EP3807482B1 - Motor vehicle door lock - Google Patents

Description

The invention relates to a motor vehicle door lock, with a body-side motor vehicle door lock and associated lock housing and a hood or door-side lock holder bracket, or vice versa, further with at least one opening/closing drive for a lock in the motor vehicle door lock or lock housing, and with a handle for manual emergency opening of the lock . - The motor vehicle door lock in question is not limited to a motor vehicle front hood lock or motor vehicle tailgate lock or the aforementioned motor vehicle door lock represents a component of the motor vehicle door lock in question in addition to the additionally provided lock holder bracket.

Such motor vehicle door locks initially have the two basic components, namely the motor vehicle door lock or the lock housing with the locking mechanism located therein, essentially consisting of a rotary latch and a pawl, on the one hand, and the associated lock holder bracket or locking bolt on the other. The lock housing is usually provided on the body side, for example in the area of a front hood or tailgate opening in or on the body. In the former case, the motor vehicle door lock is designed as a motor vehicle front hood lock. The latter variant corresponds to a motor vehicle tailgate lock.

In contrast, the lock holder bracket is located on the hood or door side. However, the reverse can also be done. In this case, the lock holder bracket is connected to the body, whereas the lock housing and with it the associated motor vehicle door lock are one mounted on the hood or door side. As a rule, however, the lock housing is found on the body side and the lock holder bracket on the hood or door side, as is generally the case in the DE 10 2016 117 282 A1 is described by the applicant.

Such motor vehicle front hoods or tailgate locks are now generally opened or closed by motors. For this purpose, the opening/closing drive for the locking mechanism is provided in the lock housing. The opening drive ensures that, for example, in a motor vehicle front hood lock, a pawl as part of the locking mechanism consisting of a rotary latch and pawl and, if necessary, a drive pawl are opened. The drive pawl is part of the closing drive and, together with the closing drive, ensures that, for example, a locking device that is manually in the pre-locking position is transferred to the main locking position and closed.

In addition, in such motor vehicle door locks or motor vehicle front hood locks or motor vehicle tailgate locks, a handle is provided with the help of which the locking mechanism can be opened manually via a connecting element. Actuating the handle consequently results in the connecting element being acted upon and in this way the locking mechanism undergoes an emergency opening.

In the generic state of the art according to the EP 0 217 169 A1 A closing drive is provided, which pivots the rotary latch as part of the locking mechanism from the pre-locking position into the main locking position. An emergency release lever is also provided, with the help of which there is a total in the area Fig. 2 emergency opening shown can be carried out.

The state of the art has basically proven itself. However, emergency opening is not generally possible with motor vehicle front and tailgate locks. Due to legal requirements, for example, the hood or door may only be partially opened while the associated motor vehicle is driving. For example, to supply fresh air to the front hood area or the tailgate area. This is considered absolutely necessary, for example to provide fresh air to people who are accidentally trapped here. However, full opening must be avoided while driving for safety reasons. For this reason, the hood or door may only be partially opened until a so-called catching position is reached. The catch position can usually only be reached while driving using the emergency opening via the handle. Motorized opening using the opening drive, on the other hand, is generally not permitted while driving, but is of course expressly possible when stationary.

The catching position corresponds to the fact that motor vehicle front hood locks, for example, also have a catch hook in addition to the locking mechanism consisting of a rotary latch and pawl. When closing a hood, a door or a lid with the lock holder bracket arranged thereon, the catch hook in question is pivoted into its closed position, in which it engages behind the locking bolt or lock holder bracket. The locking bolt or lock holder bracket is therefore doubly secured, on the one hand by the rotary latch held in the closed position with the help of the pawl and on the other hand by the catch hook mentioned.

In order to open such a motor vehicle front hood lock or tailgate lock or catch hook lock in general, the locking mechanism is acted upon with the help of the opening drive. For this purpose, a handle provided inside a motor vehicle body can be provided, which acts on the opening drive and ensures the electromotive opening of the locking mechanism. This means that the opening drive only ensures that with its help the pawl is generally lifted from its engagement with the rotary latch and can accordingly open the locking mechanism in the lock housing. The catch hook still ensures that that the locking bolt or lock holder bracket is held in place. The catch position described above corresponds to this.

In order to be able to completely open such a catch hook lock, it is also necessary to pivot the catch hook that still secures the lock holder bracket so that the lock holder holder and thus the hood or flap are released. The pivoting of the catch hook is regularly carried out by a vehicle driver, who, for example, has to reach through a gap between the body and the hood on the front of the motor vehicle in order to operate the catch hook. This gap is created by the fact that the hood is set up after the described opening process of the locking mechanism with the help of the opening drive at least until the catching position is reached. This is ensured by a spring or by any restoring forces from a door or hood seal.

