EP4115039A1 - Serrure de véhicule automobile, en particulier serrure de portière latérale de véhicule automobile - Google Patents

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

Info

Publication number
EP4115039A1
EP4115039A1 EP21716589.3A EP21716589A EP4115039A1 EP 4115039 A1 EP4115039 A1 EP 4115039A1 EP 21716589 A EP21716589 A EP 21716589A EP 4115039 A1 EP4115039 A1 EP 4115039A1
Authority
EP
European Patent Office
Prior art keywords
lever
motor vehicle
actuating
clutch
vehicle lock
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
EP21716589.3A
Other languages
German (de)
English (en)
Other versions
EP4115039B1 (fr
Inventor
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 EP4115039A1 publication Critical patent/EP4115039A1/fr
Application granted granted Critical
Publication of EP4115039B1 publication Critical patent/EP4115039B1/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
    • 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
    • E05B77/34—Protection against weather or dirt, e.g. against water ingress

Definitions

  • the invention relates to a motor vehicle lock, in particular a motor vehicle side door lock, with a locking mechanism consisting essentially of rotary latch and pawl, furthermore with an actuating lever for the locking mechanism and a release lever for the locking pawl, both levers, d. H. the actuating lever and the release lever can be coupled and uncoupled with one another by means of a coupling lever, and with a mass inertia element which disengages the coupling lever at least in the event of a crash.
  • inertia elements in the case of a motor vehicle side door lock and, for example, the associated side door of a motor vehicle is regularly prevented from opening unintentionally in the event of a crash. Only then can safety devices located in or on the side door, such as side airbags, belt tensioners, etc. develop their full effect for protecting the vehicle occupants.
  • the generic prior art according to DE 10 2017 127 386 A1 proceeds.
  • the clutch lever is guided in a control curve of a control lever.
  • the control lever is in turn engaged with a mass inertia element in such a way that when the mass inertia element comes to a standstill (in the event of a crash) the control lever remains in its starting position.
  • the clutch lever is disengaged when the control lever remains in its starting position.
  • the actuating lever is actuated, the inertia element is actuated at least in some areas, namely in normal operation, ie when the motor vehicle lock is normally functioning outside of a crash.
  • the in Forced actuation of the inertia element implemented within the framework of the known teaching leads to the fact that it is always actively moved and its reliable function is thereby guaranteed even on long time scales.
  • the forced movement of the inertia element in the known teaching ensures that the functioning of the inertia element is not hindered, for example, by dirt, corrosion, etc.
  • the clutch lever When the actuating lever is actuated in normal operation, the clutch lever is actuated. In the event that the actuating lever is actuated at a normal speed, ie in normal operation, the control lever interacting with the inertia element follows the movement of the actuating lever. As a result, the clutch lever as a whole maintains its orientation in an associated functional unit. This means that the clutch lever is generally moved, but not relative to the functional unit. As a consequence of this, especially on long time scales or in adverse environmental conditions, there is the risk that the function of the clutch lever, which in the known teaching is pivotably mounted on the actuating lever, is impaired.
  • the invention aims to provide a remedy here overall.
  • the invention is based on the technical problem of further developing such a motor vehicle lock and in particular motor vehicle side door lock in such a way that the functional reliability, especially in the event of a crash, is further increased compared to the prior art.
  • a generic motor vehicle lock within the scope of the invention is characterized in that the clutch lever is actuated relatively at least slightly with respect to its bearing in normal operation each time the actuating lever is applied.
  • the clutch lever is not (only) generally moved together with the actuating lever in normal operation.
  • the clutch lever is mounted on or on the actuating lever in question.
  • this joint movement of the actuating lever and the clutch lever to act on the release lever in normal operation is additionally superimposed by a forced movement of the clutch lever each time the actuating lever is acted on.
  • This additional forced movement of the clutch lever corresponds to the clutch lever in question being at least slightly actuated relative to its bearing. That is, the clutch lever is at least slightly pivoted in its bearing by this additional forced movement.
  • the forced movement described automatically means that the clutch lever is not only moved together with the operating lever in normal operation, but also in its bearing on or on the operating lever experiences additional relative movement or bearing movement and thus a movement relative to the actuating member.
  • the invention ensures that the bearing of the clutch lever compared to the actuating lever according to an advantageous embodiment, maintains its safe mode of operation even on long time scales. This counteracts any contamination, corrosion, etc., which at this point lead or can lead, for example, to the clutch lever sticking in its bearing on the actuating lever.
  • This “jamming” of the clutch lever with respect to the actuating lever or with respect to its bearing is counteracted according to the invention in that the clutch lever undergoes a relative movement with respect to its bearing in normal operation. As a result, the functional reliability is once again significantly increased.
