EP3775451B1 - Serrure de portière de véhicule automobile - Google Patents

Serrure de portière de véhicule automobile Download PDF

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Publication number
EP3775451B1
EP3775451B1 EP19715366.1A EP19715366A EP3775451B1 EP 3775451 B1 EP3775451 B1 EP 3775451B1 EP 19715366 A EP19715366 A EP 19715366A EP 3775451 B1 EP3775451 B1 EP 3775451B1
Authority
EP
European Patent Office
Prior art keywords
lever
motor
movement
vehicle door
catch
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
EP19715366.1A
Other languages
German (de)
English (en)
Other versions
EP3775451A1 (fr
Inventor
Bernhard Drost
Murat Özdogan
Michael Scholz
Holger Schiffer
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.)
Kiekert AG
Original Assignee
Kiekert AG
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Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP3775451A1 publication Critical patent/EP3775451A1/fr
Application granted granted Critical
Publication of EP3775451B1 publication Critical patent/EP3775451B1/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
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/16—Locks for luggage compartments, car boot lids or car bonnets
    • E05B83/24—Locks for luggage compartments, car boot lids or car bonnets for car bonnets
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E05B81/21—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening with means preventing or detecting pinching of objects or body parts
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/004—Lost motion connections
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors

Definitions

  • the invention relates to a motor vehicle door lock, in particular a flap lock or hood lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, and with a motorized closing aid which has a motor and a first lever acted upon by the motor and a second lever, the two levers being pivotally connected to one another are.
  • Flap locks or bonnet locks are generally used in connection with flaps or bonnets on motor vehicles in order to lock the relevant flap or bonnet in relation to the motor vehicle body.
  • the hood in question can be a front hood to cover an engine compartment or a rear hatch, a side hatch, etc.
  • flap locks or hood locks have to overcome relatively large gaps during the closing process.
  • motor vehicle door locks are typically equipped with catch hooks for additional security.
  • the known closing aid uses an active working lever, which can be pivoted by the motor, with a working link and a sliding block guided therein, and also a passive control lever with a control link in which the same sliding block is guided.
  • the Working backdrop crosses the control backdrop, with the sliding block sitting at the intersection of the two scenes and having a shoulder, while the rotary latch is equipped with an associated counter-shoulder.
  • the shoulder of the sliding block strikes the counter-shoulder of the rotary latch and in this way twists the rotary latch from its pre-locked position into a main locked position.
  • the crossed design of the two links with the link block at the crossing point is problematic if permanent and functionally reliable operation is to be guaranteed.
  • the well-known motor vehicle door lock or the corresponding lock for a tailgate is provided.
  • An additional anti-trap protection in connection with the closing aid is not expressly mentioned. Rather, the known teaching assumes that such anti-trap protection is not (or no longer) necessary as soon as the pre-locked position has been assumed. Since only then does the known closing aid transfer the closure from the pre-locked position to the main locked position, such a problem should obviously not arise.
  • the bonnet lock has an opening spring as an opening element, a release lever and a catch hook.
  • the catch hook can be shifted into a release position by the unlocking lever.
  • the erecting spring controls the unlocking lever via a leverage in a template, in such a way that the erecting spring acts on a control lever to which the unlocking lever is articulated. In this way, the actuation of the unlocking lever should be as tolerance-independent as possible.
  • the known teaching wants to compensate in particular for joining tolerances when the hood is closed.
  • motor vehicle door locks with a locking mechanism and a motorized closing aid with a motor and a first lever acted upon by the motor and a second lever which, when lowering a flap or hood, first performs a movement controlled by the rotary latch of the locking mechanism with freewheel relative to the first lever and is then acted upon by the first lever to pull the rotary latch closed.
  • the invention is based on the technical problem of further developing a motor vehicle door lock of the design described at the outset in such a way that a large gap area can be realized while simultaneously taking into account anti-trapping protection and at the same time with simple mechanical complexity.
  • the invention is based on a generic motor vehicle door lock in which, when a flap or hood is lowered, the second lever first performs a movement controlled by the rotary latch while simultaneously freewheeling relative to the first lever and only then does the first lever, which is then driven, move the second lever to pull the rotary latch applied.
  • the lowering movement is initiated or advantageously completed in such a way that a motor acting on the first lever first lowers an installation element acting on the flap or hood and thus the flap or hood, and only then does the closing movement follow and the rotary latch is pulled shut.
  • two phases of the movement during the closing process can be distinguished from one another and are functionally separate from one another. This involves, on the one hand, the lowering movement of the relevant flap or hood initially completed by the hood and on the other hand, the closing movement following the lowering movement.