In practice, motor vehicle front hood locks can usually only be opened by an electric motor using the opening drive from inside the motor vehicle body (while stationary). This is no longer possible if the on-board electrical system voltage is insufficient. This means that in this case a vehicle driver can still get into the motor vehicle because, for example, a locking cylinder with a mechanical key or emergency key ensures that at least the motor vehicle door is opened. However, in the example case described, the battery, which can often be accessed via the front hood, is not accessible. In addition, there are currently no convincing solutions to prevent the front hood or tailgate from being completely opened while driving if, for example inside the motor vehicle, the handle, which is mechanically coupled to the locking mechanism via the connecting element, is acted upon for manual emergency opening of the locking mechanism. The invention as a whole aims to provide a remedy here.

According to the document DE 102012004792 A1 the features of the preamble of independent claim 1 are known.

The invention is based on the technical problem of further developing such a motor vehicle closure in such a way that a functionally reliable mechanical emergency opening is provided, without the risk of unwanted hood or door openings.

To solve this technical problem, a motor vehicle door lock with the features of claim 1 is proposed according to the invention. Further preferred embodiments of the invention are defined in the subclaims. A generic motor vehicle door lock within the scope of the invention has a handle to which a locking element is assigned, the position of which is queried using at least one sensor.

The handle is usually mechanically coupled to the locking mechanism via a connecting element. In this way, the lock can be opened manually in an emergency. During the manual emergency opening, the locking mechanism and, if necessary, a drive pawl are usually opened as part of a closing drive. In addition, a catch hook can also be opened. As a result, the lock holder bracket is completely released and the hood can be opened.

In order to prevent unintentional complete opening, for example while driving, the handle is assigned the locking element. The locking element can be moved into a position that at least locks and releases the handle. For this purpose, the locking element generally interacts with a stop on the connecting element to limit the path of the connecting element.

The handle usually has an extension that at least partially acts on the locking element. In fact, the design is such that when the handle is acted upon to emergency open the locking mechanism of the motor vehicle door lock, the extension works on the locking element and acts on it at least to such an extent that the sensor querying the position of the locking element is also acted upon. In this case, however, the locking element does not (yet) ensure that the handle is blocked becomes. Rather, this is done with the help of a locking drive assigned to the locking element. As soon as the locking drive acts on the locking element, the locking element moves from its position releasing the handle to the position locking the handle.

In this locked position of the handle, the handle can only be acted upon taking into account a first stroke, with the help of which the pawl is opened from its engagement with the rotary latch and, if necessary, a drive pawl. However, the additional and usually provided catch hook still ensures that the lock holder bracket is secured and held in place. Only when the locking element is moved into its position releasing the handle with the help of the locking drive can the handle perform a second stroke following the first stroke and also open the catch hook. Now the hood can be swung open completely.

The locking element is designed in detail as a predominantly linearly guided locking slide. The locking slide has a locking lug which moves into a position that locks the handle. In this locking position, the locking lug is located in front of a stop on the connecting element between the handle and the locking mechanism, so that loading of the handle up to the first stroke is limited by the fact that the stop on the connecting element moves against the locking lug and consequently the loading of the handle up to to the first stroke is limited in this way. This only opens the pawl and, if necessary, a drive pawl. The catch hook still ensures that the rotary latch is secured. After completing this first stroke of the handle, the hood moves into a catching position.

The blocking element is generally equipped with a contour that acts on the sensor. This is particularly recommended due to the fact that the sensor is typically used as a micro switch or switch in general is trained. The contour provided on the locking element or locking slide now ensures that the sensor or switch or microswitch is acted upon with the help of the contour as soon as the locking element or the locking slide is acted upon with the help of the handle or the extension on the handle. In addition, the sensor or switch is still acted upon as before and unchanged as soon as the locking drive transfers the locking element into the position that locks the handle.

Signals from the sensor are usually processed by a control unit. Depending on signals from the sensor, the control unit now acts on the opening/closing drive for the locking mechanism and optionally the locking drive for the locking element. For example, if the handle is acted upon and generates a signal on the sensor, the control unit can interpret this to mean that the opening/closing drive for the locking mechanism is acted upon to open the locking mechanism, according to the invention when the motor vehicle is at a standstill. For this purpose, the control unit generally additionally evaluates signals from a speed sensor and/or at least one door contact switch.

If the control unit determines a significant speed based on signals from the speed sensor, the control unit generally acts on the locking drive for the locking element in such a way that the locking element is transferred from its previously occupied position releasing the handle into the position locking the handle. This ensures that any impact on the handle while driving will only result in the locking mechanism and, if necessary, the drive pawl being opened. The associated front hood goes into its catching position. The catch hook still ensures that the rotary latch is secured so that the front hood cannot move into its fully open position. At the same time, the hood or front hood can be moved into the catch hook position using a motor with the help of the opening/closing drive, for example to take a person who is there accidentally with it To supply fresh air. If the opening/closing drive for the locking mechanism fails, the hood or flap in question can also be moved into the catch position mentioned using the handle for manual emergency opening of the hood.

