EP3825497B1 - Motor vehicle lock - Google Patents

Description

The invention relates to a motor vehicle lock according to the preamble of claim 1 and a motor vehicle door arrangement according to claim 11.

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

Crash safety plays an important role in today's motor vehicle locks. The focus here is that neither crash-related accelerations nor crash-related deformations should lead to an unwanted opening of the motor vehicle door to which the motor vehicle lock is assigned.

The well-known motor vehicle lock ( DE 10 2011 015 675 A1 ), on which the invention is based, is equipped with a crash protection that prevents a crash-related, i.e. automatic and unwanted opening of the motor vehicle door in the event of a crash. For this purpose, a crash element is provided which can be adjusted into a crash position due to a crash-related deformation of the outer door skin and thereby blocks an operating lever of the motor vehicle lock.

Crash elements on door handles are also known ( FR 2 869 340 A1 ). Another well-known crash element is pivoted or can be located directly on the outer door skin ( JP 2001-303825 A ).

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

However, the disadvantage of the known motor vehicle lock with a crash element that can be pivoted via a pivot bearing is the fact that The introduction of force for an adjustment of the crash element must always take place in a plane that is aligned perpendicular to the pivot axis of the crash element. If this is not adhered to, destruction of the pivot bearing is to be expected, especially given the high forces that occur in the event of a crash. This one To ensure a high level of operational safety, this circumstance can only be taken into account with a particularly robust and therefore cost-intensive design of the pivot bearing of the crash element.

The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the operational safety of the crash protection is increased with simple design means.

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

According to the proposal, it has been recognized that, with a suitable design, such a linear guide is robust against the introduction of force into the crash element, the orientation of which deviates from the orientation of the linear guide. This is particularly true for the generally high crash forces acting on the crash element, which result in the crash element being, as it were, “pushed through” by the crash element mounting. A certain deformation of the crash element mounting can even occur without affecting the actual function of the crash element mounting. A possible tilting of the crash element in the linear guide therefore plays no or only a minor role in the event of a crash.

In a particularly preferred embodiment according to claim 2, the crash element has an engagement section for engagement with the component of the motor vehicle door that is deformed due to the crash, the engagement section further preferably being essentially plate-shaped. The plate-shaped design is such that the crash forces are essentially absorbed by the plate surface of the engagement section. In this way, it is possible to absorb crash forces over a relatively large area, which corresponds to the surface of the plate.

In a further preferred embodiment, the crash element blocks an actuating lever, which is preferably pivotable. In this context it has been shown that the blocking of a pivoting operating lever can be designed in a particularly compact and, above all, robust manner using a linearly movable crash element.

A very particularly robust design also preferably results from the fact that, when blocked by the crash element, the blocking force can extend over a particularly stationary support and outside the crash element bearing. The wording “can” here means that not every blocking force, especially a small blocking force, has to pass through the support. For example, it is conceivable that with low blocking forces there remains a certain amount of play between the crash element and the support, which is only eliminated by increased blocking forces. With such a variant, the crash element bearing can be designed to be weak and therefore cost-effective, since high blocking forces can essentially be absorbed by the support.

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

According to claim 3, a motor vehicle lock is claimed, in which a crash element bearing is provided, in which the crash element is guided, the crash element being pushed into the crash position between the component to be blocked by the crash element and a particularly stationary support, so that at least a part of the force flow of the blocking force can run over the support and outside of the crash element bearing. The advantageous cost aspect of such an arrangement has already been discussed above.

For example, it is provided according to claim 5 that the adjustability of the crash element also depends on the deformability of the crash element itself goes back.

The deformable design of the crash element opens up new possibilities for the design of the crash element bearing. In the preferred embodiment according to claim 8, it is provided, for example, that the crash element mounting also fixes the crash element on the motor vehicle lock. The guidance of the crash element through the crash element mounting is then simply limited to holding the crash element in the area of the crash element mounting.

In unclaimed configurations, the crash element is designed as a bracket which is suspended at two suspension points via the crash element bearing. In the event that the crash element is designed to be deformable, as indicated above, a particularly robust and at the same time cost-effective arrangement can be achieved.

According to a further teaching according to claim 11, which also has independent meaning, a motor vehicle door arrangement with a motor vehicle door and a proposed motor vehicle lock assigned to the motor vehicle door is claimed. The motor vehicle lock is preferably arranged in the motor vehicle door. The motor vehicle lock then interacts with a locking wedge or the like arranged on the body of the motor vehicle. Reference may be made to all statements regarding the proposed motor vehicle lock.

