EP3953549A1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile

Info

Publication number
EP3953549A1
EP3953549A1 EP20718550.5A EP20718550A EP3953549A1 EP 3953549 A1 EP3953549 A1 EP 3953549A1 EP 20718550 A EP20718550 A EP 20718550A EP 3953549 A1 EP3953549 A1 EP 3953549A1
Authority
EP
European Patent Office
Prior art keywords
lever
control
lock
inertia element
clutch
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.)
Granted
Application number
EP20718550.5A
Other languages
German (de)
English (en)
Other versions
EP3953549B1 (fr
Inventor
Carsten Fuchs
Murat Özdogan
Christina NOBLES
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Priority to EP23220244.0A priority Critical patent/EP4325008A3/fr
Publication of EP3953549A1 publication Critical patent/EP3953549A1/fr
Application granted granted Critical
Publication of EP3953549B1 publication Critical patent/EP3953549B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces

Definitions

  • the invention relates to a lock for a motor vehicle, in particular a side door lock, having a locking mechanism, a mass inertia element and a release lever chain that includes a release lever, a clutch lever, an actuation lever, the actuation lever being able to be coupled to the release lever by means of the clutch lever, and comprises a control lever for controlling the clutch lever, the control lever cooperating with the inertia element in such a way that a movement of the control lever as a function of a limit speed of the actuating lever can be prevented by means of the inertia element.
  • a lock for a motor vehicle also called a locking system
  • has a locking mechanism which consists of a rotary latch and at least one pawl.
  • the Ge lock in the lock works together with a lock holder, which is taken either fastened to the body of the motor vehicle or the door, flap, sliding door, etc.
  • the relative movement between the lock holder and the rotary latch causes the rotary latch to pivot, and at the same time the pawl engages the rotary latch.
  • the pawl is preferably spring-loaded into engagement with the catch.
  • a release lever is used to unlock, that is, to release the pawl from the rotary latch.
  • the release lever acts on the pawl in such a way that the pawl disengages from the rotary latch and the rotary latch moves from the latching position into an open position.
  • the movement of the Drehfal le takes place here mostly by means of a spring element and / or due to a tensile load resulting from the lock holder in combination with the door seal.
  • An operating lever is used to operate the release lever.
  • the actuation lever can be, for example, a manually actuatable internal actuation lever, a manually actuable external actuation lever or an electrically actuatable trigger element. With the help of the operating lever, the release lever is moved and the lock is unlocked.
  • the mass inertia elements counteract an external impulse and prevent, for example, a side door of a motor vehicle from being opened unintentionally.
  • An impulse can be introduced into the vehicle by a collision, for example. If, for example, in the event of a side impact, an impulse is introduced into the motor vehicle in such a way that, for example, a door handle of a side door is accelerated, the deflection of the door handle can cause the actuating lever to be activated and the locking mechanism to open, causing an unintentional Opening the side door can come.
  • locking systems based on mass inertia have become known which counteract an unintentional opening of a door lock.
  • a motor vehicle door lock which is provided with a mass inertia lock.
  • the motor vehicle lock comprises a locking arrangement which is equipped with a control lever and a clutch element.
  • the coupling element is designed with a spring arrangement.
  • the locking arrangement locks or is only unlocked when the actuating lever federgetrie ben. If the actuation of the actuation lever results in an actuation speed which is above a predetermined limit speed, the inertia of the control lever ensures that the actuation of the actuation lever is delayed.
  • DE 20 2012 007 312 U1 discloses a motor vehicle lock with an actuating lever and a clutch arrangement. The actuating lever cooperates with the clutch arrangement in such a way that the actuating lever in question disengages the engaged clutch arrangement and leaves the disengaged clutch arrangement in the disengaged state.
  • the actuating lever executes an idle stroke because of the delayed engagement of the clutch arrangement due to inertia.
  • an inertia-based actuation system for a release lever is known.
  • the actuating lever interacts with a clutch lever which is pivotably mounted on the release lever.
  • a spring seated on the actuating lever engages the clutch lever and thus enables the clutch lever to engage when the actuating lever is actuated.
  • the locking mechanism can be unlocked using the release lever.
  • a locking lever is provided by means of which the clutch lever can be disengaged as well as in the event of an accident caused by inertia.
  • a clutch lever is mounted on a actuating lever and is spring-loaded in a position in which the clutch lever comes into engagement with the release lever when the actuating lever is actuated.
  • a locking lever acts on the coupling member so that the coupling member disengages from the release lever.
  • the locking lever is spring-loaded against the release lever and can counteract the movement of the actuating follow transmission lever when the operating lever is operated at a normal operating speed.
  • the control lever In the event of an accident and thus an excessive speed of the operating lever, the control lever cannot follow the movement of the operating lever due to the inertia element in engagement with the control lever and engages with the clutch lever. The control lever then causes the clutch lever to be deflected.