  • the second lever runs freely in relation to the first lever. This means that during the lowering movement, the motor that acts on the first lever ensures that the positioning element is lowered exclusively via the movement of the first lever that is initiated thereby. As a result, the flap or hood automatically follows this lowering movement.
  • the first lever can press the positioning element together for this purpose.
  • the raising element which is designed as a raising spring, for example, to be compressed with the aid of the first lever acted upon by the motor.
  • the lowering of the raising element or specifically the compression of the raising spring ensures that the hood or flap is lowered and the lowering movement is carried out at the same time.
  • the second lever Due to the freewheeling of the second lever in relation to the first lever during the lowering movement, the second lever follows the movement controlled by the rotary latch.
  • the rotary latch advantageously has a pin and in particular a control cam. With the help of the pin or the control cam, the rotary latch controls the movement of the second lever.
  • the invention ensures that the lowering movement on the one hand and the closing movement on the other hand are mechanically separated from one another. This provides a clear (and mechanical) safeguard against closing too early. Because the transition from the lowering movement to the closing movement is coupled to the fact that the rotary latch or the second lever controlled for this purpose has completed the specified travel and on the other hand the second lever engages relative to the first lever and freewheeling is complete. Only when all of these conditions are met does the motor acting on the first lever work and can also work on the rotary latch for closing via the engaged second lever. As a result of this, effective anti-trap protection is also implemented.
  • the closing process only starts when the lowering movement is complete. Because only the completed lowering movement leads overall to the fact that the second lever opposite that of the motor acted upon first lever is engaged and the freewheel was thereby terminated. If resistance occurs beforehand, this functional position is not reached because the motor acting on the first lever is stopped.
  • the closing process or the closing movement is only initiated and started when the second lever has completely completed the adjustment path controlled by the rotary latch and is engaged with respect to the first lever.
  • This engagement process can be detected by sensors, for example.
  • the point in time and also the functional position can be specified and optionally varied, which corresponds to the transition from the lowering movement to the closing movement.
  • the engagement process of the second lever compared to the first lever can also be used purely mechanically and without a sensory query to start the closing movement. In this case, it can again be determined by evaluating the electric current consumed by the motor drive for the first lever, whether the second lever is engaged with respect to the first lever. Because during the closing movement, the motor works via the first lever on the engaged second lever in such a way that the rotary latch is subjected to an increased torque in relation to the raising element. This increased torque and the resulting increased power consumption of the motor can be queried and evaluated again.
  • the engaged second lever compared to the first lever during the closing movement ensures that the rotary latch can now be acted upon to close.
  • the second lever typically works on the pin or control cam in question.
  • the motor viewed via the two levers, acts on the rotary latch to pull it shut, it can be due to the realized kinematics, an increased torque can be used to complete the closing movement.
  • the torque applied to the catch can even be varied during the closing process.
  • the second lever has a link that provides freewheeling.
  • the connecting link is used to guide an engaging pin on the first lever.
  • a motor vehicle door latch is shown, which is not limited to a lid latch or a hood latch.
  • the motor vehicle door lock in question is used, for example, in connection with a front hood to cover an engine compartment in a motor vehicle.
  • the motor vehicle door lock has a metallic lock case 1 in which a locking mechanism 2, 3 consisting essentially of a rotary latch 2 and a pawl 3 is rotatably mounted.
  • a Locking bolts or catch bolts 4 are provided, which is connected to the hood or flap, which is not expressly shown, or the front hood already described above.
  • the illustrated motor vehicle door lock 1 is placed in the example on the front of the motor vehicle body, for example in the area of a cooler provided there or also a front flap in a vehicle with a rear engine. To close the front hood, the hood or flap in question is lowered. This corresponds to a lowering movement of the locking bolt or catch bolt 4, which is in the 1 is indicated by an arrow. By this lowering movement of the catch bolt or locking bolt 4, the rotary latch 2 is the transition from the functional position 1 to the 2 pivoted clockwise. This is indicated by an arrow in the 1 at.
  • a motorized closing aid 5, 6, 7 is part of the basic further structure of the illustrated motor vehicle door lock.
  • the motor 5 is only indicated by an arrow in the figures and ensures that the first lever 6 acted upon by the motor 5 can largely pivot in the clockwise direction about its associated axis 8 .
  • the first lever 6 is equipped with a spring arm 6a and a lever arm 6b which are arranged at an angle to each other.
  • a spring arm 6a and a lever arm 6b which are arranged at an angle to each other.
  • an angle between the spring arm 6a and the lever arm 6b of the first lever 6 which is in the range of approximately 50° to 70°, which of course only applies as an example and is not mandatory in any way.
  • the first lever 6 has a pin 9, with the help of which the first lever 6 or its spring arm 6a acts on a leg of a leg spring 10.