In the particularly preferred embodiment according to claim 12, the engagement section of the crash element is arranged in close proximity to the outer door skin of the motor vehicle door. In particular, in the event that the engagement section is essentially plate-shaped, crash-related deformations of the door outer skin can be introduced into the crash element over a wide surface area.

Fig. 1

ein vorschlagsgemäßes Kraftfahrzeugschloss im montierten Zustand,

Fig. 2

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

Fig. 3

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

Fig. 4

ein nicht erfindungsgemäßes Kraftfahrzeugschloss nach einer weiteren Lehre im montierten Zustand und

Fig. 5

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

The invention is explained in more detail below using a drawing that only shows an exemplary embodiment. Shown in the drawing

Fig. 1

a proposed motor vehicle lock in the assembled state,

Fig. 2

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

Fig. 3

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

Fig. 4

a motor vehicle lock not according to the invention according to a further teaching in the assembled state and

Fig. 5

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

The motor vehicle lock 1 shown in the drawing is assigned to a motor vehicle door arrangement 2, which, in addition to the motor vehicle lock 1, includes a motor vehicle door 2a. With regard to the broad understanding of the term "motor vehicle door", reference may be made to the introductory part of the description. Here and preferably the motor vehicle door 2a is a side door of a motor vehicle.

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

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

An actuation arrangement 6 is provided to lift the pawl 4 into the release position. Here and preferably, the actuation arrangement 6 can be operated manually via a Bowden cable 7, which is coupled to an outside door handle, not shown. Alternatively or additionally, it can be provided that the actuation of the actuation arrangement 6 is carried out by a motor.

It should be noted that the representation of the motor vehicle lock 1 in Fig. 1 is only very schematic. Furthermore, only selected components within the motor vehicle lock 1 are shown in dashed lines. Further components, for example an operating lever chain for the pawl 4 to lift it out, are not shown for the sake of a clear representation.

In principle, in the event of a crash, as explained above, the pawl 4 can be lifted out undesirably. The reason for this can be the crash accelerations that occur in the event of a crash, which act, for example, on an actuating lever 6a or on a door handle assigned to the actuating lever 6a, in particular the outside door handle. The reason for this can also be the deformations of components that occur in the event of a crash, which may come into engagement with such an operating lever 6a or the like in the event of a crash.

The motor vehicle lock 1 is equipped with a crash element 8, which, in order to avoid a crash-related lifting of the pawl 4, can be adjusted into a crash position with a component 9 of the motor vehicle door 2a, here and preferably a door outer skin 2b, due to its crash-related deformation. At the in Fig. 1 In the illustration shown, the motor vehicle lock 1 is assigned to a side door designed as a sliding door, so that the door outer skin 2b of the motor vehicle door 2a is at an obtuse angle to a flat side 10 of the motor vehicle lock 1.

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

In order to avoid the pawl 4 being lifted out due to a crash, it is preferably provided that the crash element 8 located in the crash position blocks the actuating arrangement 6. Alternatively or additionally, it can be provided that the pawl 4 is blocked by the crash element 8.

Instead of blocking the components mentioned, it can also be provided that an adjustment of the crash element 8 into the crash position causes the actuation arrangement 6 to be decoupled from the pawl 4.

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

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

A summary of the Fig. 1 and 2 shows that the crash element bearing 11 and thus the crash element 8 itself is otherwise attached to the motor vehicle lock 1.

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

At the in Fig. 3 In the exemplary embodiment shown, the guide section 13 is adjoined by an engagement section 14 for engagement with the crash-related deformed component 9 of the motor vehicle door 2a. Preferably it shows Engagement section 14 has an engagement surface 15, which protrudes laterally beyond the crash element 8. By “lateral” is meant a direction perpendicular to the geometric bearing axis 12.

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

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

During normal operation, the crash element 8 is in the in Fig. 2a ) shown rest position, into which it is biased by means of a spring arrangement 16. From the rest position, the crash element 8, driven by the crash-related deformation of the door outer skin 2b, can be moved against its preload into the in Fig. 2b ) adjust the crash position shown. This adjustment corresponds to an adjustment of the in Fig. 2a ) shown crash element 8 essentially to the left.