  • the release mechanism for the lock can be locked in that, for example, the inertia element is fixed in the deflected state in which the control lever is in engagement with the clutch lever, so that the locking mechanism is not unlocked even if the actuating lever is operated again can.
  • the safety systems known from the prior art are mostly based on the fact that the coupling member is controlled by means of a spring element.
  • Spring elements can show strong fluctuations in the spring constants due to the material properties and the release position method. A defined design of the springs therefore requires a lot of effort.
  • control by means of a spring element is always associated with uncertainties, since temperature fluctuations, for example, can also influence the spring properties.
  • the object of the invention is to provide an inertia-based actuation system for a lock of a motor vehicle with which a defined control of the clutch behavior can be provided in a release lever chain of a locking device of a motor vehicle lock.
  • a lock for a motor vehicle having a locking mechanism, a mass inertia element and a release lever chain, which has a release lever, a clutch lever, an actuating lever, wherein the operating lever can be coupled to the release lever by means of the clutch lever, and comprises a control lever for controlling the clutch lever, the control lever cooperating with the inertia element in such a way that a movement of the control lever as a function of a limit speed of the operating lever can be prevented by means of the inertia element and wherein the transmission ratio between control lever and inertia element is made almost constant or increasing over the entire actuation path.
  • the limit speed is almost identical to the non-deflected case with an almost constant transmission ratio between the control lever and inertia element.
  • a release of the inertia element can be achieved with increased security in the event of an accident.
  • the transmission ratio between the control lever and the inertia element is designed to increase, then the control lever has already been deflected the limit speed is reduced compared to the undeflected case, as a result of which the inertia element is triggered with increased safety in the event of an accident.
  • the operating lever is preferably operated manually by an operator and can be connected to an inside door handle or an outside door handle.
  • the release lever chain is triggered by a movement of the actuating lever, with the release lever chain being disengaged from a limit speed of the actuating lever.
  • the disengagement of the release lever chain prevents the door handle from being opened unintentionally, for example a side door, due to excessively high speeds on the door handle.
  • the clutch lever At a usual Actuate transmission speed of the operating lever, the clutch lever retains its starting position and is then able to operate the release lever and unlock the lock.
  • the release lever chain has a release lever, an actuation lever, a clutch lever and a control lever, the actuation lever acting on the release lever by means of the clutch lever.
  • the actuating lever is thus able, by means of the release lever chain, to actuate the release lever and to unlock the lock and thus to open the motor vehicle lock.
  • a locking system according to the invention also includes those locks that are used, for example, in sliding doors, spot locks, side doors, flaps or also covers, such as a convertible top hood.
  • the lock usually includes a locking mechanism consisting of a rotary latch and at least one pawl.
  • the locking mechanism can be designed with a preliminary detent and / or a main detent, with one or two detent pawls being able to be used.
  • a release lever is the lever that acts directly on the locking mechanism.
  • the release lever acts on the pawl and releases the pawl from the A handle with the catch.
  • the clutch lever works.
  • the clutch lever is guided in a control curve of the control lever, so that a defined alignment of the clutch lever on the release lever is possible.
  • the alignment of the clutch lever can be controlled and, on the other hand, the deflection behavior of the clutch lever can be adjusted by the course of the control contour. Since it is possible to influence the deflection angle through the course of the control contour and thus set it.
  • control lever and the actuating lever in particular an external actuating lever
  • a common storage of the control lever and the actuating lever enables a structurally favorable design that requires little space.
  • a lever torque can easily be coordinated with one another due to the common mounting.
  • the torques to be transmitted which on the one hand are required to trigger the locking mechanism and also provide control of the movement of the clutch lever, can easily be set.
  • the common storage enables a compact design with high functionality at the same time.
  • the clutch lever is pivotably mounted in the actuating lever.
  • the inclusion of the coupling lever in the actuating lever and in particular in the external actuating lever offers the advantage that a coupling of the actuating lever to the release lever is possible with a small number of components.
  • the transfer of the movement from the operating lever to the release lever is possible.
  • the pivotable mounting of the clutch lever in the actuating lever makes it possible here for the clutch lever to be able to be stored on the one hand in the actuating lever and at the same time to be guided through the control cam.
  • the clutch lever can be guided by means of a control lever, a further advantageous embodiment of the invention results.
