EP4087994B1 - Motor vehicle lock - Google Patents

Description

The invention relates to a motor vehicle lock, in particular a motor vehicle side door lock, with a lock plate, and with a locking mechanism mounted on the lock plate consisting essentially of a rotary latch and a pawl, with at least the pawl being inserted into a bearing opening in the lock plate using a bearing pin and being fixed therein.

A motor vehicle lock of the structure described above is the subject of DE 10 2013 111 395 A1 . The main aim here is to achieve a high level of mechanical stability. For this purpose, the known teaching suggests, among other things, that a sheet metal blank of the lock plate is cold formed in such a way that at least one thickened edge area with locally increased sheet metal thickness is produced by a material shift from at least one storage area of the blank. The edge area produced and thickened in this way is usually found in the area of the bearing opening. As a result, increased material thickness is made available in this area and high forces acting on the bearing pin can be absorbed, so that the overall mechanical stability of the lock plate is increased.

The mechanical stability of the lock plate is of particular importance for the safety of occupants of an associated motor vehicle. For this reason, such lock plates are usually made of solid metal and especially steel. The same typically applies to the locking mechanism and its components. In fact, the locking mechanism and a lock holder caught by the locking mechanism in the closed state must, in conjunction with the lock case, absorb tearing forces acting on the locking mechanism, particularly in extreme situations such as an accident. In order to ensure sufficient safety, particularly in such accident situations or in general To ensure this, tensile tests are carried out in which the motor vehicle locks are subjected to an accident-like load.

In these tensile tests, forces or tensile forces acting on the motor vehicle lock in the vehicle transverse direction or Y direction are simulated. This can be attributed to the fact that the lock plate, particularly in motor vehicle side door locks, is typically oriented in this vehicle transverse direction and tearing forces acting on an associated motor vehicle door predominantly act in this direction. In contrast, forces acting in the vehicle's longitudinal direction or

The tearing forces described above, particularly in the vehicle transverse direction or Y direction, must of course be controlled in order to ensure, on the one hand, the stability of a vehicle body through the closed vehicle doors and, on the other hand, to optimally protect the vehicle occupants and users inside with the help of the safety systems mounted in the vehicle doors.

For this reason, the further state of the art according to the WO 2017/054790 A1 Approaches have already been made to ensure the necessary security and at the same time provide a lightweight embodiment. For this purpose, in the known teaching, a fold opposite the inlet slot or inlet mouth is provided, which is designed to be part-circular in an opposite end region. As a result, a motor vehicle lock is provided overall which can accommodate the highest loads while being low in weight. In fact, maximum forces in the transverse direction of the motor vehicle or in the previously mentioned Y direction of approximately 13.6 kN are observed at this point, namely approximately 0.05 seconds after the introduction of force. This has basically proven itself.

In addition, in the prior art according to the DE 10 2007 033 369 A1 describes a method for sheet metal processing, with the help of which undesirable distortion of a sheet metal part or a lock plate is to be compensated. For this purpose, at least one compensating notch is made in the sheet metal part in question. In this way, the dimensional accuracy in production can be increased using simple means.

Finally, there is further prior art according to the WO 2011/023182 A2 There are already approaches to creating a motor vehicle lock that can reliably withstand sudden shock loads. For this purpose, the known teaching suggests a bolt with the help of which a force can be transmitted from the rotary latch to a lock case. The bolt also represents a stop for the rotary latch. In addition, the lock case is additionally reinforced to absorb a force transmitted by the rotary latch. The reinforcement is designed so that it encloses both an axis of the pawl and an axis of the rotary latch. In addition, the reinforcement is U-shaped and is supported with its two open ends on a side wall of the lock case.

A comparable reinforcement or a corresponding reinforcement element is also the subject of DE 20 2012 007 326 U1 . In this case, the reinforcing element is designed as a reinforcing plate that couples both axes of the rotary latch on the one hand and the pawl on the other at a distance from the lock case.