The signal from the sensor can also be stored according to the invention and used for a time-delayed action on the opening/closing drive and optionally the locking drive. For example, an operator may press the handle for manual emergency opening while driving in order to indicate his or her wish to open the hood or flap. This opening request is not met while driving because the control unit acts on the locking drive for the locking element through the additional evaluation of the signals from the speed sensor immediately when the motor vehicle starts up. The locking element is therefore in its position locking the handle while the motor vehicle is driving.

Only when the vehicle has come to a standstill does the control unit evaluate the stored signal from the sensor so that the opening/closing drive is now actuated to open the hood or flap, without the handle experiencing or having to be operated again . In fact, the stored signal from the sensor is evaluated by the control unit to the effect that when the vehicle is at a standstill, the opening/closing drive first opens the locking mechanism and then the catch hook.

According to a particularly advantageous embodiment of the invention, the locking drive for the locking element is designed to be self-locking. In this way, the control unit can de-energize the locking drive after reaching a position that locks or releases the handle. This results in unnecessary energy consumption to power the locking drive Reaching one of its two end positions is avoided. In fact, he has Locking drive in this context usually via a worm wheel, which generally ensures the self-locking design of the locking drive as a whole.

As a result, a motor vehicle door lock is provided which provides a functionally reliable mechanical emergency opening, without the risk of unwanted hood or door openings. Querying the position of the locking element with the help of the sensor provides information about any opening request for manual emergency opening by an operator as well as whether the locking element is in a position that releases the handle or a position that blocks the handle. The signal from the sensor can now advantageously be evaluated by the control unit depending on the speed and, for example, be implemented in such a way that when a certain vehicle speed is reached or a threshold for a predetermined vehicle speed is exceeded, the locking element is transferred to its position that locks the handle. The control unit may then de-energize the associated locking drive for the locking element.

The locking element maintains its position blocking the handle by self-locking until the locking drive acts on the locking element in the direction of its releasing position in relation to the handle. This is usually only the case when the motor vehicle has come to a standstill after a previous journey. A possibly stored signal from the sensor assigned to the locking element can now be interpreted as a request to open the flap or hood in such a way that the opening/closing drive opens the hood immediately after the vehicle has stopped (for a longer period of time) without additional pressure on the handle. If necessary, it will also be evaluated whether the engine is running, so as not to misinterpret, for example, a waiting position of the motor vehicle as being at a standstill. For this purpose, the signal of at least one door contact switch is also evaluated with the help of the control unit. As soon as that The motor vehicle is stationary, the engine is switched off and, for example, the door contact switch also reports that the vehicle door has been opened, this can be interpreted to mean that the vehicle has actually come to a standstill and the hood or flap can be opened safely. This is essentially where the main advantages can be seen.

Fig. 1 den

erfindungsgemäßen Kraftfahrzeugtürverschluss schematisch in einer Übersicht,

Fig. 2

die Handhabe zum Notöffnen,

Fig. 3

den Gegenstand nach Fig. 2 bei einer Notöffnung und Absolvieren eines ersten und zweiten Hubes seitens der Handhabe sowie freigebender Position des Sperrelementes,.

Fig. 4

den Gegenstand nach Fig. 3 in sperrender Position des Sperrelementes,

Fig. 5

das Gesperre inklusive Fanghaken in einer Übersicht,

Fig. 6

einen Öffnungsvorgang der Sperrklinke bis zur Fangposition,

Fig. 7

einen vollständigen Öffnungsvorgang der Haube bzw. Klappe inklusive Öffnen des Fanghakens und

Fig. 8A bis 8C

eine weitere Ausführungsform der Handhabe schematisch sowie

Fig. 9

eine vergrößerte Ansicht des Gegenstandes nach den Fig. 8A bis 8C.

The invention is explained in more detail below using a drawing that only shows an exemplary embodiment, as shown:

Fig. 1 den

Motor vehicle door lock according to the invention schematically in an overview,

Fig. 2

the handle for emergency opening,

Fig. 3

the object Fig. 2 in the event of an emergency opening and completion of a first and second stroke by the handle and the releasing position of the locking element.

Fig. 4

the object Fig. 3 in the locking position of the locking element,

Fig. 5

the locking system including the catch hook in an overview,

Fig. 6

an opening process of the pawl up to the catch position,

Fig. 7

a complete opening process of the hood or flap including opening the catch hook and

8A to 8C

a further embodiment of the handle schematically as well

Fig. 9

an enlarged view of the object according to the 8A to 8C .