In order to support the spring arrangement 16 relative to the motor vehicle lock 1, the crash element 8 is equipped with a support section 17, which is preferably arranged to the side of the guide section 13. In a particularly preferred embodiment, the support section 17 is arranged on both sides of the guide section 13, so that the spring arrangement 16 is supported symmetrically with respect to the geometric bearing axis 12. This makes it possible to counteract tilting of the crash element 8 in the crash element mounting 11.

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

A spring holder 18 is provided on the crash element bearing 11, each of which has a centering mandrel 19a, 19b for the helical compression springs 16a, 16b.

For particularly simple assembly, the crash element 8 is clipped into the crash element bearing 11. For this purpose, resilient locking elements 20 are provided, which lock into rigid counter-locking elements 21 during assembly of the crash element 8. In the exemplary embodiment shown, the resilient locking elements 20 are arranged on the crash element bearing 11 and the rigid counter-locking elements 21 on the guide section 13. This can also be the other way around.

In the assembled state, the spring arrangement 16 is supported on the crash element guide 11 on the one hand and on the support section 17 of the crash element 8 on the other hand. The crash element 8 in turn transfers the preload to the crash element guide 11 via the locking elements 20 and the counter-locking elements 21.

In the exemplary embodiment shown, the assembly of the crash element 8 is based on inserting the guide section 13 into the crash element guide 11. This insertion takes place against the preload of the spring arrangement 16 until the locking elements 20 lock into the counter-locking elements 21. Tools are advantageously not required in this assembly process of the crash element 8.

It was already explained above that the crash element 8 can have both a decoupling function and a blocking function. In the illustrated and preferred exemplary embodiment, the crash element 8 has a blocking function. In detail, the actuation arrangement 6 is equipped with an actuation lever 6a, which is preferably pivotable and whose actuation causes the pawl 4 to be lifted out. Here the operating lever 6a is an external operating lever, which is coupled via the Bowden cable 7 to an outside door handle, not shown. In principle, the operating lever 6a can be any operating lever 6a, for example an internal operating lever 6a. The only important thing here is that the actuation of the actuating lever 6a causes the pawl 4 to be lifted out and that the crash element 8 located in the crash position ( Fig. 2 b) ) the operating lever 6a is blocked in the operating direction 22. For blocking, the actuating lever 6a is equipped with a blocking surface 23, which can be brought into blocking engagement with a counter-blocking surface 24 on the guide section 13. The blocking surface 23 on the actuating lever 6a is essentially radially aligned with respect to the actuating lever axis 6b. The counter-blocking surface 24 is aligned essentially perpendicular to the geometric bearing axis 12 of the crash element bearing 11.

A particularly interesting aspect of the motor vehicle lock shown, which has independent significance in the sense of a further teaching, is the fact that at least part of the force flow of the blocking force that occurs when the crash element 8 is blocked runs essentially outside the crash element bearing 11. In a preferred alternative, this is achieved in that the crash element 8 is adjusted, here and preferably pushed, when it is adjusted into the crash position between the actuating arrangement 6 and a particularly stationary support 25. Such a crash case is for the in Fig. 1 The construction shown is shown in the detailed view at the top left. The power flow of the blocking force is, so to speak, short-circuited via the support 25. This is best seen from the in Fig. 1 schematic diagram shown at the top right.

In a preferred embodiment, essentially the entire force flow of the above blocking force runs over the support 25 and outside the crash element mounting 11, so that the crash element mounting 11 can be designed to be weak, as mentioned above.

It is also conceivable that there is a certain amount of play between the crash element 8 located in the crash position and the support 25, provided that no crash forces are yet acting on the actuating lever 6a. Only when crash forces act on the operating lever 6a does the play become possible, possibly due to deformation part of the crash element bearing 11, canceled so that the force flow can run over the support 25.

With the proposed course of the power flow of the blocking force outside the crash element bearing 11, it does not matter whether the pawl 4 or the actuating arrangement 6, in particular the actuating lever 6a, is blocked by the crash element 8.

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

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

In a particularly preferred embodiment, it is provided that the crash element 8 is destroyed during a crash-related adjustment to the crash position in such a way that the blocking of the pawl 4 or the actuating arrangement 6 is released after the crash accelerations occur. This can be provided, for example, in that when the crash element 8 is adjusted once into the crash position, the crash element 8 breaks open, but a certain positive connection remains, which initially keeps the crash element stable. Only after the load situation changes does the crash element 8 "break down" into its individual parts, so that the blocking of the blocking arrangement 6 is released.

