EP3990726A1 - Serrure de porte, en particulier serrure de portière de véhicule automobile - Google Patents

Serrure de porte, en particulier serrure de portière de véhicule automobile

Info

Publication number
EP3990726A1
EP3990726A1 EP20735474.7A EP20735474A EP3990726A1 EP 3990726 A1 EP3990726 A1 EP 3990726A1 EP 20735474 A EP20735474 A EP 20735474A EP 3990726 A1 EP3990726 A1 EP 3990726A1
Authority
EP
European Patent Office
Prior art keywords
lever
door lock
nose
coupling
recess
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.)
Pending
Application number
EP20735474.7A
Other languages
German (de)
English (en)
Inventor
Ömer INAN
Hendrik Wahmann
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
Publication of EP3990726A1 publication Critical patent/EP3990726A1/fr
Pending legal-status Critical Current

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

  • Door lock in particular motor vehicle door lock
  • the invention relates to a door lock, in particular a motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch and pawl, and with an actuating lever chain at least for opening the locking mechanism, the actuating lever chain having at least one switchable coupling element which, when it is “coupled”, closes the actuating lever chain in terms of drive technology
  • the drive opens in the "disengaged" position.
  • a door lock and in particular a motor vehicle door lock of the structure described at the beginning is one that is typically used in or on a motor vehicle to close a hood, a tailgate, a side door, a tank flap, a front hood, etc.
  • the motor vehicle door lock in question is a motor vehicle side door lock, that is to say a motor vehicle door lock on a front or rear side door of a motor vehicle.
  • the actuating lever chain may be acted upon manually, for example via an inner handle and / or an outer handle.
  • a motorized opening of the locking mechanism via the interposed actuating lever chain is also conceivable and is also covered by the invention.
  • the opening of the locking mechanism requires that the switchable coupling element as part of the operating lever chain is in its “coupled” position. If, on the other hand, the coupling element assumes its “disengaged” position, the actuating lever chain is interrupted or open in terms of drive technology. As a result of this, the locking mechanism can be activated via the inner handle and / or outer handle or the motorized drive can no longer be opened, at least not as long as the switchable coupling element is in its “disengaged” position.
  • the switchable coupling element can adopt the two mentioned positions “engaged” and “disengaged” via an additionally provided locking unit.
  • the locking unit In the “engaged” position, the locking unit is in its “unlocked” functional position.
  • the "locked” position of the locking unit corresponds to the fact that the coupling element is "disengaged” and consequently the operating lever chain is interrupted, so that in the locked state, an application of the inner handle or outer handle as well as the motor drive with respect to the locking mechanism goes empty and consequently, the lock cannot be opened.
  • switchable coupling element In addition to such a locking functionality of the switchable coupling element, it is also possible to use it to differentiate between “normal operation” and “crash”, as is done in the prior art, for example according to WO 2014/019960 A2.
  • “normal operation” the switchable coupling element assumes its “engaged” position, so that the locking mechanism can be opened as required via the operating lever chain.
  • the “crash case” corresponds to the coupling element being “disengaged” so that any forces acting on the actuating lever chain and associated with the “crash case” do not lead to an unintentional opening of the locking mechanism.
  • the design is such that an actuating lever as part of the actuating lever chain interacts with the switchable coupling element in such a way that the actuating lever, when moved into its non-actuated state, removes the coupled clutch arrangement or . disengages the coupling element.
  • the disengaged clutch assembly is in Leave the disengaged state and, in addition, the coupling of the coupling arrangement is blocked while the actuating lever is not actuated.
  • the actuating lever only releases the coupling element in the course of its actuation, so that the coupling of the coupling arrangement is prevented when the actuating lever is not actuated.
  • the actuation lever executes an idle stroke because of the delayed engagement of the clutch arrangement due to inertia.
  • the coupling arrangement is designed in detail with a resiliently flexible wire or strip as a coupling element. The wire or strip can be bent between the engaged position and the disengaged position. As a result, perfect functionality cannot always be guaranteed, especially on long time scales, because the resilience of the resiliently flexible wire or strip can change over time, for example due to corrosion, contamination, etc.
  • Comparable motor vehicle door locks with similar functionality are described in the further prior art according to DE 20 2010 015 U1.
  • a switchable coupling element is implemented in detail, which has a coupling bolt and a coupling link. Even for such a design, the necessary functional reliability cannot always be guaranteed, especially on long time scales. Because between the coupling bolt and the coupling link, soiling and / or corrosion, which impair the functional reliability, can occur.
  • the invention is based on the technical problem of further developing such a door lock, and in particular a motor vehicle door lock, in such a way that permanent functional reliability of the switchable coupling element is guaranteed also and in particular on long time scales.
