EP3555394B1 - Gâche d'une serrure de carrosserie de véhicule à moteur, serrure de carrosserie de véhicule à moteur pourvue d'une telle gâche ainsi que véhicule à moteur équipé d'une telle gâche correspondante - Google Patents

Gâche d'une serrure de carrosserie de véhicule à moteur, serrure de carrosserie de véhicule à moteur pourvue d'une telle gâche ainsi que véhicule à moteur équipé d'une telle gâche correspondante Download PDF

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Publication number
EP3555394B1
EP3555394B1 EP17816551.0A EP17816551A EP3555394B1 EP 3555394 B1 EP3555394 B1 EP 3555394B1 EP 17816551 A EP17816551 A EP 17816551A EP 3555394 B1 EP3555394 B1 EP 3555394B1
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EP
European Patent Office
Prior art keywords
bar
motor vehicle
spring means
functional position
vehicle body
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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Application number
EP17816551.0A
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German (de)
English (en)
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EP3555394A1 (fr
Inventor
Nicholas Aldersley
Michael Brandstätter
Tomasz JEDRASZEK
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.)
Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3555394A1 publication Critical patent/EP3555394A1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/04—Strikers
    • 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
    • E05B77/36—Noise prevention; Anti-rattling means
    • E05B77/38—Cushion elements, elastic guiding elements or holding elements, e.g. for cushioning or damping the impact of the bolt against the striker during closing of the wing
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/04—Strikers
    • E05B85/045—Strikers for bifurcated bolts