A motor vehicle closure is shown in the figures. The motor vehicle door lock is composed of a body-side lock housing or motor vehicle door lock with a locking device 1, 2 located therein and a hood or door-side lock holder bracket 3. Furthermore, an opening/closing drive 4 for the locking mechanism 1, 2 is arranged in the lock housing or motor vehicle door lock. In addition, you can see schematically, especially in the Fig. 1 a handle 5, which is mechanically coupled to the locking mechanism 1, 2 via a connecting element 6. The opening/closing drive 4, the handle 5 and the connecting element 6 together define an opening device 4, 5, 6. In the Fig. 1 Finally, a sensing element 7, 8, 9 is shown, which senses movements of a hood or front hood 10 in the example case. Actually there are in the Fig. 1 different opening states of this front hood 10 are shown.

The solid position of the front hood 10 corresponds to the closed state of the front hood 10, while the dash-dotted representation corresponds to a slight opening of the front hood 10 and, according to the exemplary embodiment, to the catching position of the motor vehicle door lock, as will be explained in more detail below. In contrast, the dashed position of the front hood 10 represents its fully opened state.

With the help of the handle 5, at least the locking mechanism 1, 2 can be opened mechanically and manually via the intermediate connecting element 6, as is particularly the case in FIG Fig. 2 to 4 is shown. It can be seen that for this purpose the connecting element 6 has one in the Fig. 5 to 7 Slide 11 shown in detail causes emergency opening, as will be shown in more detail below. In the course of the emergency opening, the slide 11 works on the pawl 2 and, if necessary, an additional catch hook 12. The slide 11 actually pivots one Emergency opening lever 30, which takes the locking pawl 2, which is mounted on the same axis, with it during its pivoting process. As already explained in the introduction, the lock holder bracket 3 is secured both with the help of the rotary latch 1 and with recourse to the catch hook 12. This corresponds to an emergency opening with the help of the handle 5 and the taking of the complete and dashed lines in the Fig. 1 shown position of the front hood 10 so that both the pawl 2 and thus the locking device 1, 2 as well as the catch hook 12 are opened, as in the Fig. 7 is shown and will be explained in more detail below.

In contrast, the one in the Fig. 1 Position of the front hood 10 shown in dash-dotted lines to the so-called catch position. This catching position occurs when starting from the closed position of the motor vehicle door lock Fig. 5 the slide 11, which is acted upon by the handle 5 via the connecting element 6, only opens the pawl 2 and thus the locking mechanism 1, 2, but the catch hook 12 is not additionally opened. This corresponds to a first stroke A of the handle 5 and consequently of the connecting element 6, as shown in the Fig. 5 and also in the Fig. 4 is shown. If the front hood 10 is to be completely opened overall and its dashed position is in the Fig. 1 take, the slide 11 or the handle 5 and with it the connecting element 6 must complete the second stroke B in addition to the first stroke A. Only then will the catch hook 12 also be opened, as can be seen during the transition from the Fig. 6 to Fig. 7 The lock holder bracket 3 is recognized and released. This includes an emergency opening process with the help of the handle 5. The slide 11 can then act accordingly on an extension 12a of the catch hook 12.

In principle, the front hood 10 or the locking mechanism 1, 2 can also be opened by an electric motor - usually when stationary. The opening/closing drive 4 is provided for this purpose. For this purpose, the opening/closing drive 4 may work on the pawl 2 and from its engagement with the rotary latch 1 starting from the closed position Fig. 5 lift up. As a result From this, the motor vehicle door lock initially goes into the catch position.

In the context of the exemplary embodiment and not as a limitation, the connecting element 6 is a Bowden cable. The connecting element or the Bowden cable is connected to the handle 5. The handle 6 is a pivoting lever that is articulated in the interior of the motor vehicle. The Fig. 2 to 4 It can be seen that the handle 5 or the pivoting lever can, for example, be pivotally mounted about a vehicle vertical axis or Z-axis, as indicated there. Of course, other orientations and arrangements are also conceivable.

According to the invention, a locking element 13 acting on the connecting element 6 is now additionally provided. A locking drive 14, 15, 16 is assigned to the locking element 13. The locking element 13 can be moved with the help of the associated locking drive 14, 15, 16 at least into a position that blocks the handle 5 and a position that releases it. In the Fig. 4 the locking position of the locking element 13 is shown. In contrast, the Fig. 3 to the releasing position of the locking element 13. As a rule and in particular when the motor vehicle is at rest, the locking element 13 assumes the releasing position as shown in FIG Fig. 3 a. To move the locking element 13 from the releasing position in the Fig. 3 into the locking position after the Fig. 4 To transfer, the locking drive 14, 15, 16 is acted upon. For this purpose, the locking drive 14, 15, 16 is composed of an electric motor 14 and a worm wheel 15. The electric motor 14 has an output worm on its output shaft, which meshes with external teeth of the worm wheel 15. In this way, the worm wheel 15 can basically be in the Fig. 2 shown Perform pivoting movements clockwise and counterclockwise, as indicated by a double arrow there.