  • a generic door lock and in particular a motor vehicle door lock is characterized in that the actuating lever mechanism has at least two levers pivotable about a common axis, and that the coupling element is designed as a coupling lever which is pivotably mounted on the first lever and which starts from its position in the rest state disengaged state to take on the engaged state falls with its nose in a recess of the adjacent second Flebels of the actuating lever chain, in accordance with a predetermined pivot angle range between the two Flebels and below a limit speed of the pivoting movement of the second Flebels compared to the first lever, or vice versa.
  • the procedure is logically such that the coupling element is initially designed as a coupling lever pivotably mounted on the first lever of the actuating lever chain.
  • actuating lever chain has at least two pivotable levers which are mounted pivotably with respect to one another about their common axis.
  • the coupling element is implemented between the two levers that are pivotably mounted relative to one another.
  • the coupling element ensures that both levers are rigidly coupled to one another.
  • the operating lever chain is closed in terms of drive technology.
  • the “disengaged” state of the coupling element corresponds to the fact that the two levers perform an idle movement or a movement relative to one another about their common axis.
  • the actuating lever chain is consequently interrupted or opened in terms of drive technology.
  • the clutch lever In the idle state of the two levers to one another and also in the idle state of the clutch lever, the clutch lever assumes its functional position "disengaged". This is ensured, for example, by a stop on the second lever.
  • the second lever To assume the engaged state, the second lever now works on the clutch lever or interacts with the clutch lever in such a way that the clutch lever is released when the second lever is actuated, so that the clutch lever is generally spring-assisted into the "engaged” state.
  • the two levers are mechanically coupled to one another, so that the associated operating lever chain is closed and the actuation lever chain can be acted upon to open the locking mechanism.
  • the actuation lever chain can be acted upon by an inner handle and / or an outer handle and / or even by a motor drive.
  • the engagement of the engaged state of the clutch lever by the spring loading of the clutch lever takes place according to the invention according to a predetermined swivel angle range between the two levers or between the usually not moved first lever and the actuated second lever and below a limit speed of the swivel movement of the second lever relative to the first lever, or vice versa. So it depends on a limit speed of the relative movement of the two levers to one another.
  • the clutch lever can only be transferred to the “engaged” state after it has been released by actuating the second lever if, in particular, the second lever has completed a certain pivoting angle range with respect to the first lever. In other words, only in this specified swivel angle range is it possible for the clutch lever to be switched to the "coupled” state and thus ensure the mechanical coupling between the two levers.
  • the speed of the pivoting movement of the second lever is also particularly important. This swivel movement and the associated swivel speed depend on whether there is a “normal operation” or a “crash case”.
  • the first lever with the clutch lever mounted on it generally remains at rest for the time being.
  • the actuation of the second lever to open the locking mechanism and the associated pivoting movement of the second lever relative to the first lever ensures that the coupling lever mounted on the first lever can leave its "disengaged” position because the stop on the second lever is actuated by the second lever leaves the clutch lever.
  • the clutch lever can now fall into the recess of the second lever with the aid of a spring and ensures that it is “engaged” immediately when it is reached for the mechanical coupling of both levers and thus the drive-related closing of the operating lever chain.
  • the second lever is pivoted again in the direction of an opening movement with a view of the locking mechanism in relation to the first lever, which is predominantly at rest, with the clutch lever mounted on it.
  • this pivoting movement corresponds to a pivoting speed above the limit speed.
  • the recess of the second lever has already passed the nose on the clutch lever mounted on the first lever before the nose can even fall into the recess with the aid of a spring.
  • any collapse of the clutch lever is hindered by its inertia.
  • the nose of the clutch lever can only fall into the recess of the second lever of the actuating lever chain if the recess on the second lever, which extends over only a certain pivot angle range, is congruent with the nose and at the same time the speed of the second lever its actuation movement is located below the limit speed for the pivoting movement. Otherwise, the inertia of the clutch lever built up in such a case prevents the clutch lever from being able to interact with the recess on the adjacent second lever of the operating lever chain, supported by the spring assigned to it.
  • the coupling lever is mounted on the first lever at a distance from the common axis between the first lever and the second lever, specifically in the same axis orientation. That is, the axis for mounting the clutch lever on the first lever and the common axis between the two levers run predominantly parallel to one another. As a result, a particularly compact structure is made available and both levers with the interposed clutch lever can be arranged in the greatest possible overlap with one another, so that the required space is minimized.