Definitions

  • the present invention relates to a striker of a motor vehicle body lock according to claim 1, a motor vehicle body lock having a corresponding striker according to claim 9 and a correspondingly equipped motor vehicle according to claim 10.
  • a striker of a motor vehicle body lock with a bracket arranged on a bracket plate is known.
  • the bracket plate itself is connected to a base plate which can be fastened to the motor vehicle body by means of fastening means which can be received in spaced-apart receptacles.
  • These recordings contain abutments which serve to dampen vibrations and noise, so that the striker, starting from a rest position, is designed to be movable in one direction of action.
  • the striker is provided with a bracket arranged on a bracket plate and, starting from a rest position, is designed to be movable in an effective direction. It is operatively connected to an abutment and has a base plate which can be attached to a motor vehicle body. In the event of movement of the bracket, the abutment has three stiffnesses depending on its path of deformation. Rigidity is the quotient of the force acting on the bracket (dividend) and deformation path (divisor) of the abutment: In the rest position, the abutment has a first stiffness.
  • the rest position is a functional position during which the shackle has essentially no load (ie if a correspondingly equipped motor vehicle body lock is open) or only a low load (ie if the motor vehicle body lock is properly closed or starting, starting from its open state from its closed state, is opened as intended).
  • the deformation path of the abutment can increase up to a first threshold value when the motor vehicle body lock closes.
  • the abutment is in a first functional position and has a second stiffness which is less than the first stiffness.
  • the component which is closed by means of the striker in particular a tailgate, is locked and a correspondingly equipped motor vehicle is at a standstill or in an intended driving state.
  • the deformation path relevant here begins with regard to one Closing process of the motor vehicle body lock, at the first threshold and ends when a second threshold is reached.
  • the abutment assumes a second functional position that represents a highly dynamic acceleration, which occurs in particular when the motor vehicle body lock closes highly or when the vehicle is locked due to an accident.
  • the load multiple is up to 30g.
  • the abutment In the second functional position, the abutment has a third stiffness that is greater than the second stiffness.
  • the first stiffness and the third stiffness are greater than the second stiffness, so that a suitably equipped motor vehicle body lock is advantageously quiet on the one hand in its operating state, on the other hand when it is closed or opened as intended and a highly dynamic closing or opening is reliable.
  • the first stiffness and the third stiffness can advantageously be the same size.
  • the three stiffnesses provided according to the invention can be achieved by any means in or on the striker.
  • the striker according to the invention is initially characterized in that the abutment Bracket is arranged adjacent. This advantageously creates a particularly compact but durable device.
  • the closing bracket according to the invention is characterized in that the bracket plate is designed such that, viewed in a direction of action which is essentially orthogonal to the bracket plate, and assuming the rest position, it assumes the first functional position and the second functional position, wherein the distance between the bracket plate and the base plate in the first functional position is smaller than their distance in the second functional position.
  • the distance between the bracket plate and the base plate in the second functional position is greater than their distance in the rest position.
  • the striker itself is free of any mechanical stress typical of the lock; in particular, in this state no known hook of a motor vehicle body lock engages with the bracket.
  • the rest position is thus in particular when the correspondingly equipped motor vehicle body lock is open.
  • the rest position is when the motor vehicle body lock is closed, but the first threshold value has not yet been exceeded.
  • the striker In the first functional position, the striker is in an operating state in which the hook of the motor vehicle body lock at least partially encompasses the striker in a manner known per se and a maximum pull is exerted by the lock in response to a closing movement.
  • the associated forces are, as is known per se, caused in particular by seals present on the body elements to be closed and to be compressed during the closing process.
  • the hook of the motor vehicle body lock is engaged on the striker and all the forces opposing its closing movement, in particular those due to the compression of the seals opposing forces are overcome. The closing process of the motor vehicle body lock is therefore ended and the motor vehicle body lock is closed as intended.
  • the striker When a correspondingly equipped motor vehicle body lock is closed, the striker assumes the first functional position and, in the case of high acceleration, the second functional position, starting from its rest position. In the case of a high-acceleration-free opening process, the striker assumes the rest position, starting from the first functional position.
  • the striker according to the invention has the advantage over the striker known from the prior art that, with simple and reliable means, a safe opening, holding and closing process of an appropriately equipped motor vehicle body lock is created, with which a crash-proof design is additionally connected.