  • the inclusion of the clutch lever le, or guiding the clutch lever in a control lever, enables the control cam to follow the movements of the actuating lever.
  • the control cam can thus be moved together with the actuating lever and in engagement with the clutch lever together with the clutch lever. From this arrangement it can be seen that the control lever can act as a control member when the control lever performs a movement relative to the actuating lever.
  • the control lever When the operating lever is operated normally, the control lever follows the movement of the operating lever through the engagement of a spring between the operating lever and the control lever.
  • the clutch lever is gela in the operating lever and follows the movement of the operating lever. If the operating lever is moved in normal operation at a speed lower than the Grenzgeschwin speed, the control lever follows the movement of the operating lever.
  • the spring acting between the control lever and the actuating lever is designed in such a way that a corresponding movement takes place between the control lever and the actuating lever in normal operation.
  • a mass inertia element is a component that is pivotably mounted in the motor vehicle lock is recorded and counteracts an impulse from an accident due to its mass inertia in such a way that opening of the motor vehicle lock by the forces acting in the accident is avoided.
  • the mass inertia element is preferably designed as a lever and is centrally supported. A symmetrical load distribution around the center of gravity can be advantageous.
  • the control lever is directly engaged with the inertia element.
  • the control lever is guided in a control contour of the mass inertia element.
  • Direct guidance of the control lever in a contour of the mass inertia element results in an advantageous structural solution that is equipped with a minimal number of components.
  • the control lever engages the contour of the inertia element in such a way that a point of application of the control lever in the control contour is arranged close to the pivot point of the inertia element.
  • control contour extends from an approximately centrally located pivot point of the inertia element to a radial end of the inertia element.
  • This results in a further advantageous shape of the control contour since on the one hand the inertia element can oppose the control lever with a maximum moment of inertia in the event of an accident, whereas with normal actuation of the actuating lever the control lever along the control contour in the inertia element with increasing deflection of the actuating lever apply a lower moment must to deflect the inertia selement.
  • the advantageous configuration of the control contour along the extent of the inertia element thus has a positive effect on the behavior in an accident and at the same time during normal operation of the lock.
  • the control lever is actuated by means of the actuating lever, the pivotably mounted coupling lever being arranged between the actuating lever and the control lever. Normal actuation of the actuating lever causes the clutch lever to remain in its starting position and pivot the control lever over the pin arranged in the control cam of the control lever.
  • the control lever also has a pin which engages in a cam of the inertia element.
  • a first lever arm with which the coupling behavior of the clutch lever is adjustable is thus the lever arm that extends from the distance between the center of the axis of the control lever to the pin, which with the control cam of the inertia element is in engagement.
  • the pin in the cam of the inertia element moves the inertia element around the center of the axis of the inertia element.
  • a second lever arm, which is decisive for the coupling behavior of the clutch lever is consequently formed from the engagement relationship between the pin in the cam of the Mas senträgheitselements and the center of the pivot axis of the Massenträg heitselement.
  • the transmission ratio from the first lever arm to the second lever arm is almost constant over the entire actuation path of the control lever.
  • the term “almost constant” is of course to be interpreted relatively, since the control lever wastes around its axis and the pin, which is in engagement with the inertia element, moves on a circular path around the axis of the control lever.
  • the mass inertia element wasted around the center of the axis of the mass inertia element, so that the engagement ratios and thus the lever ratios between the first and second levers change over the pivoting path of the control lever.
  • the lever ratios are designed in such a way that an almost constant, only slightly changing speed of actuation of the inertia element is achieved.
  • the control lever is pivoted by means of the actuating lever, the deflection of the clutch lever being controllable by means of the transmission ratio and in relation to a limit speed of the actuating lever. It has been shown, when working with small deviations in the transmission ratio, that a safe deflection of the clutch lever can be set. Thus, a maximum of functionality and security is provided in the motor vehicle lock.
  • the transmission ratio in the central position of the first and second lever arm can be set from four to six, preferably from five.
  • the middle position describes the state in which the middle points of the pivot axis of the control lever, the middle point of the mass inertia element and the center point of the pin in the control curve of the mass inertia element lie on an imaginary straight line.
  • the ratio of the first lever arm to the second lever arm is only insignificant, so that a constant angular movement in the inertia element can be adjusted.