According to a further teaching, which also has independent significance, a motor vehicle lock 1 is claimed, in which a crash element bearing 11 is provided, in which the crash element 8 is guided, with at least part of the force flow of the blocking force in the above manner via the support 25 and outside the crash element bearing 11 can run. Reference may be made to all relevant statements regarding the proposed motor vehicle lock 1.

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

That in the Fig. 4 , 5 Motor vehicle lock 1 shown has a lock latch 3 and a pawl 4 assigned to the lock latch 3. As explained above, the lock latch 3 is in an open position (not shown) and in an in Fig. 4 shown closed position can be brought, the lock latch 3 located in the closed position being in engagement with a locking wedge or the like or being able to be brought.

The pawl 4 can be brought into the collapsed position shown, in which it locks the latch 3 in the in Fig. 4 also shown closed position fixed. The pawl 4 can also be lifted into a release position, not shown, in which it releases the lock latch 3.

The pawl 4 can also be brought into the release position here by means of an actuating arrangement 6, the actuating arrangement 6 being in the Fig. 4 and 5 shown actuating lever 6a is equipped, which in turn is pivotable about an actuating lever axis 6b.

A summary of the Fig. 4 and 5 shows that a crash element 8 is provided which, in order to avoid a crash-related lifting of the pawl 4, can be adjusted into a crash position with a component 9 of the motor vehicle door assembly 2, in particular a door outer skin 2b, due to its crash-related deformation, the crash element 8 located in the crash position being used for this purpose the pawl 4 and/or the actuation arrangement 6, in particular the actuation lever 6a, is blocked ( Fig. 5b )).

It is also essential in the Fig. 4 and 5 illustrated motor vehicle lock 1, that a crash element bearing 11 is provided for the crash element 8 and that the crash element 8 is adjusted, in particular pushed, when it is adjusted into the crash position between the component 4, 6 to be blocked by the crash element 8 and a particularly stationary support 25, so that at least part of the force flow of the blocking force can run over the support 25 and outside the crash element bearing 11. The fundamental advantage associated with this, namely the advantage of the comparatively weak design of the crash element bearing 11, was in connection with the in the Fig. 1 to 3 illustrated embodiment explained.

Particularly interesting with the one in the Fig. 4 and 5 The illustrated embodiment is the design of the crash element 8 on the one hand and the crash element bearing 11 on the other hand. The crash element 8 serves here, as in the Fig. 1 to 3 also, the blocking of the actuation arrangement 6, in particular the actuation lever 6a, in the event of a crash.

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

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

In principle, it is conceivable that the crash-related deformation of the crash element 8 is a permanent deformation, in particular a plastic deformation. It is also conceivable that the crash element 8 breaks and is destroyed at least in sections due to the crash-related deformation, as mentioned above. In a particularly preferred embodiment, however, it is the case that the deformability of the crash element 8 is at least partially an elastic deformability. This allows the behavior of the crash element 8, in particular its deformation path, to be best predicted.

The Fig. 4 and 5 show that the deformability of the crash element 8 is here and preferably due to at least one local structural weakening 29 of the crash element 8. With the one in the Fig. 4 and 5 In the exemplary embodiment shown, the crash element 8 is essentially constructed like a honeycomb. It is accordingly composed, at least in sections, of bending elements 30, here and preferably of elastic wall elements 30.

Fig. 5 shows that the crash element 8 is designed to be flexible at least in an area of the crash mounting 11. In this area, the crash element has a spring section 31, which otherwise allows the crash element 8 to deflect relative to the motor vehicle lock 1. The crash element bearing 11 is not or only insignificantly involved in this adjustment of the crash element 8, as becomes clear from the following statements.

With the above-mentioned deformability of the crash element 8, it can basically be provided that the crash element bearing 11 otherwise fixes the crash element 8 on the motor vehicle lock 1. A degree of freedom of movement for the crash element 8 then results exclusively from the deformability of the crash element 8.

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

It is conceivable in this context that the crash element 8 is designed as a lever which can be pivoted over the crash element bearing 11. The proposed advantage remains that due to the support of the crash element 8 via the support 25, only a small load on the pivot bearing occurs in the event of a crash.