  • the abutment is arranged adjacent to the bracket and the bracket plate is designed in such a way that, viewed in a direction of action which is essentially non-orthogonal to the bracket plate, and assuming the rest position, it assumes the first functional position and the second functional position .
  • the bracket plate is designed to be pivotable about a virtual axis for taking the first functional position by a first pivot angle and for taking the second functional position by a second pivot angle, which is larger than the first pivot angle. While a translatory, damped movement of the ironing plate is made possible in the previously disclosed device, the device disclosed at this point advantageously enables a rotationally damped movement of the ironing plate.
  • the abutment and the bracket plate are located in a housing arranged on the base plate.
  • the housing provides, in particular, mechanical protection against external forces, elements or the like acting on the device according to the invention. created while at the same time acting as a support for the abutment.
  • the housing does not have to be completely closed. Rather, the housing can be partially open, and thus even a frame, in which the abutment, the base plate and the bracket are reliably accommodated.
  • the striker is advantageously designed such that the abutment has at least one first spring means, which is located between the housing and the bracket plate, at least one second spring means, which is located between the housing and the bracket plate and next to the first spring means, and at least one has third spring means, which is located between the bracket plate and the base plate. Accordingly, the first spring means and the second spring means are connected in parallel to one another and the third spring means are connected in series with this.
  • the spring means mentioned can be made of any suitable material. In a particularly advantageous manner, however, the spring means are formed from an elastomer that can be easily and inexpensively manufactured in large quantities.
  • each spring means has a suitable spring constant in order to be able to assume the respective functional positions. It is thus advantageously possible for the spring means to have preloads which overlap one another. Furthermore, in addition to the respective spring constants, the spring means can also, according to a preferred embodiment be influenced that the third spring means is at a distance from the housing and / or the first spring means in the rest position.
  • the spring means are set up in such a way that the overall spring characteristic of the striker in the second functional position, which corresponds to the operating point of the striker, is flatter than in the rest position and the first functional position.
  • the second spring means is spaced apart from the base plate in the first functional position and the second functional position.
  • Figure 1 is an idealized, qualitative force-displacement path diagram of an abutment (see reference numerals 55, 60, 65 in the Figures 2ff .) of striker according to the invention (see. Reference 15 in Figures 2 ff.) shown, from which its stiffness, ie the quotient of force F and deformation path s, can be determined.
  • the abutment 55, 60, 65 has three stiffnesses depending on the operating state of the striker 15: In a rest position, the in Figure 1 denoted by I, the abutment 55, 60, 65 has a first stiffness. In a first functional position (cf. II in Figure 1 ), which represents the operating state of the striker 15, the abutment 55, 60, 65 has a second stiffness. In a second functional position (cf. III in Figure 1 ), in which a highly dynamic acceleration of the striker 15 or a correspondingly equipped part, not shown here (such as a tailgate, a bonnet or a vehicle door) takes place, the abutment has a third stiffness. At the transition from the rest position to the first functional position, the abscissa is the Figure 1 a first threshold S1. At the transition from the first functional position to the second functional position, the abscissa is the Figure 1 a second threshold S2.
  • the bracket 45 of the locking bracket 15 (cf. Figures 2 ff.) a deformation path back, which in the example shown here in the rest position, starting from 0 with a substantially constant stiffness, with a force of essentially f up to substantially 0.75 L, where L is the path that the bracket 45, starting from an unloaded position (ie force and deformation distance are 0), travels to its normal operating point B.
  • the maximum deformation path in the rest position is reached at the first threshold S1.
  • the device according to the invention is in its operating state, the preferred operating point B in the exemplary embodiment shown here reaching with a force of essentially + 1.3 F or a deformation path of essentially + L is.
  • the rigidity of the abutment 55, 60, 65 is lower in the first functional position II than in the rest position I.
  • the device according to the invention is in the second functional position III.
  • this functional position III ends with a deformation path of essentially + 2L or + 2f.
  • the rigidity of the abutment 55, 60, 65 in the second functional position III is greater than in the first functional position I.
  • the rigidity of the abutment 55, 60, 65 in the second functional position III is greater than in the rest position I. This is however not mandatory; rather, the stiffnesses in the rest position I and the second functional position III can also be the same. Alternatively, it is possible that the stiffness in the second functional position III is less than the stiffness in the rest position I.