To assume the locking position of the locking element 13 starting from the released position in the Fig. 3 The electric motor 14 is now acted upon in such a way that the associated worm wheel 15 moves counterclockwise during the transition from the Fig. 3 to Fig. 4 carried out. This is indicated by a corresponding arrow. As a result of this, a pin or output pin 16 arranged on the worm wheel 15 comes into contact with the locking element 13 on the head side and ensures that the locking element 13 starts from the releasing position in the Fig. 3 during the transition to the Fig. 4 is moved “downwards”.

In the exemplary embodiment, the locking element 13 is a locking slide 13 which is guided predominantly linearly relative to the motor vehicle body. For this purpose, the locking element or the locking slide 3 has an opening or elongated hole 17. In the opening or elongated hole 17 in the locking element or A longitudinally extending and stationary guide pin 18 on the body side is immersed in the locking slide 3. Consequently, the mutual interaction between the guide pin 18 and the opening or elongated hole 17 leads to the desired linear movement of the locking element or locking slide 13. This takes place overall against the force of a spring 19, which moves the locking element or locking slide 3 in the direction according to the exemplary embodiment its releasing position as shown in the Fig. 3 biased.

The locking element 13 interacts with a stop 20 on the connecting element 6 to limit the path of the connecting element 6 and consequently the handle 5. This interaction between the locking element 13 or an end locking lug 21 and the stop 20 takes place when the locking element 13 reaches its locking position accordingly the representation in the Fig. 4 has taken.

In the context of the exemplary embodiment, the locking element or the locking slide 13 is moved from its releasing position as shown in FIG Fig. 3 into the locking position after the Fig. 4 transferred. For this purpose, the locking drive 14, 15, 16 is connected to a control unit 22 or is acted upon by it. The control unit 22 additionally evaluates, among other things, signals from a speed sensor 23 and/or one or more door contact switches 24. In the exemplary embodiment, as soon as the speed sensor 23 detects, for example, that the vehicle speed has been exceeded, taking into account a certain threshold, for example walking speed, the control unit 22, which evaluates the signal from the speed sensor 23, ensures that the locking drive 14, 15, 16 is activated in order to activate the locking element or . the locking slide 13 from its releasing position in the Fig. 3 into the locking position after the Fig. 4 to transfer.

Only when the motor vehicle is stationary or is traveling at walking speed and the speed sensor 23 transmits this to the control unit 22 does the control unit 22 ensure that the locking element 13 is released from its position by acting on the locking drive 14, 15, 16 Fig. 4 shown locking position into the releasing position after the Fig. 3 is transferred back. Additionally or alternatively, the one or more door contact switches 24 can also be evaluated. This means that the locking element 13 takes its releasing position according to the Fig. 3 when the vehicle is at rest and/or when opening at least one other vehicle door.

The handle 5 performs until it reaches the blocking position as shown in the Fig. 4 the previously mentioned stroke A. Only if the locking element or the locking slide 13 has its releasing position according to the Fig. 3 takes, the handle 5 can also carry out the second stroke B. As already explained, during the first stroke A only the pawl 2 of the locking mechanism 1, 2 and possibly a drive pawl, not shown in the figures, is opened as part of a closing drive, also not shown. Only when the handle 5 and with it the connecting element 6 and the slide 11 can also complete the second stroke B is the catch hook 12 additionally opened via its extension 12a, as can be seen during the transition from the Fig. 5 to the Fig. 6 and 7 recognizes. Then the lock holder bracket 3 comes completely free and the hood 10 can be pivoted from its previously occupied partially opened and dash-dotted position into the fully opened position shown in dashed lines.

In the Fig. 2 to 4 overall is still that already in the Fig. 1 indicated touch element 7, 8, 9 is reproduced. The sensing element 7, 8, 9 is composed of a rod 7 that scans the underside of the front hood 10 and a pivoting lever 8 that converts linear movements of the rod 7 into rotation. In addition, a spring 9 is part of the feeler element 7, 8, 9 and ensures that the rod 7 is biased towards the front hood 10. The mechanical feeler element 7, 8, 9 ensures that complete opening is not possible when the hood or front hood 10 is at least partially open. This corresponds to the one in the Fig. 2 indicated position. As soon as the front hood 10 assumes the partial opening position associated with the first stroke A of the handle 5 and shown in dash-dotted lines, the rod or connecting rod 7 resting on the underside of the front hood 10 ensures that the pivoting lever 8 starts from the closed position of the hood or front hood 10 is pivoted counterclockwise.