  • the nose of the clutch lever largely performs a radial movement compared to the axis of the clutch lever.
  • the recess on the second lever extends predominantly around the circumference compared to the common axis between the two levers.
  • the design is usually such that the two axes, ie the common axis of both levers and the axis of the clutch lever compared to the first lever, define a straight line, the nose of the clutch lever and the recess on the second lever facing each other.
  • the clutch lever has a support contour in addition to and in addition to the nose.
  • the support contour interacts with the stop on the second lever in the rest state or the initial state of the coupling lever. As soon as the second lever is actuated in the direction of an opening of the locking mechanism, the support contour leaves the stop, so that the clutch lever, acted upon by the spring, can fall into the recess in normal operation as described in the course of this actuation.
  • the nose and the support contour generally extend in the same direction.
  • the design is such that the recess on the second lever has a clear width which essentially corresponds to a width of the nose alone or a combined or combined width of the nose and the support contour.
  • the clearance provided on the circumference of the second lever is designed in terms of its clear width such that it can only accommodate the nose on the coupling lever.
  • the clear width of the recess essentially corresponds to the width of the nose.
  • the recess can also be designed in such a way that it can accommodate both the nose and the support contour on the coupling lever, provided such a support contour is implemented.
  • the recess has a clear width which, taken together, corresponds to the width of the nose and the support contour.
  • the spring acting on the clutch lever is generally a leg spring.
  • This leg spring has a coiled area and, as a rule, two legs that are tangentially connected to the coiled area.
  • the winding area advantageously encloses the axis of the clutch lever, so that a particularly compact design is observed.
  • the design is typically made such that one leg of the leg spring is connected to the first lever, whereas the other second leg of the leg spring acts on the coupling lever in the direction of the recess on the second lever.
  • the switchable coupling element can assume a double function, as it were, for realizing the crash function on the one hand and in the sense of a locking function on the other.
  • a locking unit may additionally act on the switchable coupling element in question, in order to be able to additionally implement the functional positions “engaged” or “unlocked” and “disengaged” or “locked” already described in the introduction.
  • the operating lever chain can be designed overall as an external operating lever chain, an internal operating lever chain or even as a combined operating lever chain for both internal and external operation. This is where the main advantages can be seen.
  • FIG. 2 shows the object according to FIG. 1 when actuated in "normal operation"
  • FIG. 3 shows the object according to FIGS. 1 and 2 in a "crash”
  • 4 shows a further second embodiment of the door lock according to the invention in the idle state
  • FIG. 5 shows the object according to FIG. 4 in “normal operation”
  • FIGS. 4 and 5 shows the object according to the second exemplary embodiment in accordance with FIGS. 4 and 5 in the "crash".
  • a door lock and in particular a motor vehicle lock and preferably a motor vehicle door lock is shown, which in its basic structure has a locking mechanism 1, 2 consisting essentially of rotary latch 1 and pawl 2, which is only shown in FIG.
  • the door lock or motor vehicle door lock is located in or on an associated motor vehicle door (not shown).
  • the locking mechanism 1, 2 ensures, as shown in FIG. 2, that a locking bolt 3 on the body side is caught in the closed state of the locking mechanism 1, 2 indicated there.
  • a release lever 4 also indicated in FIG. 2, operates on the pawl 2 in such a way that it is pivoted counterclockwise around its axis in the counterclockwise direction indicated in FIG can open as well as the locking bolt 3 releases.
  • an actuating lever chain 5, 6, 7, 8 is implemented within the scope of all variants according to FIGS. 1 to 6.
  • the actuating lever chain 5, 6, 7, 8 is not restrictive of an external actuating lever chain which is equipped with an external handle 8 at the end.
  • an inner handle (not shown) can also be implemented so that the actuating lever chain 5, 6, 7, 8 is then designed as an inner actuating lever chain.
  • Mixed forms are also conceivable.
  • the illustrated actuating lever chain 5, 6, 7, 8 also has a first lever 5 and a second lever 6.
  • Both levers 5, 6 are rotatably mounted relative to one another about a common axis 9.
  • a switchable coupling element 7 is arranged on the second lever 6 and is designed as a coupling lever 7 rotatably mounted on the second lever 6 about a further axis 10.
  • the coupling element 7 is mounted on the first lever 5.
  • the second lever 6 is a transmission lever, while the first lever 5 is designed as an external actuating lever.
  • the variant according to FIGS. 4 to 6 works with a second lever 6, which in this case is designed as a release lever, so that the release lever 4 can be omitted in this variant.
  • the switchable coupling element 7 can drive the actuating lever chain 5, 6, 7, 8 as shown in FIGS. 2 and 5.
  • the “coupled” state of the coupling element 7 according to FIG. 2 corresponds to the fact that the two levers 5, 6 coupled to one another via the coupling lever 7 can be pivoted about their common axis 9 in the counterclockwise direction indicated there.
