37 adjusted during the adjustment of the crash element 8 in the crash position between the actuator assembly 6 and the particular stationary support 25, here and preferably pushes.

Basically, it is also possible, as mentioned above, that the pawl 4 is blocked. As also mentioned above, the blocking takes place against the support 25, so that at least part of the force flow of the blocking force can extend beyond the support 25 and outside the crash element bearing 11.

Of particular interest in the illustrated preferred embodiment is the fact that the deformability of the crash element 8 is designed such that the blocking lug 37 executes a substantially linear movement in the event of a crash. Thus, the adjustment of the crash element 8, here the blocking lug 37 of the crash element 8, can be adjusted in a particularly space-saving manner between the components 4, 6 to be blocked by the crash element 8 and a support 25 which is fixed here.

It should be noted that the term "blocking nose" is to be understood in the present case and includes any component that can be adjusted between two components in order to produce a force flow between these two components.

The blocking nose 37 is located in the in the Fig. 4 and 5 In detail, the blocking lug 37 is arranged in a middle section between the two suspension points 34, 35 so that the crash-induced deformation is transmitted as directly as possible to the blocking lug 37.

Fig. 4 shows a further interesting aspect, namely that a limit 38 is provided for the blocking lug 37, which limits the mobility of the blocking lug 37 in the event of a crash. Here, and preferably, the boundary 38 is a slot-like shape in the plastic housing part 28, wherein the slot-like formation 38 in Fig. 4 is completed at the top by the support 25. In the event of a crash, the blocking lug 37 thus runs into the boundary 38, in particular into the slot-like formation 38, which limits the movability of the blocking lug 37 in the event of a crash. This ensures that the blocking lug 37 in the event of a crash actually in the range of motion of the operating lever 6a runs in blocking, and does not run out of this range of motion by any other deformation.

In a further preferred embodiment, it is so that the blocking lug 37 is already in normal operation with the boundary 38 into engagement, in particular projects into the slot-like formation 38, so that the blocking lug 37 is already "threaded" in the slot-like formation 38 in the event of a crash.

Finally, the functioning of the in the Fig. 4 and 5 In a side impact S, there is a crash-induced deformation of the door outer skin 2b, whereby the crash element 8 is adjusted in a crash position. The position of the crash element 8 in normal operation shows Fig. 5a ), while Fig. 5b ) shows the position of the crash element 8 in the event of a crash.

In order to avoid that there is a crash-related lifting of the pawl 4, it is preferably provided in detail that the crash element located in the crash position 8 blocks the actuator assembly 6. For blocking, the operating lever 6a is as shown in FIGS Fig. 1 to 3 , equipped with a blocking surface 23 which is engageable with a Gegenblockierfläche 24 on the crash element 8 in blocking engagement. The blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b. Here and preferably, the crash element 8 adjusted during its adjustment in the crash position between the actuating lever 6a and the support 25. The power flow of the blocking force is about the support 25, as mentioned above, as it were shorted.

As also related to the Fig. 1 to 3 addressed, there is a certain amount of play between the crash element 8 located in the crash position and the support 25, provided that no crash forces still act on the actuating lever 6a, only when crash forces act on the actuating lever 6a (in FIG Fig. 5 counterclockwise), the game in which in the Fig. 4 and 5 illustrated embodiment by deformation of a portion of the crash element 8, repealed, so that the power flow can extend over the support 25.

It may also be pointed out that it does not matter for the illustrated principle of blocking against a support 25, whether, as here, the actuator assembly 6 or the pawl 4 is blocked by the crash element 8.

Finally, it should be pointed out that in a particularly preferred embodiment, the crash element 8 can be designed as a resiliently bendable wire or strip. This makes it possible to realize an above-mentioned deformability in a particularly cost-effective manner. The wire or strip may also, as also mentioned above, to a bracket o. The like. Be bent.

According to another teaching, which also has independent significance, a motor vehicle door assembly with a motor vehicle door 2 a and a motor vehicle lock 2 associated with the motor vehicle door 2 a is claimed. The motor vehicle lock 1 is a motor vehicle lock 1 proposed above, so that in this respect reference may be made to the above statements.

In a preferred variant, it is the case that the motor vehicle door 2 a has an outer door skin 2 b, wherein the crash element 8, as in FIG Fig. 1 represented with an engagement portion 14 in close proximity to the outer door skin 2b is arranged. In a particularly preferred embodiment, a gap 27 is provided between the crash element 8 and the outer door skin 2b, ie between the engagement portion 14 and the outer door skin 2b, which is less than about 20 mm and more preferably less than about 10 mm. A gap 27 of about 3 mm in width has proven to be particularly advantageous.

In a preferred embodiment, the motor vehicle door assembly is equipped with an outside door handle, which is coupled here and preferably via the Bowden cable 7 with the actuating lever 6a. In this case, the arrangement is such that the outer door handle in a side impact by the prevailing crash accelerations always tends to an automatic lifting and the deformation of the door outer skin 2b leads to an adjustment of the crash element 8 in the crash position. With a suitable design, it is preferably such that the adjustment of the crash element 8 takes place in the crash position before an actuation of the operating lever 6a is carried out by the inclination of the outside door handle for automatic lifting. Thus, a crash-induced opening of the associated motor vehicle door can be effectively avoided.