The closed position of the hood or front hood 10 in relation to the pivot lever 8 is in the Fig. 2 shown solid. The pivoting movement of the pivoting lever 8 associated with the partially open position of the hood 10 is in the Fig. 2 as well as the movement of the rod 7 shown in dashed lines. As a result, an end of the pivot lever 8 opposite the coupling to the connecting rod 7 moves against a stop 25 on the locking element 13 and ensures that the locking element 13 maintains or assumes its position blocking the handle 5. This means that an opening of the front hood 10 is detected and the handle 5 and with it the connecting element 6 are blocked. The mechanical feeler element 7, 8, 9 consequently ensures that the locking element or the locking slide 13 is mechanically transferred into its position blocking the handle 5 as soon as the hood 10 reaches its catch position. As a result, with the help of the mechanical feeler element 7, 8, 9, the opening device 4, 5, 6 in the form of the opening/closing drive 4 or the handle 5 is blocked together with the connecting element 6 in order to suppress a complete opening of the hood 10.

The mechanical feeler element 7, 8, 9 interacting with the locking element 13 therefore ensures a purely mechanical lock of the handle 5 or the connecting element 6. This mechanical lock also works if, for example, the locking drive 14, 15, 16 has failed. What is crucial is that this Feeling element 7, 8, 9 blocks the opening device 4, 5, 6 when the hood 10 or door or flap is at least partially open, specifically the connecting element 6 and thus the handle 5, in order to suppress a complete opening of the hood 10. For this purpose, the spring 9 is provided, which biases the rod 7 towards the hood 10. The rod 7 scanning the underside of the hood 10 or its linear movements are converted into rotations of the stationary pivot lever 8, which in the present case is designed as a two-arm lever with a central and stationary axis of rotation.

The (connecting) rod 7 is connected to one end or an arm of the pivot lever 8. The opposite end or the other arm of the pivot lever 8 moves against the stop 25 of the locking element 13 when the hood 10 is in the open position, as shown in FIG Figure 2 is shown. This makes the locking element 13 - independent of that Locking drive 14, 15, 16 - transferred purely mechanically via the feeler element 7, 8, 9 into its position blocking the connecting element 6.

That in the Fig. 2 to 4 Locking element 13 shown in detail including the associated locking drive 14, 15, 16 is constructed in such a way that the locking element 13 is in comparison to the longitudinally extending connecting element 6 or one in particular in the Fig. 2 to be recognized core of the Bowden cable with the stop 20 arranged thereon is arranged vertically and can be moved in this vertical direction with the help of the locking drive 14, 15, 16 or the feeler element 7, 8, 9. This is indicated by a double arrow in the Fig. 2 at. The opening or elongated hole 17 in the locking element 13 in conjunction with the stationary or body-fixed pin 18 ensure the corresponding linear guidance of the locking element 13. In addition, the movement of the locking element 13 takes place against the force of the spring 19, which occurs when the locking element 13 is transferred from its position the locking position is clamped into the releasing position. As a result, the locking element 13 is biased towards its releasing position with the aid of the spring 19.

Additionally you can see in the Fig. 2 to 4 another sensor 26. The sensor 26 is assigned to the handle 5. In addition, a movement of the locking element 13 can be sensed with the help of the sensor 26. For this purpose, the sensor 26 is designed as a switch or microswitch that interacts with a contour 27 on the locking element 13.

With the help of the sensor 26, the position of the locking element or locking slide 13 is queried. At the same time, an impact on the handle 5 can also be sensed via the sensor 26. Because as soon as the handle 5, for example, in the illustration in the Fig. 2 is pivoted clockwise about the Z axis, as indicated by a corresponding arrow in the Fig. 2 indicates, the extension 28 on the handle 5 works on the locking element 13 and acts on it at least partially. This means that an action on the handle 5 leads to the locking element 13 being at least so far it is acted upon that the contour 27 on the locking element 13 interacts with the sensor 26 and generates a signal from the sensor 26 to be evaluated by the control unit 22. However, this is not mandatory. Because the extension 28 can just as easily leave the locking element 13 unoccupied. In this case, a sensor (not shown) assigned to the handle 5 may transmit its actuation to the control unit 22.

The control unit 22 now acts on the opening/closing drive 4 for the locking device 1, 2 depending on signals from the sensor 26 and/or the sensor assigned to the handle 5. In fact, the signal from the sensor 26 and optionally the signal from the sensor assigned to the handle 5 Sensor evaluated with the help of the control unit 22 to the effect that the opening/closing drive 4 opens the locking mechanism 1, 2. This regularly requires that the speed sensor 23 reports that the vehicle is at a standstill to the control unit 22 and, in addition, at least one door contact switch 24 reports a motor vehicle door that has been opened, for example by a vehicle driver.

In addition, depending on signals from the sensor 26, the locking drive 14, 15, 16 can also be acted upon with the help of the control unit 22. According to the exemplary embodiment, a signal from the speed sensor 23 generally leads to the locking drive 14, 15, 16 being acted upon with the aid of the control unit 22 in such a way that the locking element 13 leaves its previously occupied position releasing the handle 5 and immediately into the handle 5 is transferred to the locking position in order to prevent accidental opening of the hood or front hood 10 while driving by acting on the handle 5.