The state of the art has generally proven itself, but still offers room for improvement. In fact, for example, the reinforcement plate ensures after the DE 20 2012 007 326 U1 ensures that, in conjunction with the lock plate, it provides a bearing cage for the locking mechanism, which means that deformation forces can be controlled, especially in the event of a crash. All of this is intended to avoid an unplanned opening of the lock. However, it has already been used in tear tests to simulate what has already been described in the introduction Forces in the vehicle transverse direction or Y direction show that despite such a reinforcing element or a reinforcing plate, there is a risk that the pawl in particular with its bearing pin will move in the axial direction. In fact, with such tearing forces acting on the lock holder caught with the help of the locking mechanism, the tearing forces are transferred from the rotary latch to the pawl, which in turn evades axially. As a result, there is a risk that the pawl with its bearing pin will leave the bearing opening of the lock plate and as a result the locking mechanism can no longer carry out its closing function. Such axial movements of the pawl are not absorbed and controlled when there are high tearing forces, or at least not sufficiently, with the help of a reinforcing element or a reinforcing plate. The invention aims to provide a remedy here.

In print US 4,896,907 A discloses a locking device for a vehicle that includes a rotary latch that can be rotated into engagement with a lock holder. Also disclosed is a pawl that engages the rotary latch and thereby blocks rotation of the rotary latch. The rotary latch and the pawl are pivotally attached to a lock plate. An engaging member is provided on the lock plate to engage the pawl and thereby block movement of the pawl away from the surface of the lock plate.

The invention is based on the technical problem of further developing such a motor vehicle lock in such a way that the mechanical stability is further increased compared to the prior art.

To solve this technical problem, the invention proposes in a generic motor vehicle lock that the pawl is equipped with an extension which engages under a hook that limits an axial movement of the pawl.

The invention therefore first of all takes into account the fact that, particularly in the event of a crash, tearing forces in the vehicle transverse direction or Y direction regularly lead to the pawl evading axially. In order to prevent such an axial movement of the pawl relative to the bearing opening in the lock plate which accommodates the bearing pin of the pawl, the hook is now provided according to the invention, which is gripped under by the extension on the pawl and in this way limits the axial movement of the pawl or depending on the design completely prevented. In this context, the design is also such that the hook for axially securing the pawl can interact with the extension at least in the main closed position of the locking mechanism. Furthermore, the overall design is advantageously such that the hook is connected to the lock plate and generally represents a deformed component of the lock plate. This means that the hook is formed out of the lock plate through a corresponding shaping process and therefore represents an integral part of the lock plate. In fact, a punching process is usually used in conjunction with a bending process at this point.

According to the invention, the extension extends in the extension of a pawl arm interacting with the rotary latch, opposite to the bearing pin. This means that the extension and the pawl arm lie opposite each other with respect to the bearing pin located between them. In addition, the bearing pin typically represents an integral part of the pawl. In this way, the pawl including the pawl arm, bearing pin and extension can be manufactured in one go from, for example, a metal or steel blank. The pawl typically has an additional plastic coating to reduce any noise during operation to a minimum.

The design is also such that the extension runs approximately at the same level as the pawl arm. In addition, the extension regularly has a lower material thickness compared to the pawl arm, namely in a locking plane, which is jointly spanned and defined by the rotary latch and the pawl.

Since the hook is part of the lock plate, it has the same strength as the lock plate. In addition, the extension starting from the bearing pin of the pawl usually has a short length, which consequently corresponds to a short lever arm, with the help of which the bearing pin of the pawl is supported on the hook to limit the axial movement of the pawl, especially in the event of a crash. In fact, the lifting length of the extension compared to the opposing pawl arm is typically such that in this context an aspect ratio of 1:2 or even more of the length of the extension compared to the length of the pawl arm is observed.

The hook is usually designed like a bridge in front view with side legs and a web connecting the legs. The web typically has an inward curve, namely in the direction of the extension. In addition, the design is usually such that the inward curvature extends over a corresponding pivoting range of the extension of approximately 30° to 60°, preferably 40° to 50°.

The hook is generally arranged on the edge of the lock plate, in an extension of the pawl arm (in the main closed position of the lock). The inward curvature of the web predominantly ensures the axial securing of the pawl, especially in the event of a crash. In this way, the invention ensures that, through the interaction between the hook on the one hand and the extension on the other hand, the pawl can be positioned perfectly within the previously mentioned pivoting range of the extension of approximately 30° to 60° and preferably 40° to 50° using the hook Axial direction is secured. The pivoting range of the extension in question generally extends on both sides of a zero line, which is defined by an extension of the pawl arm, namely in its collapsed position in a main detent of the rotary latch and consequently in the main detent position (main closed position). The invention is based on the further finding that such pivoting ranges are completely sufficient for the basic function of the pawl. As part of the basic function, it is only important that the pawl can fall into a corresponding catch relative to the rotary latch or can be lifted out of the catch to open the locking mechanism.

