FR2882386A1 - Lock`s outer opening control device for motor vehicle, has counterweight part comprising pin which is arranged in blocking cavity, upon reaction to impact, where cavity is provided in idler arm and has oblong shape - Google Patents

Abstract

The device has an idler arm (6) whose pivoting is accompanied by the pivoting of a counterweight part (10) on a clamp (5). The part (10) has a pin (11) arranged in a blocking cavity (12), upon reaction to an impact. The cavity is provided at an end of a transversal recess (9) provided in the idler arm and having an oblong shape. The end of the recess is spaced from an active part of a handle.

Description

The present invention relates to an opening control device

  exterior of a motor vehicle door lock, to prevent unintentional opening of the door in the event of a frontal, rear or side impact on the vehicle, in particular in the case of an accident

Traffic.

  Such an opening control device usually comprises a pivotally mounted opening handle, about a handle axis, in a bracket fixed in a door panel, and having, at a distance from the handle axis, a portion active handle mechanically connected to a deflection arm to the strike of the lock. The return arm is pivotally mounted in the caliper, about a return axis parallel to the handle axis, between an unlocking position in which the lock is disengaged, and a locking position to which it is recalled by a spring. A flyweight is pivotally mounted at a first end on the yoke and mechanically acts on a second end on the deflection arm so as to immobilize it in the locked position in the event of an impact to the vehicle.

  Indeed, a shock exerted on the vehicle accelerates the components of the opening control device so that, by their inertia, they move and could transmit this movement to the lock and thus cause the opening unintentional door. The immobilization of the return arm in the locking position prevents it from transmitting the movements of the opening handle to the lock in case of impact on the vehicle.

  Such opening control devices responding to this constraint are described in patent applications EP 0 795 667 and WO 2004 042177. They comprise numerous and bulky parts, including the flyweight, for the immobilization of the deflection arm. which makes the opening control device bulky, heavy, and difficult to assemble.

  The present invention aims to avoid these drawbacks by providing an external opening control device of a motor vehicle door lock, the means of immobilization of the idler arm are light, in reduced number, and space-saving.

  To this end, the subject of the invention is an opening control device of the type mentioned above, in which the pivoting of the return arm is accompanied by a sliding of the second end, in the form of a transverse dowel, the weight in a transverse recess formed in the return arm, close to and parallel to the return axis, and of oblong shape, tangentially to the pivoting trajectory of the deflection arm, the peg of the weight being susceptible, in response to a shock on the vehicle, to be housed in a locking cavity provided at the end of the recess furthest from the active part of the handle and in the direction opposite to the return axis.

  Thus, the inventive idea is to mount a so-called "anti-g" swivel, by a first end, on the stirrup, and sliding by a second end, in the form of a transverse peg, in a transverse recess of oblong shape of the return arm. At the moment of impact, the anti-g weight and the handle undergo an acceleration which results in a displacement in the opposite direction to that of the shock. The flyweight pin "takes off" from its normal operating position to fit into a recess locking recess and immobilize the idler arm even before the handle moves.

  According to an advantageous possibility, a return spring of the flyweight, low stiffness, is provided to return the pin in the normal operating position in the recess. Due to the low stiffness of its return spring and its mass, the anti-g counterweight reacts more quickly to impact than the opening handle so that the weight stops the return arm even before the handle has could lift it.

  The shape of the recess seen in section is advantageously oriented so that the pivoting of the return arm, in normal use of the handle, is accompanied by a slight pivoting of the weight on the caliper. This arrangement prevents jamming at the axis of rotation of the weight on the caliper and, if necessary, its return spring.

  In order to avoid using an additional piece for the axis of rotation of the weight on the caliper, the first end by which the weight is pivotally mounted on the yoke can be made in the form of a transverse pin for to be mounted in a corresponding housing of the stirrup.

  To allow mounting said "3 / turn" on the caliper, the cross pin 35 is preferably of substantially elliptical or oval section while the housing on the caliper is substantially circular section.

  In a conceivable embodiment to ensure a definitive locking of the opening control device according to the invention, the section of the end or ends of the ankle is substantially triangular so as to be able to fit and remain locked in a retaining catch complementary shape formed in the locking cavity.

  In one conceivable embodiment for providing both a secure and reversible locking of the opening control device according to the invention, the locking cavity comprises a central baffle having a concave section oriented towards the wall of the locking cavity. closer to the active part of the handle and wherein the ankle is likely to come to a standstill during its movement back to the recess.