According to the invention, the signal from the sensor 26 is stored. This is done with the help of the control unit on this In this way, the signal from the sensor 26 is used for a time-delayed action on the opening/closing drive 4. For example, applied If a vehicle driver uses the handle 5 for manual emergency opening while driving, the locking element 13 in its locking position ensures that the handle 5 only performs the first stroke A and opens the pawl 2 and, if necessary, the drive pawl. The catch hook 12 still remains in its position securing the rotary latch 1. As soon as the motor vehicle comes to a standstill and, for example, at least one door contact switch 24 is actuated, the control unit 22 interprets this as a standstill of the vehicle and may then act on the opening/closing drive 4 with a time delay without the handle 5 being acted upon again in order to both the pawl 2 or the lock 1, 2 as well as the catch hook 12 to open.

The locking drive 14, 15, 16, which has already been described in detail, is designed to be self-locking overall. As a result, the control unit 22 can de-energize the locking drive 14, 15, 16 after assuming a position that locks or releases the handle 5. In this way, unnecessary power consumption is avoided and a vehicle battery is not put under unnecessary strain.

In addition and essentially, the design is such that the handle 5 for manual emergency opening of the locking mechanism 1, 2 works with an extension 28 on the locking element 13 during its pivoting movement about the rotation axis Z perpendicular to the plane of the drawing. This means that the locking element 13 can be moved in the linear direction with the help of the locking drive 14, 15, 16. On the other hand, it is possible to act on the locking element 13 in this linear direction by acting on the handle 5, in that the handle 5 is in the Fig. 2 indicated clockwise movement around its axis of rotation Z.

This clockwise movement of the handle 5 corresponds to the fact that the extension 28 coupled to the handle 5 adjusts the locking element 13 in the linear direction, pushing it "downward" according to the exemplary embodiment. The However, the linear movement of the locking element 13 only takes place to such an extent that the locking element 13 cannot interact with the stop 20 on the connecting element 6, as shown in FIG Fig. 3 is shown. For this reason, in the releasing position shown there, the handle 5 is able to open not only the pawl 2 and possibly the drive pawl, but also the catch hook 12. As a result, the lock holder bracket 3 is released as a whole when the emergency opening is realized in this way. Because the handle 5 or the slide 11 completes both the stroke A and then the stroke B. Here, the slide 11 comes into engagement with an emergency opening lever 30, which in turn acts on the pawl 2. The emergency opening lever 30 is basically unnecessary.

In the event that, for example, the motor vehicle is driving and as a result the speed sensor 23 reports a correspondingly increased vehicle speed or a vehicle speed that is above the threshold value to the control unit 22, the control unit 22 ensures that the locking drive 14, 15, 16 is acted upon. You can see this in the transition from the Fig. 3 to Fig. 4 . The action on the locking drive 14, 15, 16 now results in the locking element 13 moving into its position blocking the handle 5 in front of the stop 20, as shown in FIG Fig. 4 is reproduced. If the handle 5 now moves from this locking position of the locking element 13 in the Fig. 4 is acted upon in the sense already described, that is to say in the sense of a clockwise movement about the axis Z for emergency opening, the slide 11 only performs the stroke A. As a result of this, the pawl 2 and possibly the drive pawl are opened, but not the catch hook 12. The hood 10 assumes its partially opened position according to the dash-dotted illustration in the Fig. 1 on (catching position).

Since the sensor or microswitch 26 is acted upon unchanged during this process and consequently the associated signal can be detected and stored by the control unit 22, the handle 5 cannot be acted upon again, for example after the vehicle has come to a standstill necessary. This means that the signal from the sensor 26 is stored and ensures a time-delayed action on the locking drive 14, 15, 16. In other words, the hood 10 remains in the partially opened position shown in dash-dotted lines while driving Fig. 1 . As soon as the vehicle comes to a standstill, the stored signal from the sensor 26 is implemented by the control unit 22 in such a way that the locking drive 14, 15, 16 is transferred from its position that blocks the handle 5 to the releasing position. In addition, the stored signal of the sensor 26 can also ensure a time-delayed action on the opening drive 4, which opens the locking mechanism 1, 2 and also the catch hook 12, so that the lock holder bracket 3 is released and the hood 10 as a whole is in its fully open position according to the dashed representation can be transferred. As a rule, the complete opening of the hood or front hood 10 is carried out when the vehicle is at a standstill by, for example, the vehicle driver manually opening the catch hook 12 through the gap formed in the catch position between the front hood 10 and the body.