As a result, a motor vehicle lock is provided which has a particularly high mechanical stability, particularly in the event of a crash. In fact, the implemented axial securing of the pawl makes it possible to control tearing forces that significantly exceed the 13.6 kN previously observed in the prior art and can be up to 18 kN or even more. A further increase is possible at this point by implementing an additional reinforcing plate that spans both an axis of the rotary latch and the bearing pin of the pawl. This is where the main advantages can be seen.

Fig. 1

das erfindungsgemäße Kraftfahrzeug-Schloss in einer perspektivischen Übersicht und

Fig. 2

das Kraftfahrzeug-Schloss bei einem Montagevorgang sowie eine Detailansicht.

The invention is explained in more detail below using a drawing that only shows an exemplary embodiment; show it:

Fig. 1

the motor vehicle lock according to the invention in a perspective overview and

Fig. 2

the motor vehicle lock during an assembly process and a detailed view.

A motor vehicle lock is shown in the figures. In the present case and not as a limitation, the motor vehicle lock is a motor vehicle side door lock, i.e. one on or in a motor vehicle side door arranged lock. The basic structure of the motor vehicle lock shown includes a lock plate 1 and a locking device 2, 3 which is mounted on the lock plate 1.

To support the rotary latch 2 on the lock plate 1, a rotary latch bearing bolt 4 is implemented, which defines a corresponding axis of the rotary latch 2 for pivoting movements. The pawl 3 in turn has a further bearing bolt 5, which in the present case is designed as a pawl bearing bolt 5 and defines a corresponding pivot axis for the pawl 3.

According to the exemplary embodiment, the bearing bolt or rotary latch bearing bolt 4 may be anchored in the lock plate 1. In contrast, the bearing bolt or pawl bearing bolt 5 is formed integrally with the pawl 3. This also applies to an extension 6 on the pawl 3, which will be described in more detail below and is provided according to the invention. The extension 6, like a pawl arm 7 opposite the extension 6 compared to the bearing pin 5 located in between, also represents an integral part of the pawl 3. This This means that the pawl 3 is made entirely from a metal or steel blank and the bearing pin 5, the pawl arm 7 and the extension 6 are usually manufactured and defined in one go through appropriate processing steps.

Based on Fig. 2 It can be seen that to assemble the pawl 3, the pawl 3 is inserted into a bearing opening 8 of the lock plate 1 using the bearing pin 5 and fixed therein. As already explained, the pawl 3 is equipped with the extension 6, which extends beyond the bearing pin 5, ie opposite or in extension of the pawl arm 7. In addition, the design is such that the extension 6, when installed, allows an axial movement of the Pawl 3 engages under the limiting hooks 9, 10, 11. This applies at least in the main closed position or main locking position of the locking mechanism 2, 3, as shown on the right in the Fig. 2 is shown.

A comparative view of the Figures 1 and 2 makes it clear that the hook 9, 10, 11 is connected to the lock plate 1 or represents a deformed component of the lock plate 1. In fact, the hook 9, 10, 11 is formed on the edge of the lock plate 1, close to the axis in comparison to the axis of the pawl 3 or adjacent to the bearing pin 5 of the pawl 3.

The extension 6 extends in the extension of the pawl arm 7 interacting with the rotary latch 1. In addition, the design is such that the extension 6 is arranged and runs opposite to the pawl arm 7 compared to the bearing pin 5 arranged between them.

Furthermore, the design is such that the extension 6 has a smaller material thickness S compared to the pawl arm 7 in a locking level spanned by the rotary latch 2 in connection with the pawl 3. This can be seen particularly from the Fig. 2 . Based on this illustration, it is also clear that the pawl 3 additionally has a plastic casing 12, which only leaves out metallic areas provided at the end of the pawl arm 7 for interaction with the rotary latch 2 on the one hand and, on the other hand, the extension 6 and in particular a head area of the bearing pin 5. In addition, the extension 6 runs approximately level with the pawl arm 7.

Based on Figures 1 and 2 It becomes clear that the hook 9, 10, 11 is designed like a bridge in the front view with side legs 9 and a web 10 connecting the legs 9. In fact, the design is such that the two legs 9 are largely perpendicular to the lock plate 1, which extends horizontally. The web 10 connects the two legs 9 on the head side. An opening extends below the web 10, which was previously punched out during the forming process of the lock plate 1 to produce the hook 9, 10, 11, for example, in order to shape the two legs 9 and the connecting web 10 enable and to be able to accommodate the extension 6 of the pawl 3 that is immersed here in the assembled state.

