EP4115039B1 - 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 Download PDF

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Publication number
EP4115039B1
EP4115039B1 EP21716589.3A EP21716589A EP4115039B1 EP 4115039 B1 EP4115039 B1 EP 4115039B1 EP 21716589 A EP21716589 A EP 21716589A EP 4115039 B1 EP4115039 B1 EP 4115039B1
Authority
EP
European Patent Office
Prior art keywords
lever
motor vehicle
actuating
clutch lever
control
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.)
Active
Application number
EP21716589.3A
Other languages
German (de)
English (en)
Other versions
EP4115039A1 (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
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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
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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 a rotary latch and a pawl, furthermore with an actuating lever for the locking mechanism and a release lever for the pawl, both levers, i.e. H. the actuating lever and the release lever can be coupled and uncoupled to one another by a clutch lever, and with a mass inertia element which disengages the clutch lever at least in the event of a crash, the clutch lever being actuated at least slightly relative to its bearing in normal operation each time the actuating lever is acted upon.
  • motor vehicle locks and in particular motor vehicle side door locks increasingly use inertia elements in order to increase overall security.
  • mass inertia elements it is regularly prevented that in the case of a motor vehicle side door lock and, for example, the associated side door of a motor vehicle, 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 in protecting the vehicle occupants.
  • the generic state of the art follows DE 10 2017 127 386 A1 before.
  • the clutch lever is guided in a control cam 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.
  • the mass inertia element is additionally actuated at least in certain areas, namely during normal operation, ie when the motor vehicle lock is functioning normally outside of a crash.
  • the forced actuation of the mass inertia element means that it is always actively moved and thus its safe function is guaranteed even on long time scales.
  • the forced movement of the mass inertia element With the known teaching, it is certain that the inertia element is not hindered in its functioning, for example by contamination, corrosion, etc.
  • the release lever and the actuation lever can be coupled using the clutch lever.
  • means for controlling the clutch lever are implemented, with the clutch lever being guided using a control cam.
  • the control lever again interacts with a mass inertia element.
  • the clutch lever When the actuation 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 mass inertia element follows the movement of the actuating lever. As a result, the clutch lever maintains its overall orientation in an associated functional unit. This means that the clutch lever is generally moved, but not relative to the functional unit. As a result, there is a risk, particularly on long time scales or in adverse environmental conditions, that the functionality of the clutch lever, which in the known teaching is pivotally mounted on the actuating lever, is impaired.
  • the document further reveals DE 10 2015 001906 A1 an actuating device for a motor vehicle lock according to the preamble of claim 1, wherein the actuating device comprises an actuating lever and a release lever, which when the actuating lever is actuated with sufficiently low acceleration by a clutch lever with the actuating lever for a Opening a locking mechanism is coupled and which is not coupled when the actuating lever is actuated with excessively high acceleration, the acceleration-dependent engagement of the clutch lever being controlled by an ejector lever.
  • the invention is based on the technical problem of further developing such a motor vehicle lock and in particular a motor vehicle side door lock in such a way that the functional reliability, particularly in the event of a crash, is further increased compared to the prior art.
  • a generic motor vehicle lock is characterized in the context of the invention in that 2.
  • the release lever has a control contour for the aforementioned actuation of the clutch lever in normal operation.
  • the clutch lever is not (only) generally moved together with the actuation lever.
  • the clutch lever is mounted on or on the actuating lever in question. Rather, according to the invention, 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 actuated.
  • This additional forced movement of the clutch lever corresponds to the clutch lever in question being actuated at least slightly relative to its bearing. This means that 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 actuating lever in normal operation, but also in its bearing on or on it Actuating lever experiences an additional relative movement or bearing movement and thus a relative movement to the actuating member.
  • the invention ensures that the bearing of the clutch lever maintains its safe functioning compared to the actuating lever, even over long time scales, according to an advantageous embodiment.
  • This counteracts any contamination, corrosion, etc., which at this point can lead to, for example, the clutch lever sticking to the actuating lever in its bearing.
  • this "sticking" of the clutch lever relative to the actuating lever or its bearing is countered by the clutch lever completing a relative movement with respect to its bearing during normal operation. This significantly increases functional reliability.
  • the invention is based on the knowledge that a co-movement of the mass inertia element, as in the prior art, is not absolutely or not necessarily required for every normal movement or in normal operation. Rather, for safe functioning, particularly in the event of a crash, it is important that the clutch lever is disengaged safely relative to the actuation lever and release lever. According to the invention, this perfect disengagement is guaranteed and ensured by the clutch lever being at least slightly moved or pivoted relative to its bearing during 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 the clutch lever rests at least with one end on the control contour of the release lever in question.
  • the control contour now ensures that the clutch lever still couples the actuating lever with the release lever in the same way as before in order to regularly lift the pawl from its retracted position with the rotary latch.
  • the control contour on the release lever which interacts with the clutch lever in this case, ensures that the clutch lever is actuated in normal operation, namely that it carries out 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 direction of actuation of the actuation lever during normal operation.