In the Fig. 8A - C and 9 A variant is shown in which the handle 5 is equipped in two parts with an interior lever 5a and a Bowden cable lever 5b. Both levers 5a, 5b are connected to one another in an articulated manner and are biased by a spring or leg spring 29. This means that in the Fig. 8A Indicated pulling movements on the interior lever 5a in the releasing position of the locking element 13 are transferred to the Bowden cable lever 5b (cf. Fig. 8B ). If, on the other hand, the locking element 13 is in its locking position, the Bowden cable lever 5b is blocked and the interior lever 5a is pivoted against the force of the leg spring 29 (cf. Fig. 8C ).

In fact, the handle 5 is equipped in two parts with the interior lever 5a and the Bowden cable lever 5b. The two levers 5a, 5b mentioned are pivotally coupled to one another with the spring 29 interposed. The spring 29 is dimensioned such that, under normal forces, the Bowden cable lever 5b acts on the interior lever 5a is taken along. The same applies to the Bowden cable or the connecting element 6, so that the locking mechanism 1, 2 and, if necessary, the drive pawl are opened. However, if the connecting element 6 is blocked using the locking element 13, as in the Figures 8A to 8C is indicated, an action on the interior lever 5a results in the consequently blocked Bowden cable lever 6b not being moved. Rather, the movement of the interior lever 5a takes place against the force of the spring 29, which is accordingly biased and deflected. In this way, the Bowden cable lever 5b and also the connecting element or the Bowden cable 6 can be constructed relatively easily because excessive operating forces or a blockage of the connecting element 6 result in exclusive loading of the interior lever 5a. This interior lever 5a must therefore only be designed to be relatively solid with an associated stop.

Reference symbol list

1

Rotary trap

2

pawl

3

Lock holder bracket

4

Opening/closing drive

5a

Interior lever

5b

Bowden cable lever

5

Handle

6

Connecting element, Bowden cable

7

connecting rod

8th

Swing lever

9

Feather

7, 8, 9

Touch element

10

Front hood

11

Slider

12

Catch hook

12a

appendage

13

Locking element, locking slide

14

Electric motor

15

worm wheel

16

Cones

14, 15, 16

Locking drive

17

Elongated hole

18

Guide pin

19

Feather

20

attack

21

locking nose

22

Control unit

23

Speed sensor

24

Door contact switch

25

attack

26

sensor

27

contour

28

appendage

29

Leg spring

30

Emergency opening lever

A

first stroke

b

second stroke

Z

Axis of rotation

Claims (10)

1. A motor vehicle door lock, including a body-side motor vehicle door latch and a bonnet-side or door-side latch holder bracket (3), or vice versa, further including at least one opening/retracting drive (4) for a locking mechanism (1, 2) in the motor vehicle door latch, a catch hook (12), a control unit (22) and including a handle (5) for manual emergency opening of the locking mechanism (1, 2), the handle (5) being assigned a locking element (13), the position of which is checked with the aid of at least one sensor (26),
   characterized in that

   the signal from the sensor (26) is stored and used for acting on the opening/retracting drive (4) in a time-delayed manner,

   the stored signal from the sensor (26) being evaluated by a control unit (22) so that, when the vehicle is at a standstill, the opening/retracting drive (4) first opens the locking mechanism (1, 2) and then a catch hook (12).
2. The motor vehicle door lock according to Claim 1, characterized in that the handle (5) has an extension (28) which at least partially acts on the locking element (13).
3. The motor vehicle door lock according to Claim 1 or 2,
   characterized in that the locking element (13) is designed as a predominantly linearly guided locking slider (13) which, with its locking nose (21), moves into the position that locks the handle (5) in front of a stop (20) on the connecting element (6).
4. The motor vehicle door lock according to any of Claims 1 to 3,
   characterized in that the locking element (13) has a contour (27) which acts on the sensor (26).
5. The motor vehicle door lock according to Claim 4, characterized in that the sensor (26) is designed as a microswitch.
6. The motor vehicle door lock according to any of Claims 1 to 5,
   characterized in that a control unit (22) acts on the opening/retracting drive (4) for the locking mechanism (1, 2) and/or on a locking drive (14, 15, 16) for the locking element (13) on the basis of signals from the sensor (26).
7. The motor vehicle door lock according to any of Claims 1 to 6,
   characterized in that the control unit (22) also evaluates signals from a speed sensor (23) and/or from at least one door contact switch (24).
8. The motor vehicle door lock according to any of Claims 1 to 7,
   characterized in that the signal from the sensor (26) is stored and used for acting on the locking drive (14, 15, 16) in a time-delayed manner.
9. The motor vehicle door lock according to any of Claims 1 to 8,
   characterized in that the locking drive (14, 15, 16) for the locking element (13) is designed to be self-locking.
10. The motor vehicle door lock according to any of Claims 1 to 9,
    characterized in that the control unit (22) de-energizes the locking drive (14, 15, 16) in each case after it has assumed its position which locks or releases the handle (5).

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