  • a first structural embodiment of the invention is shown by way of example.
  • a motor vehicle 1 is symbolically represented, which has a motor vehicle body 5.
  • Motor vehicle body lock 10 shown is provided, with which, for example, a tailgate, a door, a trunk lid (not shown in each case) or the like can be secured to the motor vehicle body 5.
  • the striker 15 shown in a rest position I.
  • the striker 15 comprises a base plate 20 which is fastened to the motor vehicle body 5 with symbolically illustrated fastening means 25.
  • a housing 30 is formed on the base plate 20 and has two openings 35 in it.
  • Two legs 40 of a U-shaped bracket 45 project through the openings and are arranged on a bracket plate 50 at their respective ends adjacent to the base plate 20.
  • the openings 35 each have an inner diameter that is larger than the respective outer diameter of the bracket 45, so that the latter can transmit vibrations without touching the housing 30.
  • first spring means 55 Within the housing 30 there are a first spring means 55, a second spring means 60 and a third spring means 65, which are each made of an elastomer. These three spring means 55, 60 and 65 form an abutment which cooperates with the housing 30 serving as a stop.
  • the first spring means 55 is located between the housing 30 and the bracket plate 50; it also surrounds the part of the legs 40 which is immediately adjacent to the bracket plate 50.
  • the first spring means 65 is injection molded onto both the housing 30 and the bracket plate 50.
  • the second spring means 60 is located between the bracket plate 50 and the base plate 20. Unlike the first spring means 55, it is only molded onto the bracket plate 50.
  • the third spring means 65 is spaced apart from the first spring means 55 between the housing 30 and the bracket plate 50; it is molded onto the latter and lies in the Figure 2 below against the housing 30.
  • bracket plate 50 The distance between the bracket plate 50 and the base plate 20 is denoted by A0 in the embodiment shown here, which reflects the rest position. In this rest position they are off Figure 1 known force, for example 0 N and the deformation path, for example 0 mm. In the Figure 1 ratios marked with I apply here accordingly
  • a hook 70 of the motor vehicle body lock 10 at least partially surrounds the bracket 45 in a manner known per se and exerts a force F on the locking bracket 15.
  • the bracket 45 has been moved in the effective direction W by tightening the hook 70 in such a way that the bracket plate 50 together with the first spring element 55 and the third spring element 65 have been moved in the direction of the part of the housing 30 which lies opposite the base plate 20.
  • the third spring element 65 no longer bears against the housing 30.
  • the distance between the bracket plate 50 and the base plate 20 is A1, A1 being greater than A0. In the Figure 1 conditions marked with II apply accordingly.
  • both the first spring means 55 and the second spring means 60 bear against the housing 30.
  • the third spring means 65 is spaced from the base plate by a gap A2 which is larger than the gap A1.
  • FIG. 5 A second structural embodiment of the invention is shown by way of example, in which the effective direction W does not change in the direction of the stirrups 40, but transversely thereto, specifically on the one in FIG Figure 5 left leg 40 extends to the left.
  • the bracket plate 50 is aligned essentially parallel to the base plate 20 and, in the rest position I shown, has a pivot angle ⁇ 0, which is defined as 0 ° relative to a virtual pivot axis P, which is centered in the bracket plate 50 and orthogonal to that from the bracket 45 spanned level.
  • ⁇ 0 pivot angle
  • P virtual pivot axis
  • a second spring means 60, a first spring means 55 and a third spring means 65 are arranged on the side of the bracket plate 50 facing the base plate 20 point-symmetrically to the pivot axis P, which forms the corresponding center of symmetry.
  • Functional position II shown encompasses a hook 70 of the motor vehicle body lock 10 in a manner known per se, the engagement according to this exemplary embodiment taking place on the leg 40 shown on the left in the figure.
  • the bracket plate 50 pivots about the pivot axis P by a first pivot angle ⁇ 1, which is greater than the pivot angle ⁇ 0.
  • the first spring means 55 each remain in contact with the housing 30, while the second spring means 60 remain spaced from it and the third spring means 65 detach from it. This results in a spring stiffness of the overall system, the course of which in Figure 1 is represented by reference number II.
  • the striker 15 is shown in a second functional position III, in which it is accelerated highly dynamically in the effective direction W.
  • the bracket plate 50 pivots about the pivot axis P by a pivot angle ⁇ 2 which is greater than the pivot angle ⁇ 1.
  • the first spring means 55 and the second spring means 60 each bear against the housing 30, while the third spring means 65 are spaced from this and make no contribution to damping the striker 15.
  • the Figure 1 conditions shown with III apply accordingly.
  • the position of the respective spring means 55, 60 or 65 is determined from a combination of their inherent material properties, for example their spring stiffness, and the respectively selected distances of the respective respective spring means from the housing 30 or the second spring means 60 from the base plate 20 influenced.
  • the spring constant of the first spring means 55 is smaller than the spring constant of the second spring means 60.
  • the pivot axis P is also different from that in FIGS Figures 4 to 6 positions shown.
  • step 8 coincides with step 2.