Claims (15)

Motor vehicle lock for a motor vehicle door assembly (2), wherein a latch (3) and one of the latch (3) associated pawl (4) are provided, wherein the latch (3) can be brought into an open position and a closed position, wherein in the closed position befindliches Latch (3) in engagement with a closing wedge o. The like. Is or can be brought, wherein the pawl (4) can be brought into a retracted position in which it locks the latch (3) in the closed position and wherein the pawl (4 ) is in a release position can be lifted, in which it releases the lock latch (3),
wherein the pawl (4) can be brought into the release position by means of an actuating arrangement (6),
wherein a crash element (8) is provided which, in order to avoid a crash-induced lifting of the pawl (4) with a component (9) of the motor vehicle door assembly (2), in particular a door outer skin (2b) is adjustable by their crash-induced deformation in a crash position and that for this, the crash element (8) located in the crash position or an element coupled thereto blocks the pawl (4) and / or the actuating arrangement (6) or decouples the actuating arrangement (6) from the pawl (4),
characterized,
that a crash element bearing (11) is provided, which is designed as a linear guide and in which the crash element (8) is displaceably guided. Motor vehicle lock according to claim 1, characterized in that the crash element (8) has an engagement section (14) for engagement with the crash-deformed component (9) of the motor vehicle door (2a), preferably that the engagement section (14) has an engagement surface (15). which furthermore projects laterally beyond the crash element (8), more preferably that the engagement section (14) is substantially plate-shaped, more preferably that the dish-shaped engagement section (14) is substantially perpendicular to the geometric bearing axis (12). the crash element storage (11) extends. Motor vehicle lock for a motor vehicle door assembly (2), wherein a latch (3) and one of the latch (3) associated pawl (4) provided are, wherein the lock latch (3) can be brought into an open position and a closed position, wherein the latch in the closed position latch (3) is in engagement with a striker o. The like., or can be brought, wherein the pawl (4) in a can be brought into the closed position, in which it fixes the latch (3) in the closed position and wherein the pawl (4) can be lifted into a release position, in which it releases the latch (3),
wherein the pawl (4) can be brought into the release position by means of an actuating arrangement (6),
wherein a crash element (8) is provided which, in order to avoid a crash-induced lifting of the pawl (4) with a component (9) of the motor vehicle door assembly (2), in particular a door outer skin (2b) is adjustable by their crash-induced deformation in a crash position and that for this the crash element (8) located in the crash position blocks the pawl (4) and / or the actuating arrangement (6),
characterized,
in that a crash element bearing (11) is provided for the crash element (8) and that the crash element (8) during its displacement into the crash position between the component (4, 6) to be blocked by the crash element (8) and a particularly stationary support (25 ), in particular pushes, so that at least part of the power flow of the blocking force on the support (25) and outside of the crash element storage (11) can run. Motor vehicle lock according to claim 3, characterized by the characterizing part of claim 1 and / or 2. Motor vehicle lock according to claim 3 or 4, characterized in that the support (25) immovably on the motor vehicle lock (1) is arranged, preferably that the support (25) is arranged on a housing part of the motor vehicle lock, preferably that the support on a plastic Housing part (28), in particular on a plastic cover, the motor vehicle lock is arranged, or that the support on a housing plate, in particular a rear plate (26) of the motor vehicle lock (1) is arranged. Motor vehicle lock according to one of claims 3 to 5, characterized in that the adjustability of the crash element (8) in any case also, preferably exclusively due to a deformability of the crash element (8), preferably that the deformability of the crash element (8) is at least partially an elastic deformability. Motor vehicle lock according to claim 6, characterized in that the deformability of the crash element (8) to at least one local structure weakening (29) of the crash element (8) goes back, preferably, that the crash element (8) at least partially from bending elements (30), in particular from elastic wall elements (30), composed. Motor vehicle lock according to claim 6 or 7, characterized in that the crash element (8) is designed yielding at least in a region of the crash storage (11). Motor vehicle lock according to one of claims 3 to 8, characterized in that the crash element bearing (11) determines the crash element (8) on the motor vehicle lock (1) otherwise. Motor vehicle lock according to one of claims 3 to 9, characterized in that the crash element bearing (11) at least one pivot bearing (32, 33), preferably, that the crash element (8) as a lever, which is pivotable about the crash element storage (11) configured is. Motor vehicle lock according to one of claims 3 to 10, characterized in that the crash element (8) as a bracket, which is suspended on the crash element storage in any case at two suspension points (34, 35), preferably, that by the crash-induced deformation of a component ( 9) of the motor vehicle door assembly (2), in particular an outer door skin (2b), a force from the component acts on the crash element (8) whose force line of action passes by at least one of the two suspension points (34, 35) of the crash element (8). Motor vehicle lock according to one of Claims 3 to 11, characterized in that the crash element (8) has a blocking lug (37) which blocks the pawl (4) and / or the actuating arrangement (6) when the crash element (8) is in the crash position, preferably, that the blocking nose (37) performs a substantially linear movement in a crash-induced adjustment of the crash element (8). Motor vehicle lock according to claim 12, characterized in that a limit for the blocking lug (37) is provided which limits the mobility of the blocking lug (37) in the event of a crash. Motor vehicle door arrangement with a motor vehicle door (2a) and a motor vehicle lock (1) assigned to the motor vehicle door (2a) according to one of the preceding claims. Motor vehicle door arrangement according to claim 14, characterized in that the motor vehicle door (2a) has a door outer skin (2b) and that the crash element (8) with an engagement portion (14) in the immediate vicinity of the outer door skin (2b) is arranged, preferably that a gap (27) is provided between the crash element (8) and the outer door skin (2b) which is smaller than about 20mm, preferably smaller than about 10mm.

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