  • the nose 13 on the clutch lever 7 can interact with a recess 14 which is found on the circumference of the first lever 5 in the first variant according to FIGS. 1 to 3 and on the circumference of the second lever 6 in the context of FIGS. 4 to 6.
  • the nose 13 of the clutch lever 7 largely has a radial extension compared to the axis 10 for mounting the clutch lever 7 on the second lever 6 or first lever 5.
  • the basic structure also includes one that can be seen in particular in FIG Spring 15, which according to the exemplary embodiment is a leg spring. With the aid of the spring 15, the clutch lever 7 is urged in such a way that the clutch lever 7 is urged with its nose 13 in the direction of the recess 14 of the first lever 5 or the second lever 6.
  • the spring 15 or leg spring 15 has a coiled section 15a which surrounds the axis 10, opposite that of the clutch lever 7 is pivotably mounted on the first lever 5.
  • two legs 15b, 15c are also implemented.
  • the leg 15b of the leg spring 15 is supported on the first lever 5, while the second leg 15c of the leg spring 15 acts on the clutch lever 7, in such a way that the nose 13 is pretensioned in the direction of the recess 14 (see . 4).
  • the nose 13 of the clutch lever 7 is oriented predominantly in the radial direction compared to the axis 10.
  • the nose 13 of the clutch lever 7 - caused by the spring 15 - can for the most part perform a radial movement in comparison to the axis 10.
  • the recess 14 is oriented on the second lever 6 or first lever 5.
  • the nose 13 in connection with the support contour 12 can jointly dip into the recess 14.
  • the design in the variant according to FIGS. 4 to 6 is such that at this point only the nose 13 dips into the recess 14 in the “coupled” state of the coupling lever 7.
  • the common axis 9 between the two levers 5, 6 on the one hand and the axis 10 for mounting the coupling lever 7 on the first lever 5 or second lever 6 on the other hand define a straight line
  • the nose 13 of the coupling lever 7 and the Recess 14 on the first lever 5 and second lever 6 are facing each other. If the previously mentioned support contour 12 is also implemented, the nose 13 and the support contour 12 extend in the same direction, according to the exemplary embodiment transversely to the radial direction compared to the axis 10.
  • the recess 14 is now equipped with a clear width W which, in the variant according to FIGS. 1 to 3, corresponds to a combined width B of the nose 13 and the support contour 12.
  • a clear width W which, in the variant according to FIGS. 1 to 3, corresponds to a combined width B of the nose 13 and the support contour 12.
  • the two levers 5, 6 are rigidly connected to one another by the coupling element 7, so that a further application of the first lever 5 in the counterclockwise direction shown in FIG. 2 around the common axis 9 corresponds to the second lever 6 counteracting the release lever 4 moves, which in turn lifts the pawl 2 from its engagement with the rotary latch 1 with the consequences described.
  • a crash occurs, as shown in FIG. 3, the first lever 5 moves so quickly during its pivoting movement about the common axis 9 that a limit speed of the pivoting movement of the first lever 5 relative to the second lever 6 is exceeded .
  • FIG. 4 A comparable functionality is observed in the exemplary embodiment according to FIGS. 4 to 6.
  • the idle state is shown again, which corresponds to the fact that the clutch lever 7 rests with its nose 13 on the stop 11. This can be attributed to the fact that in this case an additional support contour 12 is not implemented. Either way, the clutch lever 7 is again in the “disengaged” position in this idle state.
  • the first lever 5 is pivoted clockwise during the transition from FIG. 4 to FIG. 5, the second lever 6 remains at rest and remains unchanged. If the pivoting movement of the first lever 5 relative to the second lever 6 with the coupling lever 7 mounted on the first lever 5 takes place at a pivoting speed which is below the limit speed and in addition such that the recess 14 and the nose 13 overlap, ie after Given a certain pivot angle range, so that the recess 14 and the nose 13 are opposite one another and consequently can interact, the spring 15 again ensures that the nose 13 is in the recess 14 falls.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une serrure de porte, en particulier une serrure de porte de véhicule automobile, comportant un dispositif d'encliquetage (1, 2) constitué essentiellement d'un pêne pivotant (1) et d'un cliquet (2). L'invention concerne en outre un mécanisme d'actionnement à levier (5, 6, 7, 8) servant au moins à ouvrir le dispositif d'encliquetage (1, 2), le mécanisme d'actionnement à levier (5, 6, 7, 8) présentant au moins un élément d'accouplement (7) débrayable qui, dans sa position « Embrayé », ferme le mécanisme d'actionnement à levier (5, 6, 7, 8) par une technique d'entraînement et dans sa position « Débrayé », ouvre ledit mécanisme par une technique d'entraînement. Selon l'invention, le mécanisme d'actionnement à levier (5, 6, 7, 8) présente au moins deux leviers (5, 6) pivotant autour d'un axe (9) commun. L'élément d'accouplement (7) est réalisé sous la forme d'un levier d'accouplement (7) monté pivotant sur le premier levier (5), lequel levier d'accouplement, depuis son état débrayé adopté à l'état de repos, tombe, avec son ergot (13), dans un évidement (14) du second levier (6) adjacent du mécanisme d'actionnement à levier (5, 6, 7, 8) de façon à adopter l'état embrayé.
EP20735474.7A 2019-06-26 2020-06-16 Serrure de porte, en particulier serrure de portière de véhicule automobile Pending EP3990726A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019117206.3A DE102019117206A1 (de) 2019-06-26 2019-06-26 Türschloss insbesondere kraftfahrzeugtürschloss
PCT/DE2020/100500 WO2020259751A1 (fr) 2019-06-26 2020-06-16 Serrure de porte, en particulier serrure de portière de véhicule automobile

