WO2014071908A2

WO2014071908A2 - Motor vehicle door lock

Info

Publication number: WO2014071908A2
Application number: PCT/DE2013/000652
Authority: WO
Inventors: Klaus GÖTZEN
Original assignee: Kiekert Aktiengesellschaft
Priority date: 2012-11-06
Filing date: 2013-11-06
Publication date: 2014-05-15
Also published as: WO2014071908A3; DE202012010950U1

Abstract

1. Motor vehicle door lock, comprising a catch mechanism (1, 2), further comprising at least one operating lever (3) for releasing the catch mechanism (1, 2), and at least one locking lever (4) pivotable about an axis (7), wherein the locking lever (4) renders the catch mechanism (1, 2) inactive at least when accelerating forces (F) of a predetermined magnitude and direction occur, for example, in the event of an accident (crash), and wherein in normal operation the locking lever (4) is pivoted about the axis (7) of the locking lever (4) every time the catch mechanism (1, 2) is released, the locking lever (4) has an aperture (10) and on both sides thereof a blocking face (11, 12), wherein in normal operation the aperture (10) receives an extension (3a) of the operating lever (3) for pivoting the locking lever (4), whereas in the event of a crash and while the locking lever (4) is pivoted correspondingly, the extension (3a) runs against a blocking face (11).

Description

Motor vehicle door lock

Description:

The invention relates to a motor vehicle door lock, with a locking mechanism, furthermore with at least one actuating lever for triggering the locking mechanism, and with a locking lever which can be pivoted about an axis, wherein the locking lever locks the locking mechanism at least in the case of occurring deceleration forces of predetermined magnitude and direction, for example in the event of an accident ( "Crash case") sets ineffective, and wherein the locking lever is pivoted in normal operation at each release operation of the locking mechanism about its axis.

As usual, the locking mechanism typically consists of a catch and a pawl. When occurring in conjunction with an accident deceleration forces of predetermined size and direction, there is a fundamental risk that the locking mechanism will open unintentionally, because the deceleration forces act on the actuating lever to trigger the Gesperres. Such inadvertent openings, in particular in the event of an accident, prevent the locking lever which, in the case of the deceleration forces of predetermined magnitude and direction, sets the locking mechanism inoperative. The mentioned deceleration forces or associated vehicle accelerations mostly act in a transverse (ie in Y) direction of the motor vehicle and occur mainly in the event of a side impact.

In the generic state of the art according to the Applicant's EP 1 241 305 B1, the locking lever is equipped with a stop recess. The stop recess engages in blockade case acted upon pawl or beaufschlagtem actuating lever in an opening of a counter-locking surface a form-fitting. In this way, the desired blockage of the release lever or locking mechanism is given under all conceivable circumstances and in particular during the entire time within which the mentioned delay forces occur, maintained. That has proven itself.

iBestätigungskopie

In the context of the likewise generic teaching according to WO 2012/013182 A2, the procedure is such that the blocking lever is assigned a blocking means which fixes the blocking lever in its deflected position. In this deflected position, the locking lever only goes over when the motor vehicle door lock is subjected to acceleration forces or deceleration forces of a predetermined magnitude and direction, for example those which are observed in the event of an accident. Acceleration or deceleration forces that exceed five times or even more than the gravitational acceleration (more than 5 g) typically correspond to this.

In this case, the locking lever is mechanically deflected in the teaching of WO 2012/013182 A2 and ensures that the at least one operating lever or the entire operating lever mechanism is mechanically ineffective or is set ineffective. In this way, a simple and functional design is realized and malfunction can be virtually ruled out even after years or decades of use. Because the locking lever performs in normal operation upon exposure of an actuating lever mechanism or an actuating lever relative movement, so that overall the mobility of the locking lever is ensured and corrosion, caking, etc. need not be feared. That has proven itself.

The design effort in the previous solutions is relatively large, because in addition to the locking lever further additional lever or lever connected to the locking lever must be realized, or the locking lever interacts with special stop elements in the event of a crash. For this reason, such solutions have not yet been widely implemented in practice. Because here at the same time functionally reliable and cost-effective Solutions required. For this reason, the invention aims to provide a total remedy.

The invention is based on the technical problem of further developing a motor vehicle door closure of the above-described design and layout such that high functional reliability is combined at the same time with a simple and cost-effective construction.

To solve this technical problem, a generic motor vehicle door lock in the invention is characterized in that the locking lever is equipped with a recess and two locking surfaces on both sides, wherein the recess receives a projection of the actuating lever for pivoting the locking lever in normal operation, whereas in the event of a crash and at corresponding pivoted locking lever of the extension against one (the two) locking surface (s) starts.

According to an advantageous embodiment, the pivoting movements of the locking lever in the normal operation on the one hand and in the event of a crash on the other hand are designed to be rectified. That is, the locking lever is pivoted both in normal operation and in the event of a crash, ie at the occurring deceleration forces of predetermined size and direction in the same direction about its axis. As a result, a maximum of functional reliability is already achieved. Because the fact that the locking lever is pivoted in its normal operation at each triggering operation of the locking mechanism about its axis, corrosion, caking, etc. can be permanently avoided in this context. That is, the locking lever is kept permanently functional over the entire life of the motor vehicle door lock according to the invention and consequently of the motor vehicle. In this direction, the further invention measure, according to which the pivotal movement of the locking lever are designed to be rectified in normal operation and in the event of a crash. That is, the movement of the locking lever in normal operation is in principle not to be distinguished from its movement in the event of a crash, which again increases the functionality and longevity. In this case, as a rule, the design is such that the locking lever completed in normal operation, a pivoting movement taking into account a pivoting path, softer the associated pivoting path in the event of a crash usually exceeds. That is, the pivoting in normal operation is designed to be larger or longer than that in the event of a crash. This again increases the reliability, because the locking lever in the event of a crash only completes a previously repeatedly crossed way.