Landscapes

  • Lock And Its Accessories (AREA)
  • Superstructure Of Vehicle (AREA)
  • Body Structure For Vehicles (AREA)

Claims (10)

  1. Gâche de fermeture (15) d'une serrure de carrosserie de véhicule automobile (10), comprenant une gâche (45) disposée sur une plaque de gâche (50) et qui est réalisée de façon à pouvoir se déplacer à partir d'une position de repos dans une direction d'action (W) et se trouve en liaison active avec une butée (55, 60, 65), ainsi que comprenant une plaque de base (20) pouvant être fixée à une carrosserie de véhicule automobile (5),
    caractérisée en ce que la butée (55, 60, 65), en cas de mouvement de la gâche (45),
    - en partant de la position de repos dans laquelle elle présente une première rigidité,
    - présente dans une position fonctionnelle représentant l'état de fonctionnement de la gâche (15) une deuxième rigidité qui est inférieure à la première rigidité, et
    - présente dans une deuxième position fonctionnelle représentant une accélération hautement dynamique de la serrure de carrosserie de véhicule automobile (10) une troisième rigidité qui est supérieure à la deuxième rigidité.
  2. Gâche de fermeture (15) selon la revendication 1, caractérisée en ce que
    - la butée (55, 60, 65) est disposée à côté de la gâche (45), et
    - la plaque de gâche (50) est réalisée de telle sorte que, vue dans une direction d'action (W) qui agit de manière substantiellement orthogonale à la plaque de gâche (50), et en partant de la position de repos, elle occupe la première position fonctionnelle et la deuxième position fonctionnelle, dans laquelle
    - la distance (A1) entre la plaque de gâche (50) et la plaque de base (20) dans la première position fonctionnelle est inférieure à la distance (A2) de celle-ci dans la deuxième position fonctionnelle.
  3. Gâche de fermeture (15) selon la revendication 1, caractérisée en ce que
    - la butée (55, 60, 65) est disposée à côté de la gâche (45), et
    - la plaque de gâche (50) est réalisée de telle sorte que, vue dans une direction d'action (W) qui n'agit pas de manière substantiellement orthogonale à la plaque de gâche (50), et en partant de la position de repos, elle occupe la première position fonctionnelle et la deuxième position fonctionnelle, dans laquelle
    - la plaque de gâche (50) est réalisée pivotante sur un axe virtuel (P) pour occuper la première position fonctionnelle selon un premier angle de pivotement (α1) et pour occuper la deuxième position fonctionnelle selon un deuxième angle de pivotement (α2) qui est supérieur au premier angle de pivotement (α1).
  4. Gâche de fermeture (15) selon l'une quelconque des revendications 1 à 3, caractérisée en ce que la butée (55, 60, 65) et la plaque de gâche (50) se trouvent dans un boîtier (30) disposé sur la plaque de base (20) .
  5. Gâche de fermeture (15) selon l'une quelconque des revendications 1 à 4, caractérisée en ce que la butée (55, 60, 65) présente au moins un premier moyen faisant ressort (55) qui se trouve entre le boîtier (30) et la plaque de gâche (50), au moins un deuxième moyen faisant ressort (60) qui se trouve entre la plaque de gâche (50) et la plaque de base (20), et au moins un troisième moyen faisant ressort (65) qui se trouve entre le boîtier (30) et la plaque de gâche (50) ainsi qu'à côté du premier moyen faisant ressort (55).
  6. Gâche de fermeture (15) selon la revendication 5, caractérisée en ce que le premier moyen faisant ressort (55) est surmoulé sur la plaque de gâche (50) ainsi que sur le boîtier (30).
  7. Gâche de fermeture (15) selon la revendication 5 ou 6, caractérisée en ce que le troisième moyen faisant ressort (65) est espacé du boîtier (30) et/ou du premier moyen faisant ressort (55) dans la position de repos.
  8. Gâche de fermeture (15) selon l'une quelconque des revendications 4 à 7, caractérisée en ce que le deuxième moyen faisant ressort (60) est espacé de la plaque de base (20) dans la première position fonctionnelle et la deuxième position fonctionnelle.
  9. Serrure de carrosserie de véhicule automobile (10), caractérisée par une gâche de fermeture (15) selon l'une quelconque des revendications précédentes.
  10. Véhicule automobile (1), caractérisé par au moins une gâche de fermeture (15) selon l'une quelconque des revendications 1 à 8 ou une serrure de carrosserie de véhicule automobile (10) selon la revendication 9.
EP17816551.0A 2016-12-19 2017-11-29 Gâche d'une serrure de carrosserie de véhicule à moteur, serrure de carrosserie de véhicule à moteur pourvue d'une telle gâche ainsi que véhicule à moteur équipé d'une telle gâche correspondante Active EP3555394B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016225480.4A DE102016225480A1 (de) 2016-12-19 2016-12-19 Schließbügel eines Kraftfahrzeug-Karosserieschlosses, Kraftfahrzeug- Karosserieschloss mit einem solchen Schließbügel sowie entsprechend ausgestattetes Kraftfahrzeug
PCT/EP2017/080753 WO2018114251A1 (fr) 2016-12-19 2017-11-29 Garde-corps d'un fermoir de carrosserie de véhicule à moteur, fermoir de carrosserie de véhicule à moteur pourvu d'un tel garde-corps ainsi que véhicule à moteur équipé d'un tel garde-corps correspondant

Publications (2)

Publication Number Publication Date
EP3555394A1 EP3555394A1 (fr) 2019-10-23
EP3555394B1 true EP3555394B1 (fr) 2020-07-08

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EP17816551.0A Active EP3555394B1 (fr) 2016-12-19 2017-11-29 Gâche d'une serrure de carrosserie de véhicule à moteur, serrure de carrosserie de véhicule à moteur pourvue d'une telle gâche ainsi que véhicule à moteur équipé d'une telle gâche correspondante

Country Status (5)

Country Link
US (1) US11933089B2 (fr)
EP (1) EP3555394B1 (fr)
CN (1) CN109790729B (fr)
DE (1) DE102016225480A1 (fr)
WO (1) WO2018114251A1 (fr)

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DE102016225480A1 (de) 2018-06-21
WO2018114251A1 (fr) 2018-06-28
US20190277070A1 (en) 2019-09-12
US11933089B2 (en) 2024-03-19
CN109790729B (zh) 2021-01-05
CN109790729A (zh) 2019-05-21
EP3555394A1 (fr) 2019-10-23

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