  • This torsion spring 10 is generally an erection element 10 or an erection spring 10. Because the erection element or the erection spring 10 ensures that the locking bolt or catch bolt 4 with a spring force counter to the in 1 Lowering movement shown by the arrow is set up. The same then also applies to the front hood connected to the locking bolt or catch bolt 4 . This is set up with the help of the erecting element or the erecting spring 10 in relation to the vehicle body, so that, for example, a catch hook, not expressly shown, is accessible in order to fully open the bonnet following the in FIG 1 to set up shown open position of the motor vehicle door lock.
  • the two levers 6, 7 are pivotally connected to each other.
  • the second lever 7 has a connecting link 11.
  • a pin on the lever arm 6b of the first lever 6 engages in the connecting link 11.
  • FIG. The connecting link 11 with the pin engaging therein provides a freewheeling of the second lever 7 in relation to the first lever 6, as will be explained in more detail below.
  • the second lever 7 first completes a movement controlled by the rotary latch 2 when the flap or hood in question is lowered.
  • the catch 2 has a pin 12, which in the representation after 1 first slides along an upper edge of the second lever 7 and during the transition from the functional position to the 1 to the 2 against a front edge of the second lever 7 comes to rest, as is the 2 represents.
  • the rotary latch 2 rotates clockwise during the transition from the 1 to the 2 .
  • This clockwise movement is initiated by the lowering locking bolt or catch bolt 4, which increasingly into a locking bolt 4 encompassing inlet mouth as shown in FIG 2 immersed and in this case the rotary latch 2 is pivoted clockwise.
  • the erecting spring 10 with one leg raises the locking bolt or catch bolt 4 and in the open state of the motor vehicle door lock after 1 is in a relaxed state, the lowering of the locking bolt or catch bolt 4 corresponds to the opening element or the opening spring 10 being compressed by the motor 5 working on the first lever 6 in a corresponding sense.
  • the locking bolt or catch bolt 4 plunging into the inlet mouth of the rotary latch 2 ensures that the rotary latch 2 moves in the transition from the 1 to the 2 is pivoted clockwise.
  • the pin or control cam 12 located on the rotary latch 2 first slides along the upper edge of the second lever 7 and reaches the end of the lowering movement as part of the functional position after the 2 the front edge of the second lever 7.
  • the second lever 7 is engaged after completing the above-described and predetermined adjustment path relative to the first lever 6, as is the engaged position after the 2 makes clear. Consequently, following the functional position after 2 and at the end of the lowering movement of the locking bolt or catch bolt 4, the rotary latch 2 is pulled shut, as will be explained in more detail below.
  • the second lever 7 performs the movement which is caused by the previously described freewheel relative to the first lever 6 and is controlled by the rotary latch 2 .
  • the freewheel realized by the interaction of the link 11 with the engaging pin on the first lever 6 not only allows the movement of the second lever 7 controlled by the rotary latch 2 during the lowering movement. Rather, the freewheel allows the first lever 6 at the same time that it can correspondingly lower the raising element or the raising spring 10 so that the rotary latch 2 performs the clockwise movement necessary for the control.
  • the lowering movement or compression of the erection spring 10 corresponds to the fact that the pin engaging in the link 11 on the lever arm 6b of the first lever 6 in the exemplary embodiment moves from a right-hand end position within the link 11 to a left-hand end position within the link 11 during the transition from the 1 to the 2 wanders.
  • the second lever 7 is also in the engaged position opposite the first lever 6.
  • the pin or control cam 12 is located on the front edge of the second lever 7 on.
  • a further loading of the motor 5 and thus of the first lever 6 now means that the first lever 6 and the second lever 7 are mechanically coupled to one another and the freewheeling realized by the connecting link 11 and the pin engaging therein on the lever arm 6b of the first lever 6 is finished.
  • the rotary latch 2 is closed and the closing movement is started.
  • the motor 5 acting on the first lever 6 starts the closing movement, starting from the functional position after the 2 .
  • the motor 5 works via the first lever 6 on the engaged second lever 7 in such a way that the rotary latch 2 is subjected to an increased torque in relation to the raising element 10 .
  • This can essentially be attributed to the fact that a significantly longer lever arm is observed.
  • the lever arm b which corresponds to the closing movement and is composed of both levers 6, 7, is made significantly longer. Accordingly, the rotary latch 2 can be acted upon by the motor 5 with a significantly higher torque than is observed for the actuation of the positioning element 10 . It is also clear that, depending on the design of the two levers 6, 7, the torque acting on the rotary latch 2 during the closing process or the closing movement can be fundamentally varied.
  • the closing movement is then started.
  • the motor 5 works via the first lever 6 and the coupled second lever 7 overall on the pin or control cam 12 on the rotary latch 2 in such a way that the rotary latch 2 is pivoted further clockwise.
  • the locking bolt or catch bolt 4 is lowered further and consequently the front hood connected to it is pulled shut in the example, generally against restoring forces built up by a peripheral seal.
  • the anti-trap protection can be implemented mechanically overall and no further sensors are required, rather the evaluation of the current consumed by the motor 5 or the consumed electrical power is sufficient, for example.
  • the combined control of the second lever 7 via the rotary latch 2 in conjunction with the freewheel realized by the connecting link 11 ensures that the closing process or the closing movement is mechanically secured and is expressly only started when the functional position is in the 2 is reached. This is where the main advantages can be seen.