  • the invention is based on the knowledge that a co-movement of the inertia element, as in the prior art, is not absolutely or not necessarily necessary for every normal movement or in normal operation. Rather, for the safe functioning, especially in the event of a crash, it is important that the clutch lever is safely disengaged from the actuating lever and release lever. According to the invention, this perfect disengagement is ensured and ensured that the clutch lever is moved or pivoted relative to its bearing at least slightly in normal operation each time the actuating lever is acted upon.
  • the release lever is equipped with a control contour for actuating the clutch lever in normal operation.
  • the invention is based on the knowledge that at least one end of the clutch lever rests against the control contour of the release lever in question.
  • the control contour now ensures that the coupling lever still couples the actuating lever with the release lever unchanged in order to regularly lift the pawl from its retracted position with the rotary latch.
  • the control contour on the release lever interacting with the clutch lever in this case ensures that the clutch lever is actuated in normal operation, namely executes the previously mentioned and at least slight pivoting movement with respect to its bearing.
  • the control contour in question on the release lever merges into a stop for the clutch lever in the actuating direction of the actuating lever in normal operation. That is, the clutch lever is usually with its axially distant end when the actuating lever is acted upon against the control contour and is relatively wasted with the help of the control contour in relation to its bearing on or on the actuating lever.
  • the application of the actuating lever in the actuating direction and in normal operation ensures that the clutch lever goes into contact with the stop after contact with the control contour.
  • the clutch lever moves against the stop and the quasi-rigid connection between the actuating lever and the release lever desired in normal operation is realized and made available with the interposition of the clutch lever.
  • the previously mentioned control contour is usually in the area of a clearance between the actuating lever and the release lever. arranges.
  • the distance play in question can advantageously be set during a lock assembly. That is, in the course of the assembly of the motor vehicle lock according to the invention, a certain clearance is set between the actuating lever and the release lever. This clearance ensures that when the actuating lever is acted upon in normal operation, the end of the clutch lever remote from the axis can first interact with the control contour and then with the stop for the clutch lever. This leads to the above-mentioned forced guidance of the clutch lever in normal operation, which corresponds to the clutch lever executing the above-mentioned relative movement in its bearing with respect to the actuating lever.
  • the clutch lever also interacts and advantageously with a control lever.
  • the control lever for its part is in engagement with the inertia element mentioned above.
  • the control lever advantageously has a guide curve for the clutch lever.
  • the procedure here is usually such that the clutch lever engages with a guide pin in the previously mentioned guide curve of the control lever.
  • the design is also made such that the control lever is guided in a control contour of the inertia element.
  • the mass inertia element ensures that the clutch lever is moved into its disengaged position in the said crash situation via the control lever and the guide curve in the control lever.
  • the inertia element ensures that, in the event of a crash, the clutch lever is pivoted relative to the actuating lever in such a way that the end of the clutch lever remote from the axis cannot (no longer) move against the stop on the release lever in the event of a crash.
  • the mechanical connection between the actuating lever and the release lever is interrupted, as desired, because the clutch lever is in its disengaged position. took. This is ensured by the inertia element with the interposition of the control lever. As a consequence of this, any deflections of the actuating lever caused by a crash can expressly not be transferred to the release lever to act on the locking mechanism.
  • FIG 1 shows the motor vehicle lock according to the invention in an overview in normal operation
  • FIG. 2 shows a section of the object according to FIG. 1 in normal operation and FIG. 3 shows the object according to FIG. 2 in the event of a crash.
  • FIG. 1 shows a motor vehicle lock which, within the scope of the exemplary embodiment, is a motor vehicle side door lock.
  • This has in its basic structure a ratchet 1, 2 consisting essentially of rotary latch 1 and pawl 2. It can be seen that the ratchet 1, 2 or the rotary latch 1 and also the pawl 2 each together in one shown only in FIG Lock case 3 are stored. With the aid of the locking mechanism 1, 2, a locking bolt 3, only indicated in FIG. 1, is caught, which in the exemplary embodiment is connected to a motor vehicle side door (not shown in more detail).
  • the basic structure also includes an operating lever 4 for the Ge lock 1, 2, which according to the embodiment is an outside operating lever.