  In the latter case, the wall of the locking cavity closest to the active part of the handle advantageously has an upper part, that is to say the furthest away from the return axis, of concave section intended to guide the movement of the ankle towards the concave section of the central baffle.

  The opening control device according to the invention has the advantage of having only two parts a flyweight and a return spring - to ensure immobilization of the return arm in case of impact, these two parts being more than small dimensions and almost integrated in the volume of the arm of return. The opening control device according to the invention is thus compact, inexpensive and easy assembly due to the reduced number of parts and its kinematics.

  In any case, the invention will be better understood from the description which follows, with reference to the appended schematic drawing showing, by way of examples, three embodiments of this external opening control device of a motor vehicle door lock.

  Fig. 1 is a schematic sectional view of an opening control device according to a first embodiment of the present invention.

  Figures 2 to 4 show in part Figure 1 and show different stages of operation of the opening control device.

  Figure 5 is an exploded perspective view of a yoke for attachment in the door panel and to receive the idler arm and its immobilizing means.

  Figure 6 is a view similar to Figure 5 with the return arm and its immobilization means mounted in the caliper.

  FIGS. 7A and 7B are two perspective views, from above and below, of a flyweight that can be used in the context of the invention.

  Figure 8 illustrates the mounting of the feeder, shown in Figure 7, in the stirrup.

  Figures 9 and 10 are two views respectively similar to Figures 3 and 4 and illustrate an alternative embodiment of the invention.

  Figures 11 to 14 are views similar to Figures 3 and 4 and show various stages of operation of an opening control device according to yet another embodiment of the invention.

  The external opening control device 1 of a motor vehicle door lock, shown in FIG. 1, comprises an opening handle 2 pivotally mounted around a handle axis 3 in a stirrup 5 mounted in a panel of door.

  The opening handle 2 has, at a distance from the handle axis 3, a hook-shaped active handle portion 4 which engages an arm 6 for returning to the striker thread of the lock (not shown). ). One end of the latch strand of the lock (not shown) is mounted on the idler arm 6.

  The return arm 6 is pivotally mounted around a return axis 7 parallel to the handle axis 3 in the stirrup 5.

  When the opening handle 2 is actuated, that is to say when the handle 2 pivots around its handle axis 3 in the IF direction, the active handle part 4 of the handle 2 raises the arm of the handle 2. 6 and rotates about its return axis 7. The pivoting of the return arm 6 in an unlocked position, shown in Figure 2, disengages the lock.

  A torsion spring 8, mounted around the return axis 7 (see Figure 5), recalls the return arm 6 and, consequently, the handle 2 in the locking position.

  A recess 9 is provided transversely in the deflection arm 6, close to and parallel to the deflection axis 7. The profile of the recess 9 has an oblong shape tangential to the pivoting trajectory of the deflection arm 6.

  A flyweight 10 is slidably mounted in the recess 9 by an end 11 in the form of a transverse peg. The other end of the weight 10 is articulated on the stirrup 5 parallel to the return axis 7.

  The recess 9 is here distributed in the return arm 6 on each side of the plane of symmetry of the flyweight 10. The retaining forces thus exerted on it are thus centered in the plane of symmetry of the flyweight 10.

  When the return arm 6 is in the unlocking position (see Figure 2), the pin 11 of the weight 10 is positioned near the end of the recess 9 closest to the hook portion 4 of the handle 2 A game is indeed provided between the pin 11 and this end of the recess 9 so that the weight 10 is not in constraint.

  When the return arm 6 is in the locking position (see Figure 3), the pin 11 is positioned near the opposite end of the recess 9, that is to say the farthest from the active part of handle 4.

  As previously, a clearance is provided between the pin 11 and the opposite end of the recess 9 so that the weight 10 is not in stress and responds correctly in a collision on the vehicle.

  This opposite end of the recess 9 is extended, in the direction opposite to the return axis 6, by a locking cavity 12 of the peg 11.

  In normal operation, the pin 11 slides in the recess 9 as a function of the pivoting of the return arm 6 between the locking and unlocking positions.

  When an impact F2 occurs on the vehicle, the weight 10 and the handle 2 undergo a strong acceleration which results in a displacement in the direction opposite to that of the shock.