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  • Lock And Its Accessories (AREA)

Claims (9)

  1. Serrure de porte de véhicule automobile, en particulier serrure de trappe ou serrure de capot, comportant un mécanisme de verrouillage (2, 3) sensiblement constitué d'un loquet rotatif (2) et d'un cliquet de verrouillage (3), et comportant une aide à la traction motorisée (5, 6, 7) qui présente un moteur (5) ainsi qu'un premier levier (6) et un second levier (7) sollicités par le moteur (5), les deux leviers (6, 7) étant reliés de manière pivotante l'un à l'autre, le second levier (7) exécutant d'abord un mouvement commandé par le loquet rotatif (2) avec une course libre simultanée par rapport au premier levier (6) lors de l'abaissement d'une trappe ou d'un capot, et alors seulement après le premier levier (6) ainsi entraîné agit sur le second levier (7) pour tirer le loquet rotatif (2), caractérisée en ce que le moteur (5) agissant sur le premier levier (6) abaisse d'abord un élément de positionnement (10) agissant sur une trappe ou un capot et abaisse ainsi la trappe ou le capot et seulement alors tire le loquet rotatif (2).
  2. Serrure de porte de véhicule automobile selon la revendication 1, caractérisée en ce que le loquet rotatif (2) présente une goupille (12), en particulier une came de commande (12), qui commande le mouvement du second levier (7).
  3. Serrure de porte de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que le second levier (7) s'enclenche par rapport au premier levier (6) après avoir terminé un parcours de réglage prédéfini, de sorte que le loquet rotatif (2) est ainsi tiré.
  4. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 3, caractérisée en ce que le second levier (7) exécute, pendant le mouvement d'abaissement de la trappe ou du capot, le mouvement provoqué par la course libre par rapport au premier levier (6) et commandé par le loquet rotatif (2).
  5. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 4, caractérisée en ce que le moteur (5) agissant sur le premier levier (6) est arrêté en cas de résistance apparaissant lors du mouvement d'abaissement.
  6. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 5, caractérisée en ce que suite au mouvement d'abaissement et lorsque le second levier (7) est enclenché, le moteur (5) agissant sur le premier levier (6) entame un mouvement de traction.
  7. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 6, caractérisée en ce que le moteur (5) agit sur le second levier (7) enclenché par l'intermédiaire du premier levier (6) lors du mouvement d'abaissement de telle sorte que le loquet rotatif (2) est sollicité par un couple accru opposé à l'élément de positionnement (10).
  8. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 7, caractérisée en ce que selon la conception des deux leviers (6, 7), le couple agissant sur le loquet rotatif (2) peut être modifié pendant le mouvement de traction.
  9. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 8, caractérisée en ce que le second levier (7) présente une coulisse (11) définissant la course libre pour le guidage d'une goupille venant en prise dans celle-ci sur le premier levier (6).
EP19715366.1A 2018-03-27 2019-03-01 Serrure de portière de véhicule automobile Active EP3775451B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018107210.4A DE102018107210A1 (de) 2018-03-27 2018-03-27 Kraftfahrzeugtürschloss
PCT/DE2019/100187 WO2019185080A1 (fr) 2018-03-27 2019-03-01 Serrure de portière de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3775451A1 EP3775451A1 (fr) 2021-02-17
EP3775451B1 true EP3775451B1 (fr) 2022-05-11

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19715366.1A Active EP3775451B1 (fr) 2018-03-27 2019-03-01 Serrure de portière de véhicule automobile

Country Status (5)

Country Link
US (1) US11643852B2 (fr)
EP (1) EP3775451B1 (fr)
CN (1) CN111971442B (fr)
DE (1) DE102018107210A1 (fr)
WO (1) WO2019185080A1 (fr)

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US11359418B2 (en) 2018-07-19 2022-06-14 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
DE102020132139A1 (de) 2020-12-03 2022-06-09 Kiekert Aktiengesellschaft Zuzieheinrichtung für ein Kraftfahrzeug-Schloss
DE102021132120A1 (de) 2021-12-07 2023-06-07 Kiekert Aktiengesellschaft Kombiniertes Kraftfahrzeugschloss

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Also Published As

Publication number Publication date
CN111971442B (zh) 2022-03-22
US11643852B2 (en) 2023-05-09
US20210017794A1 (en) 2021-01-21
WO2019185080A1 (fr) 2019-10-03
DE102018107210A1 (de) 2019-10-02
CN111971442A (zh) 2020-11-20
EP3775451A1 (fr) 2021-02-17

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