  • the end of the clutch lever which is remote from the axis, usually initially rests against the control contour when the actuating lever is acted upon and is relatively pivoted with the help of the control contour in relation to its bearing on or on the actuating lever.
  • the action on the actuating lever in the actuation direction and in normal operation ensures that the clutch lever, after resting on the control contour, transitions into resting against the stop.
  • the clutch lever moves against the stop and the quasi-rigid connection between the actuation lever and the release lever desired in normal operation is realized and made available with the interposition of the engaged clutch lever.
  • the previously mentioned control contour is usually arranged in the area of a clearance between the actuating lever and the release lever.
  • the distance clearance in question can advantageously be adjusted during lock assembly. This means that in the course of assembling 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 already mentioned positive guidance of the clutch lever in normal operation, which corresponds to the clutch lever performing the already mentioned relative movement in its bearing relative to the actuating lever.
  • the clutch lever also interacts advantageously with a control lever.
  • the control lever is in turn engaged with the previously mentioned mass inertia element.
  • the control lever also advantageously has a guide curve for the clutch lever. The procedure 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 such that the control lever is guided in a control contour of the mass inertia element.
  • the mass inertia element ensures that the clutch lever is transferred to its disengaged position in the said crash event via the control lever and the guide cam in the control lever.
  • the mass 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 can no longer move against the stop on the release lever in the event of a crash.
  • the mechanical connection between the actuation lever and the release lever is as desired interrupted because the clutch lever has assumed its disengaged position. This is ensured by the mass inertia element with the interposition of the control lever. As a result, any crash-related deflections of the actuating lever cannot be transferred to the release lever to act on the locking mechanism.
  • the locking mechanism remains in its closed state, even and especially in the event of a crash.
  • a locking bolt previously caught using the locking mechanism and connected, for example, to a motor vehicle side door remains in its position caught in the locking mechanism.
  • the associated motor vehicle side door remains closed so that the vehicle occupants are optimally protected in the event of a crash.
  • the invention ensures that the clutch lever performs a relative movement with respect to its bearing during every normal actuation. This means that any sticking of the bearing can no longer occur, even over long time scales and taking into account adverse environmental conditions.
  • the functional reliability is therefore increased enormously. This is where the main advantages can be seen.
  • FIG. 1 A motor vehicle lock is shown, which in the context of the exemplary embodiment is a motor vehicle side door lock.
  • This has in its basic structure a locking device 1, 2 essentially consisting of a rotary latch 1 and a pawl 2. It can be seen that the locking mechanism 1, 2 or the rotary latch 1 and also the pawl 2 are each together in one only Fig. 1 lock case 3 shown are stored. With the help of the locking mechanism 1, 2, one is only in the Fig. 1 indicated locking bolt 3 caught, which in the exemplary embodiment is connected to a motor vehicle side door, not shown.
  • the basic structure also includes an operating lever 4 for the locking mechanism 1, 2, which according to the exemplary embodiment is an external operating lever.
  • the operating lever 4 or external operating lever is connected to an external operating lever chain, which may end, for example, in an external door handle. Opening movements of the locking mechanism 1, 2 now correspond to the fact that the operating lever 4 or external operating lever moves about its axis 5 in normal operation Fig. 2 indicated clockwise direction. So that the locking mechanism 1, 2 can be opened during this process, it is necessary that the actuating lever 4 acts on a release lever 6 for the locking mechanism 1, 2.
  • the release lever 6 is mounted on the same axis as the actuating lever 4 on the common axis 5.
  • the release lever 6 has an actuation contour 6a, which is used during the opening movement described and in the Fig. 2 is moved upwards as shown.
  • the pawl 2 which is in the closed position, is lifted directly or indirectly from its engagement with the rotary latch 1.
  • the previously trapped 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 case.
  • a clutch lever 7 ensures the mechanical connection of the actuating lever 4 and the release lever 6.
  • the two levers 4, 6 can be coupled and uncoupled to one another by the clutch lever 7 in question.
  • the coupled state is shown, whereas in the crash situation after the Fig. 3 the clutch lever 7 has assumed its disengaged position.
  • the clutch lever 7 is mounted on or on the actuating lever 4.
  • the clutch lever 7 has an axis 8.
  • the clutch 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 release lever 6 in the common axis 5.
  • the control lever 11 not only interacts with the clutch lever 7, because the clutch lever 7 engages with its guide pin 9 in the guide cam 10 of the control lever 11. But the design is also such that the control lever 11 is only equipped with one in the Fig. 3 indicated mass inertia element 12 interacts. For this purpose, the control lever 11 engages in a control contour, not shown, of the mass inertia element 12.
  • the mass inertia element 12 ensures that which will be described in more detail below Fig. 3 and in the event of a crash, ensure that the clutch lever 7 is disengaged.
  • the clutch lever 7 moves with its end 7a remote from the axis against a stop 13 on the release lever 6.