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

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

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

It is now preferable that the crash element 8 has a blocking lug 37 which, when the crash element 8 is in the crash position ( Fig. 5 ) the actuation arrangement 6, here the actuation lever 6a, is blocked. Specifically, when the crash element 8 is adjusted into the crash position, the blocking lug 37 is adjusted, here and preferably pushed, between the actuating arrangement 6 and the particularly stationary support 25.

In principle, as mentioned above, it is also possible for the pawl 4 to be blocked. As also mentioned above, the blocking takes place against the support 25, so that at least part of the force flow of the blocking force can run over the support 25 and outside the crash element bearing 11.

Particularly interesting in the illustrated and preferred exemplary embodiment is the fact that the deformability of the crash element 8 is designed such that the blocking lug 37 carries out a substantially linear movement in the event of a crash. This allows the adjustment of the crash element 8, here the blocking lug 37 of the crash element 8, to be adjusted in a particularly space-saving manner between the component 4, 6 to be blocked by the crash element 8 and a here and preferably stationary support 25.

It should be noted that the term "blocking lug" is to be understood broadly herein and includes any component that can be adjusted between two components in order to create a flow of force between these two components.

The blocking lug 37 is located in the Fig. 4 and 5 illustrated embodiment at a point between the two suspension points 34, 35 of the bow-like crash element 8. In detail, the blocking lug 37 is arranged in a central section between the two suspension points 34, 35, so that the crash-related deformation is transmitted as directly as possible to the blocking lug 37.

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

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

Finally, the functionality of the in the Fig. 4 and 5 Motor vehicle lock shown can be explained in detail: In the event of a side impact S, a crash-related deformation of the door outer skin 2b occurs, as a result of which the crash element 8 is moved into a crash position. The position of the crash element 8 in normal operation shows Fig. 5a ), while Fig. 5b ) shows the position of the crash element 8 in the event of a crash.

In order to avoid the pawl 4 being lifted out due to a crash, it is preferably provided that the crash element 8 located in the crash position blocks the actuating arrangement 6. The actuating lever 6a is used for blocking, as in the Fig. 1 to 3 , equipped with a blocking surface 23, which can be brought into blocking engagement with a counter-blocking surface 24 on the crash element 8. The blocking surface 23 on the actuating lever 6a is essentially radially aligned with respect to the actuating lever axis 6b. Here and preferably, the crash element 8 is adjusted when it is adjusted into the crash position between the actuating lever 6a and the support 25. The power flow of the blocking force is short-circuited to a certain extent via the support 25, as mentioned above.

As also in connection with the Fig. 1 to 3 addressed, there is a certain amount of play between the crash element 8 in the crash position and the support 25, provided that there are no crash forces on the Actuating lever 6a works. Only when crash forces act on the operating lever 6a (in Fig. 5 counterclockwise), the game in which the Fig. 4 and 5 illustrated embodiment is canceled by deforming part of the crash element 8, so that the flow of force can run over the support 25.

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

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

According to a further teaching, which also has independent significance, a motor vehicle door arrangement with a motor vehicle door 2a and a motor vehicle lock 1 assigned to the motor vehicle door 2a is claimed. The motor vehicle lock 1 is a proposed motor vehicle lock 1 described above, so that reference may be made to the above statements.

In a preferred variant, the motor vehicle door 2a has an outer door skin 2b, with the crash element 8, as in Fig. 1 shown, with an engagement section 14 in the immediate vicinity of the door outer skin 2b is arranged. In a particularly preferred embodiment, a gap 27 is provided between the crash element 8 and the outer door skin 2b, i.e. between the engagement section 14 and the outer door skin 2b, which is smaller than approximately 20 mm and more preferably smaller than approximately 10 mm. A gap 27 of approximately 3 mm width has proven to be particularly advantageous.

In a preferred embodiment, the motor vehicle door arrangement is equipped with an outside door handle, which is coupled here and preferably via the Bowden cable 7 to the operating lever 6a. The arrangement is such that that in the event of a side impact, the outside door handle generally tends to be lifted out automatically due to the prevailing crash accelerations and the deformation of the door outer skin 2b leads to an adjustment of the crash element 8 into the crash position. With a suitable design, it is preferably the case that the crash element 8 is adjusted into the crash position before the actuation lever 6a is actuated by the inclination of the outside door handle for automatic lifting. This means that a crash-related opening of the associated motor vehicle door can be effectively avoided.