Publications (1)

Publication Number Publication Date
EP3990726A1 true EP3990726A1 (fr) 2022-05-04

Family

ID=71409069

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20735474.7A Pending EP3990726A1 (fr) 2019-06-26 2020-06-16 Serrure de porte, en particulier serrure de portière de véhicule automobile

Country Status (3)

Country Link
EP (1) EP3990726A1 (fr)
DE (1) DE102019117206A1 (fr)
WO (1) WO2020259751A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022122495A1 (de) * 2022-09-06 2024-03-07 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss
DE102022122494A1 (de) * 2022-09-06 2024-03-07 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0214817D0 (en) * 2002-06-27 2002-08-07 Arvinmeritor Light Vehicle Sys Door latch mechanism
GB2432184A (en) * 2005-11-11 2007-05-16 John Phillip Chevalier Coupling apparatus which decouples in the event of acceleration above a predetermined threshold
DE202010015710U1 (de) * 2010-11-20 2012-02-23 Kiekert Ag Schloss mit modifizierter Federlippe für Kraftfahrzeugtüren
DE202012007312U1 (de) * 2012-07-31 2013-11-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
US9637952B2 (en) * 2013-03-25 2017-05-02 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
DE102014001490A1 (de) * 2014-01-28 2015-07-30 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss

Also Published As

Publication number Publication date
DE102019117206A1 (de) 2020-12-31
WO2020259751A1 (fr) 2020-12-30

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