  • the actuating lever 4 or external actuating lever is connected to an external actuating lever chain which, for example, may end in an outside door handle. Opening movements of the locking mechanism 1, 2 now correspond to the fact that the actuating lever 4 or external actuating lever is acted upon about its axis 5 in the clockwise direction indicated in FIG. 2 in normal operation. So that the locking mechanism 1, 2 can be opened during this process, it is necessary for the actuating lever 4 to act on a release lever 6 for the locking mechanism 1, 2.
  • the release lever 6 is mounted on the common axis 5 on the same axis as the actuating lever 4.
  • the release lever 6 has an actuating contour 6a, which is moved upward during the described opening movement and in FIG. 2 as shown.
  • the pawl 2 in the closed position is lifted directly or indirectly from its engagement with the rotary latch 1.
  • the previously caught locking bolt 3 is released.
  • the associated motor vehicle side door which is connected to the locking bolt 3 and is not shown, can be opened in the example.
  • a coupling lever 7 ensures the mechanical connection of the actuating lever 4 and the release lever 6.
  • the two levers 4, 6 can be coupled to one another by the coupling lever 7 in question uncoupling.
  • the coupled state is shown in FIG. 2, whereas in the crash situation according to FIG. 3 the coupling lever 7 has assumed its uncoupled position.
  • the clutch lever 7 is mounted on or on the actuating lever 4.
  • the coupling lever 7 has an axle 8.
  • the coupling lever 7 is equipped with a guide pin 9.
  • the clutch lever 7 engages in a guide curve 10 via the guide pin 9.
  • the guide curve 10 is located in a control lever 11.
  • the control lever 11 is mounted on the same axis as the actuating lever 4 and the release lever 6 in the common axis 5.
  • the control lever 11 interacts not only with the clutch lever 7 because the clutch lever 7 engages with its guide pin 9 in the guide curve 10 of the control lever 11. Rather, the design is also made in such a way that the control lever 11 additionally interacts with a mass inertia element 12 which is only indicated in FIG. 3. For this purpose, the control lever 11 engages in a control contour, not shown, of the mass inertia element 12. As evidenced by FIG. 3, which is to be described in greater detail below, and in the event of a crash, the mass inertia element 12 ensures that the clutch lever 7 is disengaged.
  • the off-axis end moves 7a of the clutch lever 7 initially along a control contour 14 on the release lever 6.
  • the clutch lever 7 is at least slightly actuated relatively actively with respect to its bearing 8 each time the actuating lever 4 is acted upon, namely pivoted about its axis 8 in the counterclockwise direction.
  • the control contour 14 ensures that the clutch lever 7 in the exemplary embodiment and in accordance with the illustration in FIG. 2 is pivoted slightly in the counterclockwise direction with respect to its bearing 8.
  • the control lever 11 and with it the inertia element 12 also experience a slight pivoting movement, so that any malfunctions are effectively counteracted in this way.
  • the design is such that the control contour 14 merges clockwise in the actuating direction of the actuating lever 4 and into the stop 13 in question for the clutch lever 7 in normal operation.
  • the design is such that the control contour 14 in question is arranged in the area of a clearance A between the actuating lever 4 and the release lever 6. This clearance A between the two levers 4, 6 can be set, for example, during the lock assembly.
  • the inertia element 12 now ensures that the clutch lever 7 is disengaged. Because in the event of a crash, the inertia element 12 ensures via the control lever 11 that the guide pin 9 of the clutch lever 7 is moved along the guide curve 10 and the overall result is that the clutch lever 7 is pivoted counterclockwise about its axis 8. In this connection, starting from FIG. 2, the control lever 11 is pivoted counterclockwise about its axis 5. As a result, the clutch lever 7 comes out of engagement with the stop 13 of the release lever 6, so that the clutch lever 7 is disengaged as a whole. If, in this functional state, the actuating lever 4 is acted upon in an opening direction in the clockwise direction due to a crash, this movement of the actuating lever 4 is not transmitted to the release lever 6.
  • the release lever 6 remains at rest and cannot act on the locking mechanism 1, 2.
  • the locking mechanism 1, 2 also remains in its starting position, which then also applies to the motor vehicle side door and its locking bolt 3 caught in the locking mechanism 1, 2.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une serrure de véhicule automobile, en particulier une serrure de portière latérale de véhicule automobile, qui est équipée d'un mécanisme de verrouillage (1, 2) comportant, essentiellement, un verrou rotatif (1) et un cliquet (2). La serrure comprend également un levier d'actionnement (4) pour le mécanisme de verrouillage (1, 2) et un levier de libération (6) pour le cliquet (2). Les deux leviers (4, 6) peuvent être accouplés et désaccouplés l'un de l'autre au moyen d'un levier d'embrayage (7). L'invention concerne également un élément d'inertie de masse (12) qui découple le levier d'embrayage (7) au moins en cas de collision. Selon l'invention, le levier d'embrayage (7) est actionné en fonctionnement normal au moins légèrement par rapport à son palier (8) chaque fois que le levier d'actionnement (4) est sollicité.
EP21716589.3A 2020-03-02 2021-02-25 Serrure de véhicule automobile, en particulier serrure de portière latérale de véhicule automobile Active EP4115039B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020105473.4A DE102020105473A1 (de) 2020-03-02 2020-03-02 Kraftfahrzeug-Schloss, insbesondere Kraftfahrzeug-Seitentürschloss
PCT/DE2021/100189 WO2021175368A1 (fr) 2020-03-02 2021-02-25 Serrure de véhicule automobile, en particulier serrure de portière latérale de véhicule automobile