The web 10 for its part is provided with one in particular Figure 2 equipped with an inward curvature 11 that can be recognized, namely an inward curvature 11 which extends in the direction of the extension 6 when the pawl 3 is installed. In addition, the design is such that the inward curvature 11 extends over a corresponding pivoting range of the extension 6 of approximately 30 to 60°, according to the exemplary embodiment 40° to 50°, which is in the Fig. 2 shown swivel angle α of the pawl 3 is swept over. In fact, this pivoting range of the pawl 3 extends, taking into account the associated pivoting angle α, starting from a also in the Fig. 2 shown zero line O on both sides, which is described by the pawl arm 7 in the shown main locking position of the locking mechanism 2, 3.

After all, it does Fig. 2 It is clear that the length I ₁ of the extension 6 to the bearing pin or pawl bearing pin 5 on the one hand and the length I ₂ of the pawl arm 7 to the bearing pin 5 in question on the other hand are designed differently. In fact, at this point one observes a ratio of the two lengths I ₁ :I ₂ of at least 1:2. As a result, the extension 6 and with it the pawl 3 are effectively secured during an axial movement of the bearing pin 5 in the event of a crash, taking into account a short lever arm I ₁ , and a corresponding axial movement is suppressed with the help of the hook 9, 10, 11. This applies at least as long as the pawl 3 moves within the pivoting range of the extension 6 predetermined by the angle α, which is the case regularly and in normal operation anyway.

In addition, within the scope of the exemplary embodiment, a reinforcing plate 13 is realized, which engages over both the bearing bolt or rotary latch bearing bolt 4 and the bearing bolt or pawl bearing bolt 5 and is additionally fixed to the lock plate 1. For this purpose, the reinforcement plate 13 has an arm 13a fixed in or on the lock plate 1.

Reference symbol list

1

Lock plate

2

Rotary trap

3

pawl

4

Rotary latch bearing bolt

5

Pawl bearing bolt

6

appendage

7

Pawl arm

8th

Warehouse opening

9,10,11

Hook

11

Inward curvature

12

Plastic coating

13

Reinforcement plate

13a

boom

Claims (8)

1. A motor vehicle latch, in particular a motor vehicle side door lock, having a lock plate (1), and having a locking mechanism (2, 3) mounted on the lock plate (1) and consisting of substantially catch (2) and pawl (3), wherein at least the pawl (3) is inserted into a bearing opening (8) of the lock plate (1) and is fixed herein by means of a bearing pin (5), wherein the pawl (3) is equipped with an extension (6) which engages under a hook (9, 10, 11) limiting an axial movement of the pawl (3),
   characterized in that
   the extension (6) extends in extension of a pawl arm (7) interacting with the catch (2) opposite to the bearing pin (5) so that the extension (6) and the pawl arm (7) are opposite in relation to the bearing pin (5) located therebetween, wherein the hook (9, 10, 11) is designed to interact with the extension (6) at least in the main closed position of the locking mechanism (2, 3) in order to axially secure the pawl (3).
2. The motor vehicle latch according to claim 1, characterized in that the extension (6) extends approximately in the same plane as the pawl arm (7).
3. The motor vehicle latch according to any of claims 1 or 2,
   characterized in that the extension (6) has a lower material thickness (S) compared to the pawl arm (7) in a locking mechanism plane.
4. The motor vehicle latch according to any of claims 1 to 3, characterized in that the hook (9, 10, 11) is connected to the lock plate (1).
5. The motor vehicle latch according to claim 4, characterized in that the hooks (9, 10, 11) are designed as a deformed component of the lock plate (1).
6. The motor vehicle latch according to any of claims 1 to 5,
   characterized in that the hook (9, 10, 11) is bridge-like in front view with lateral legs (9) and a web (10) connecting the legs (9).
7. The motor vehicle latch according to claim 6, characterized in that the web (10) has an inward curvature (11) in the direction of the extension (6).
8. The motor vehicle latch according to claim 7, characterized in that the inward curvature (11) extends over a corresponding pivoting region (angle α) of the extension (6) of approximately 30° to 60°, preferably 40° to 50°.

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