  During the shock, all the movable elements of the opening control device react more or less quickly according to their inertia. Due to its mass and its geometry, the flyweight 10 reacts more quickly to impact than the opening handle 2. The pin 11 is housed in the locking cavity 12 (see FIG. 4) which prevents the return arm 6 from continue its movement and thus the striker thread of the lock to move. The flyweight 10 thus immobilizes the return arm 6 even before the active part of the handle 4 has been able to lift it and pivot it on its return axis 7.

  To avoid that, in normal use of the opening control device, that is to say in the absence of impact on the vehicle, the pin 11 does not inadvertently fit into the locking cavity 12, a torsion spring 13 (See Figure 5) recalls the weight 10 in the normal operating position in the recess 9. The spring 13 is of low stiffness so that the impact reaction of the weight 10 is sufficiently prompt.

  The stirrup 5 is fixed inside the door panel by means of a screw 14 (see FIGS. 5 and 6).

  The recess 9 is shaped such that the pivoting of the return arm 6 is accompanied by a slight pivoting of the weight 10 on the yoke 5. Indeed, it is important here that the weight 10 does not remain stationary relative to the stirrup 5, during the pivoting of the deflection arm 6, because the return spring 13 may seize and block the flyweight 10. It could therefore function properly during an impact. This is why the recess 9 is not, for example, of rounded shape, centered on the return axis 7.

  Figures 7A and 7B show that the weight 10 comprises a main body 10a with one end, two transverse pins 11a and 11b of generally cylindrical shape on either side of the main body 10a. The pins 11a and 11b constitute the peg 11.

  The recess 9 has a transverse slot 9b at the end closest to the active portion of the handle 4 (see Figures 5 and 6). The slot 9b, opening on the outside, makes it possible to mount the pin 11 in the recess 9. The recess 9 is also intersected by a central slot 9a perpendicular to the return axis 7 and which houses the main body 10a of the weight 10.

  At the other end of the main body 10a, the weight 10 has a transverse pin 10b parallel to the pins 11a and 11b and of substantially elliptical or oval section. As indicated in FIG. 8, the spindle 10b is intended to be mounted in a corresponding recess 15 of circular section of the stirrup 5 and serves as the axis of articulation of the counterweight 10 on the stirrup 5. The profile elliptical or downstream of the pin 10b allows a mounting said "% turn" in the housing 15, while allowing, in normal use of the opening control device, the rotation of the weight 10 on the stirrup 5.

  In some cases, it may be necessary to ensure the definitive blocking of the opening control device. Indeed, during the shock, the opening control device undergoes both accelerations and decelerations. These tend to return the opening handle 2 to the initial locking position and the pin 11 of the weight 10 can then be released from the blocking cavity 12. FIGS. 9 and 10 illustrate a variant embodiment of the invention to ensure a final immobilization of the return arm 6.

  In Figures 9 and 10, the ends of the pin 11 of the weight 10 have a triangular section. A retaining catch 16 of complementary shape is formed in the locking cavity 12 to irreversibly immobilize the pin 11 in the locking cavity 12 (see Figure 10).

  It may also be necessary to be able to return to a position of normal use, that is to say that the blocking of the external opening control device is both secure, as above, and reversible, that is to say, once again functional after the shock.

  This is a problem that arises in particular for vehicle manufacturers when approving side impact of a vehicle. The barrier (not shown), used during a EuroNcap type side impact test, may catch the opening handle 2. This phenomenon occurs shortly after the shock when the vehicle separates from the barrier, and causes the opening of the door, so that the vehicle is not approved. The irreversible blocking principle described above in FIGS. 9 and 10 solves this inconvenience but the door remains locked.

  Figures 11 to 14 illustrate another alternative embodiment of the invention which makes it possible to make the opening control device functional after the impact and the removal of the barrier.

  In this embodiment, the blocking cavity 12 comprises a central baffle 17 which has a concave section 17a oriented towards the wall of the cavity 12 closest to the active part of the handle 4, and in which the pin 11 is capable of come to a standstill during his movement back to the recess 9.

  The wall of the locking cavity 12 closest to the active part of the handle 4 has an upper part 12a (with reference to the drawing), that is to say the furthest away from the return axis 7, of section concave for guiding the return movement of the ankle 11 to the concave surface 17a of the central baffle 17.