  • a constant or almost constant angular movement makes it possible to provide uniform moments in the release lever chain, so that a high level of safety with regard to the disengagement of the clutch lever can be provided.
  • An advantageous embodiment variant of the invention results when the pin is arranged in the control curve of the mass inertia element between the axis of the control lever and the axis of the mass inertia element. Due to the structural design of the pin between the axes of the control lever and the inertia element, a compact design of the release lever chain according to the invention can be provided. At the same time, favorable gear ratios can be set, which in turn guarantee high functionality.
  • the invention is explained in more detail with reference to the accompanying drawings using schematic diagrams. However, the principle applies that the exemplary embodiments do not restrict the invention, but rather merely represent exemplary embodiments. The features shown can be implemented individually or in combination with further features of the description as well as the claims individually or in combination.
  • FIG. 1 shows part of a lock of a motor vehicle with a release lever chain in a central position, only the components of the motor vehicle lock that are essential for explaining the invention being reproduced,
  • FIG. 2 is a basic sketch of a Flebel ratio with a decreasing transmission ratio
  • FIG. 3 shows a schematic diagram of a speed ratio of a release lever chain with an almost constant transmission ratio
  • FIG. 4 shows a schematic diagram of a Flebel ratio with an increasing transmission ratio.
  • FIG. 1 a side view of a lock 1 of a motor vehicle is shown.
  • the lock is only indicated as a dashed line.
  • the lock 1 comprises an operating lever 2, a clutch lever 3, a control lever 4, an inertia element 5, a release lever 6 and a locking mechanism.
  • the single Lich dashed indicated locking mechanism can for example consist of a pawl 7 on which the release lever 6 engages directly.
  • the further components of the lock 1 are not shown for the sake of clarity, so that only the components of the lock 1 that are essential to explain the function of the invention are shown.
  • Figure 1 shows the release lever chain 8 of the lock 1 in a central position M.
  • the operating lever 2 is operated, for example, by means of a Bowden cable in the direction of arrow P1 in the counterclockwise direction.
  • the clutch lever 3 mounted in the actuating lever 2 is moved along with it via its axis 9 mounted in the actuating lever 2.
  • the clutch lever 3 in turn has a pin 10 with which the clutch lever 3 engages in the control cam 11 of the control lever 4.
  • the spring element 12 holds the control lever 4 in its starting position, so that for a relative movement between the actuating lever 2 and the control lever 4, the Federele ment with a relative force between the control lever 4 and Acting lever 2 acts.
  • the spring force of the spring element has to be overcome.
  • the spring element can for example be designed as a spiral spring.
  • the control lever 4 in turn cooperates with the inertia element 5 by means of a guide pin 13.
  • the guide pin 13 engages in a control cam 14 of the mass inertia element 5.
  • the guide pin 13 can be guided radially outward in the control cam 14.
  • the inertia element 5 is received in the lock 1 so as to be pivotable about its axis 15.
  • the mass inertia element 5 preferably has a balanced mass distribution in relation to the axis 15. In other words, the mass carrier element 5 is mass-balanced around the axis 15.
  • a balanced mass balance with respect to the axis 15 offers the advantage that no natural vibrations due to vibrations in the motor vehicle can arise or can largely be prevented.
  • the fleece arms L1 and L2 are also shown.
  • the Flebelarm L1 extends from the center of the axis 18 of the control lever 4 to the pin 13 in the control cam 14.
  • the second Flebelarm L2 extends from the center of the pin 13 to the center of the axis 15 of the inertia element 5.
  • the transmission ratio remains almost constant or changes only slightly.
  • the slight change in the Flebel ratio from the first Flebel arm L1 to the second Flebel arm L2 results in an almost constant angular velocity or an angular velocity of the inertia element 5 with only minor deviations, so that a safe actuation of the coupling lever 3 over the entire actuation path of the control lever 4 can be guaranteed.
  • an angular velocity of the inertia element 5 that is as constant as possible can be set by setting or moving the control lever 4 around the central position M.
  • FIGS. 2 to 4 basic sketches are shown that illustrate the changing transmission ratio around a central position M.
  • the solid lines L1, L2 show the Flebel ratio from the first lever arm L1 and the second lever arm L2 in the central position M give again.
  • the translation ratio is reduced when the control lever 4 is moved in the direction of arrow P3. If the control lever 4 is steered in advance in this way, the limit speed from which the mass inertia element 5 is deflected increases.
  • FIG. 3 an inventive design of the engagement relationships between the control lever and the inertia element is shown.
  • the release lever chain 8 is designed in such a way that a starting position A, in FIG. 3 to the right of the central position M, is moved to an end position E.
  • the transmission ratio L1 to L2 increases towards the middle position M and in turn decreases towards the end position E. Due to the structural design of the transmission ratio around the middle position M, the smallest possible deviation in the actuation speed of the inertia element can be expected.
  • a secure actuation of the release lever 6 can be guaranteed and at the same time a high level of functionality with regard to the coupling lever 3 can be provided.