Claims (12)

1. Motor vehicle lock for a motor vehicle door arrangement (2), a lock striker plate (3) and a locking pawl (4) which is assigned to the lock striker plate (3) being provided, it being possible for the lock striker plate (3) to be moved into an open position and into a closed position, the lock striker plate (3) which is situated in the closed position being in engagement or capable of being brought into engagement with a lock striker or the like, it being possible for the locking pawl (4) to be moved into a locked position, in which it fixes the lock striker plate (3) in the closed position, and it being possible for the locking pawl (4) to be disengaged into a release position, in which it releases the lock striker plate (3), it being possible for the locking pawl (4) to be moved into a release position by means of an actuating arrangement (6), the motor vehicle lock being equipped with a crash element (8) which, in order to avoid crash-induced disengaging of the locking pawl (4) by way of a component (9) of the motor vehicle door arrangement (2), in particular an exterior door skin (2b), as a result of its crash-induced deformation, can be adjusted into a crash position, and, for this purpose, the crash element (8) which is situated in the crash position blocking the locking pawl (4) and/or the actuating arrangement (6) or decoupling the actuating arrangement (6) from the locking pawl (4), characterized in that a crash element mount (11) is provided which is configured as a linear guide and in which the crash element (8) is guided displaceably.
2. Motor vehicle lock according to Claim 1, characterized in that the crash element (8) has an engagement portion (14) for engagement with that component (9) of the motor vehicle door (2a) which has been deformed due to the crash, preferably in that the engagement portion (14) has an engagement face (15) which otherwise projects laterally beyond the crash element (8), further preferably that the engagement portion (14) is of substantially plate-shaped configuration, and further preferably that the plate-shaped engagement portion (14) extend substantially perpendicularly with respect to the geometric mount axis (12) of the crash element mount (11).
3. Motor vehicle lock according to Claim 1 or 2, characterized in that, during its adjustment into the crash position, the crash element (8) is pushed, between the component (4, 6) to be blocked by the crash element (8) and a support (25) which is, in particular, stationary, with the result that at least part of the force flow of the blocking force can run via the support (25) and outside the crash element mount (11).
4. Motor vehicle lock according to Claim 3, characterized in that the support (25) is arranged immovably on the motor vehicle lock (1), preferably in that the support (25) is arranged on a housing part of the motor vehicle lock, preferably in that the support is arranged on a plastic housing part (28), in particular on a plastic covering, of the motor vehicle lock, or in that the support is arranged on a housing plate, in particular a rear plate (26), of the motor vehicle lock (1) .
5. Motor vehicle lock according to either of Claims 3 or 4, characterized in that the adjustability of the crash element (8) at any rate also stems from, preferably exclusively stems from, a deformation capability of the crash element (8), and preferably in that the deformation capability of the crash element (8) is at least partially an elastic deformation capability.
6. Motor vehicle lock according to Claim 5, characterized in that the deformation capability of the crash element (8) stems from at least one local structurally weakened portion (29) of the crash element (8), and preferably in that the crash element (8) is composed at least in portions of flexural elements (30), in particular of elastic wall elements (30).
7. Motor vehicle lock according to Claim 5 or 6, characterized in that the crash element (8) is of resilient configuration at least in a region of the crash mount (11).
8. Motor vehicle lock according to one of Claims 3 to 7, characterized in that the crash element mount (11) otherwise fixes the crash element (8) on the motor vehicle lock (1).
9. Motor vehicle lock according to one of Claims 3 to 8, characterized in that the crash element (8) has a blocking lug (37) which, in the case of a crash element (8) which is situated in the crash position, blocks the locking pawl (4) and/or the actuating arrangement (6), wherein the blocking lug (37) carries out a substantially linear movement in the case of a crash-induced adjustment of the crash element (8).
10. Motor vehicle lock according to Claim 9, characterized in that a limiting means for the blocking lug (37) is provided, which limiting means limits the movement capability of the blocking lug (37) in the case of a crash.
11. Motor vehicle door arrangement with a motor vehicle door (2a) and a motor vehicle lock (1) according to one of the preceding claims which is assigned to the motor vehicle door (2a).
12. Motor vehicle door arrangement according to Claim 11, characterized in that the motor vehicle door (2a) has an exterior door skin (2b), and in that the crash element (8) is arranged with an engagement portion (14) in the immediate vicinity of the exterior door skin (2b), and preferably in that a gap (27) is provided between the crash element (8) and the exterior door skin (2b), which gap (27) is smaller than approximately 20 mm, preferably smaller than approximately 10 mm.

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