  In the normal operating position (see FIG. 11), the return arm 6 is in the locking position and the locking pin 11 is positioned at the end of the recess 9 furthest from the active part of the handle 4.

  During the impact of the barrier, the handle 2 and the weight 10 are projected in the opposite direction to the impact. The pin 11 is projected into the blocking cavity 12 and travels between the central baffle 17 and the wall of the cavity 12 furthest from the active part of the handle 4, until it abuts against the upper part 12a of concave section, blocking and the return arm 6 in rotation (see Figure 12).

  Shortly, that is to say a few milliseconds after the shock, the handle 2 and the weight 10 are returned to their original position by their respective springs (in particular the spring 13). However, instead of returning to its initial position in the recess 9, the pin 11 is housed, in an intermediate position, in the concave section 17a of the central baffle 17 (see Figure 13).

  When the barrier separates from the vehicle and pulls on the handle 2, the handle 2 pivots again in the unlocking direction against its return spring (not shown). The pin 11 then emerges from the concave section 17a formed on the central baffle 17, and abuts against a lower part 12b (still with reference to the drawing) of the wall of the cavity 12 closest to the active part of the handle 4 ( see Figure 14), then returns, this time, to its normal operating position in the recess 9 (see Figure 11). The opening control device is then operational again.

  It goes without saying that the invention is not limited to the embodiments of this external opening control device of a motor vehicle door lock which have been described above, as examples ; it embraces, on the contrary, all variants of implementation and application respecting the same principle. This is so, in particular, that one would not depart from the scope of the invention by changing the forms of detail of the handle or its active part.

Claims (8)

  An external opening control device (1) for a motor vehicle door lock comprising an opening handle (2) pivotally mounted about a handle axis (3) in a stirrup (5). ) fixed in a door panel, and having, at a distance from the handle axis (3), an active handle part (4) mechanically connected to a deflection arm (6) towards the latch of the lock, which arm deflector (6) is pivotally mounted in the stirrup (5), about a return axis (7) parallel to the handle axis (3), between an unlocking position in which the lock is disengaged, and a locking position towards which the return arm (6) is biased by a spring (8), a counterweight (10) being pivotally mounted by a first end (10b) on the stirrup (5) and acting mechanically, by a second end (11), on the return arm (6) so as to immobilize it in the locking position in the event of an impact sustained by the the vehicle, characterized in that the pivoting of the deflection arm (6) is accompanied by a sliding of the second end, in the form of a transverse pin (11), of the weight (10) in a transverse recess (9). formed in the return arm (6), close to and parallel to the return axis (7), and of oblong shape, tangentially to the pivoting trajectory of the deflection arm (6), the pin (11) of the weight (10) being capable, in response to a shock (F2) on the vehicle, to be housed in a locking cavity (12) provided at the end of the recess (9) furthest from the active part handle (4) and in the opposite direction to the return axis (7).   2- aperture control device according to claim 1, characterized in that is provided a return spring (13) of the weight (10), low stiffness, to return the pin (11) in normal operating position in the recess (9).   3- opening control device according to claim 1 or 2, characterized in that the shape of the recess (9) seen in section is oriented so that the pivoting of the return arm (6) is accompanied by a slight pivoting of the weight (10) on the stirrup (5).   4- opening control device according to one of claims 1 to 3, characterized in that the first end by which the weight (10) is pivotally mounted on the stirrup (5) is formed as a cross pin (10b) to be mounted in a corresponding housing (15) of the stirrup (5).   5- aperture control device according to claim 4, characterized in that the transverse pin (10b) is of substantially elliptical or oval section while the housing (15) on the stirrup (5) is of substantially circular section.   6- aperture control device according to one of claims 1 to 5, characterized in that the section of the end or ends of the pin (11) is substantially triangular so as to be housed in a retaining notch ( 16) of complementary shape formed in the locking cavity (12).   7- aperture control device according to one of claims 1 to 5, characterized in that the locking cavity (12) comprises a central baffle (17) having a concave section (17a) facing the wall of the cavity locking device (12) closest to the active part of the handle (4) and in which the pin (11) is able to come to lock during its return movement towards the recess (9).   8- opening control device according to claim 7, characterized in that the wall of the locking cavity (12), the closest to the active portion of the handle (4), has an upper portion (12a), c that is to say, the furthest from the deflection axis (7), of concave section intended to guide the return movement of the peg (11) towards the concave surface (17a) of the central baffle (17).