Landscapes

  • Lock And Its Accessories (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne une serrure (1) destinée à un véhicule automobile, en particulier une serrure de porte latérale (1), ladite serrure comportant un mécanisme de verrouillage (7), une chaîne à levier de déverrouillage (8) pourvu d'un levier de déverrouillage (6) et d'un levier d'actionnement (2), le levier d'actionnement (2) pouvant être accouplé au levier de déverrouillage (6) au moyen d'un levier d'accouplement (3), et d'un levier de commande (4) destiné à commander le levier d'accouplement (3), le levier de commande (4) coopérant avec un élément à inertie de masse (5) de telle manière qu'un mouvement du levier de commande (4) puisse être évitée en fonction d'une vitesse limite du levier d'actionnement (2) au moyen de l'élément à inertie de masse (5), et le rapport de transmission entre le levier de commande (4) et l'élément à inertie de masse (5) étant conçu pour être quasi constant ou croissant sur tout le chemin d'actionnement.
EP20718550.5A 2019-04-11 2020-03-31 Serrure de véhicule automobile Active EP3953549B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP23220244.0A EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019109581.6A DE102019109581A1 (de) 2019-04-11 2019-04-11 Schloss für ein kraftfahrzeug
PCT/DE2020/100264 WO2020207532A1 (fr) 2019-04-11 2020-03-31 Serrure de véhicule automobile

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP23220244.0A Division EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile
EP23220244.0A Division-Into EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

Publications (2)

Publication Number Publication Date
EP3953549A1 true EP3953549A1 (fr) 2022-02-16
EP3953549B1 EP3953549B1 (fr) 2024-02-21

Family

ID=70285367

Family Applications (2)

Application Number Title Priority Date Filing Date
EP23220244.0A Pending EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile
EP20718550.5A Active EP3953549B1 (fr) 2019-04-11 2020-03-31 Serrure de véhicule automobile

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP23220244.0A Pending EP4325008A3 (fr) 2019-04-11 2020-03-31 Serrure pour véhicule automobile

Country Status (3)

Country Link
EP (2) EP4325008A3 (fr)
DE (1) DE102019109581A1 (fr)
WO (1) WO2020207532A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202012007312U1 (de) * 2012-07-31 2013-11-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
DE202013104118U1 (de) * 2013-09-10 2014-12-15 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102014001490A1 (de) * 2014-01-28 2015-07-30 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
DE102014002581A1 (de) * 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015118860A1 (de) * 2015-11-04 2017-05-04 Kiekert Ag Kraftfahrzeugschloss
DE102017102899A1 (de) * 2017-02-14 2018-08-16 Kiekert Ag Kraftfahrzeugtürschloss

Also Published As

Publication number Publication date
WO2020207532A1 (fr) 2020-10-15
EP4325008A2 (fr) 2024-02-21
EP4325008A3 (fr) 2024-04-24
EP3953549B1 (fr) 2024-02-21
DE102019109581A1 (de) 2020-10-15

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