  • the actuating lever 4 and the release lever 6 are virtually interposed with the clutch lever 7 interposed -rigidly connected to each other so that the in the Fig. 2
  • the opening movement of the actuating lever 4 shown in the clockwise direction is transmitted directly to the release lever 6.
  • the release lever 6 moves upwards with its operating contour 6a and then ensures, as desired, that the pawl 2 is lifted from its engagement with the rotary latch 1.
  • the associated motor vehicle lock is open.
  • the clutch lever 7 Before the end of the clutch lever 7 remote from the axle reaches the stop 13 in question reached on the release lever 6, the clutch lever 7 also performs a relative movement in its bearing 8. Because when the actuating lever 4 is acted upon in a clockwise direction in accordance with normal operation Fig. 2 The end 7a of the clutch lever 7 remote from the axis initially moves along a control contour 14 on the release lever 6. As a result, in normal operation, the clutch lever 7 is actuated at least slightly in relation to its bearing 8 in a relatively active manner each time the actuating lever 4 is acted upon, namely pivoted in the counterclockwise direction about its axis 8. This means that the control contour 14 ensures that the clutch lever 7 in the exemplary embodiment and according to the illustration in the Fig. 2 is pivoted slightly counterclockwise with respect to its bearing 8. As a result, the control lever 11 and with it the mass inertia element 12 also undergo a slight pivoting movement, so that any malfunctions are effectively counteracted in this way.
  • the overall design is such that the control contour 14 merges into the stop 13 for the clutch lever 7 in the clockwise direction in the direction of actuation of the actuating lever 4 and 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 adjusted, for example, during lock assembly.
  • the mass inertia element 12 now ensures that the clutch lever 7 is disengaged. Because in the event of a crash, the mass 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 overall the clutch lever 7 is pivoted about its axis 8 in the counterclockwise direction. In this context, the control lever 11 is based on the Fig. 2 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 a clockwise opening 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. Consequently, 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)

Claims (9)

  1. Serrure de véhicule automobile, en particulier serrure de porte latérale de véhicule automobile, comprenant un mécanisme d'encliquetage (1, 2) composé essentiellement d'un loquet tournant (1) et d'un cliquet (2), comprenant en outre un levier d'actionnement (4) pour le mécanisme d'encliquetage (1, 2) et un levier de déclenchement (6) pour le cliquet (2), les deux leviers (4, 6) pouvant être couplés l'un à l'autre et découplés l'un de l'autre par un levier d'accouplement (7), et comprenant un élément d'inertie de masse (12), lequel découple le levier d'accouplement (7) au moins dans le cas d'une collision, le levier d'accouplement (7) étant, dans le mode de fonctionnement normal, actionné au moins légèrement par rapport à son palier (8) à chaque sollicitation du levier d'actionnement (4), caractérisée en ce que le levier de déclenchement (6) présente un contour de commande (14) pour ledit actionnement du levier d'accouplement (7) en mode de fonctionnement normal.
  2. Serrure de véhicule automobile selon la revendication 1,
    caractérisée en ce que le contour de commande (14) devient, dans la direction d'actionnement du levier d'actionnement (4), dans le mode de fonctionnement normal, une butée (13) pour le levier d'accouplement (7).
  3. Serrure de véhicule automobile selon la revendication 1 ou 2,
    caractérisée en ce que le contour de commande (14) est disposé dans une zone d'un jeu (A) entre le levier d'actionnement (4) et le levier de déclenchement (6).
  4. Serrure de véhicule automobile selon la revendication 3,
    caractérisée en ce que le jeu (A) est réglé pendant un montage de la serrure.
  5. Serrure de véhicule automobile selon l'une des revendications 1 à 4,
    caractérisée en ce que le levier d'accouplement (7) est monté sur le levier de déclenchement (4) ou à côté de celui-ci.
  6. Serrure de véhicule automobile selon l'une des revendications 1 à 5,
    caractérisée en ce qu'un levier de commande (11) interagissant avec le levier d'accouplement (7) ainsi qu'étant en prise avec l'élément d'inertie de masse (12) est prévu.
  7. Serrure de véhicule automobile selon la revendication 6,
    caractérisée en ce que le levier de commande (11) présente une courbe de guidage (10) pour le levier d'accouplement (7).
  8. Serrure de véhicule automobile selon la revendication 7,
    caractérisée en ce que le levier d'accouplement (7) entre en prise au moyen d'un tenon (9) dans la courbe de guidage (10).
  9. Serrure de véhicule automobile selon l'une des revendications 1 à 8,
    caractérisée en ce que le levier de commande (11) est guidé dans un contour de commande de l'élément d'inertie de masse (12).
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 EP4115039A1 (fr) 2023-01-11
EP4115039B1 true 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
EP4115039A1 (fr) 2023-01-11
DE102020105473A1 (de) 2021-09-02
WO2021175368A1 (fr) 2021-09-10

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