Publications (2)

Publication Number Publication Date
EP4115039A1 true EP4115039A1 (fr) 2023-01-11
EP4115039B1 EP4115039B1 (fr) 2023-10-18

Family

ID=75396646

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21716589.3A Active EP4115039B1 (fr) 2020-03-02 2021-02-25 Serrure de véhicule automobile, en particulier serrure de portière latérale de véhicule automobile

Country Status (4)

Country Link
US (1) US20230065236A1 (fr)
EP (1) EP4115039B1 (fr)
DE (1) DE102020105473A1 (fr)
WO (1) WO2021175368A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112014005894A5 (de) * 2013-12-21 2016-09-29 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
DE102014002581A1 (de) * 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102015001906A1 (de) 2015-02-18 2016-08-18 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102017102549A1 (de) 2017-02-09 2018-08-09 Kiekert Ag Kraftfahrzeugschloss
DE102017102899A1 (de) * 2017-02-14 2018-08-16 Kiekert Ag Kraftfahrzeugtürschloss
DE102017127386A1 (de) 2017-11-21 2019-05-23 Kiekert Ag Kraftfahrzeugschloss

Also Published As

Publication number Publication date
US20230065236A1 (en) 2023-03-02
EP4115039B1 (fr) 2023-10-18
DE102020105473A1 (de) 2021-09-02
WO2021175368A1 (fr) 2021-09-10

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