In the recess, it is generally adapted to a pivoting movement of the extension on the actuating lever Bogensegmentausnehmung. That is, the recess ultimately presents itself as a section of a circular disk. In this context, the recess or Bogensegmentausnehmung has an inlet edge and a stop edge. The extension moves when immersed in the recess on a movement arc along the leading edge and then moves on or against the stop edge to pivot the locking lever.

In this context, it has proven generally when the inlet edge approximately tangential and the stop edge run mainly vertically compared to a movement described by the extension (in normal operation). That is, the actuating lever is initially formed once as a pivot lever and rotatably mounted in this context about an associated axis. Mostly, the operating lever is a triggering lever, which is immediately at one end (A release arm) lifts a pawl as part of the locking mechanism of the associated catch as soon as the operating lever or release lever is pivoted. For this reason, the release lever is typically a two-arm lever with the aforementioned extension and additionally the trigger arm for interaction with the said pawl of the locking mechanism.

As a consequence thereof and due to the described pivotal movements of the actuating lever respectively triggering lever about its axis describes the interacting with the locking lever extension also already mentioned arc of motion. This arc of motion substantially corresponds to a circular arc, which is described by a tip of the extension with a radius corresponding to the distance of the tip of the extension to the axis or pivot axis of the actuating lever. The questionable and described by the extension or its tip arc of movement is tangent to the inlet edge or the inlet edge of the recess in the locking lever is oriented approximately tangentially to the movement arc in question. In contrast, the arc of movement runs in the region of the stop edge predominantly vertically, so that the extension predominantly perpendicular to the stop edge for pivoting the locking lever meets and thus the locking lever is pivoted as low as possible in normal operation. That is, the additional loading of the locking lever in normal operation does not lead or practically not to increased operating forces of the motor vehicle door lock according to the invention.

The locking lever are also assigned two lateral stops. The design is usually chosen so that the axis of the locking lever is arranged approximately centrally between the two stops. This allows the locking lever in normal operation and without interpretation spring-supported abut against a stop. An additionally provided and relatively weak spring thus ensures in normal operation and not acted upon locking lever, ie in its rest position, that the locking lever rests against one of the two stops. In contrast, the other stop acts as a movement limit for the locking lever predominantly in the event of a crash.

Since the extension generally dips into the recess at a small distance from the inlet edge in normal operation, a pivotal movement of the locking lever in its actuating direction causes the extension and with it the locking lever to move synchronously. In fact, the stop edge completed in the recess in the locking lever in normal operation belonging to an operating angle pivotal movement. The same applies to the leading edge.

Even in the event of a crash, there is a pivoting movement of the two edges. Here, in particular, the leading edge is of interest, since this completes a belonging to an associated locking angle pivoting movement, before the extension of the actuating lever can dip into the recess. Since the locking lever performs a rectified movement both in normal operation and in the event of a crash (in its operating direction), the pivoting movements of the locking lever in normal operation and in the event of a crash are also rectified. Due to the fact that the extension is immersed in normal operation with a small distance to the inlet edge into the recess, even a small locking angle is sufficient to block the extension in the event of a crash as desired can. In fact, the locking angle is typically designed smaller than or equal to the operating angle. In the event of a crash, the am Lock lever engaging inertial forces to the locking lever is pivoted about the locking angle. This is done immediately and before the operating lever or release lever performs any own pivoting movement. That is, in the event of a crash, the locking lever is pivoted about its axis, taking into account the locking angle. Any subsequent pivotal movement of the actuating lever or release lever is blocked by the selected design.

For the locking angle, which is generally designed to be smaller than the operating angle, ensures that the extension, in the case of an opening pivoting movement of the actuating lever, moves against one of the two blocking surfaces on both sides of the recess. As a result, the actuating lever or release lever is blocked in the event of a crash as desired and can not work on the pawl to open the locking mechanism.

In this way, a functional and simple technological design of the motor vehicle door lock or the associated mass lock in the form of the special locking lever as well as by the interaction with the extension of the actuating lever is provided at the same time. The permanent functionality is given by the fact that the locking lever is pivoted in its normal operation at each release operation of the locking mechanism about its axis. Any corrosion, caking, etc. are therefore not to be feared. At the same time, a slight pivoting movement of the locking lever in the event of a crash suffices to block the extension of the actuating lever or triggering lever. This can therefore no longer pivot the locking lever and runs against one of the two locking surfaces on both sides of the recess. At the same time, the blockage of the operating lever ensures that the locking mechanism is not opened unintentionally. Here are the main benefits.

In the following single figure, the motor vehicle door lock according to the invention is reduced to the components essential for the invention.

It can be seen in the single figure, first, a locking mechanism 1, 2 with a rotary latch 1 and a pawl 2. In addition, an actuating lever 3 is realized, which is presently designed as a trigger lever 3. The basic structure also includes a locking lever 4, which acts as a mass barrier.

The locking mechanism 1, 2 or the rotary latch 1 and the pawl 2 are rotatably mounted in a lock case 5. The same applies to the actuating lever or release lever 3, which is pivotable about an associated axis 6. The locking lever 4 is also designed as a pivot lever and this has an axis 7 about which the locking lever 4 can be pivoted. It can be seen that the actuating lever or release lever 3 is designed as an exemplary embodiment. Actually, the actuating lever or release lever 3 has on the one hand an extension 3a and on the other hand a triggering arm 3b. The projection 3a interacts with the locking lever 4 in the manner to be described below. In contrast, the triggering arm 3b ensures interaction with the pawl 2 of the locking mechanism 1, 2.

In this case, the overall interpretation is such that a pivoting movement of the actuating lever or release lever 3 in the indicated counterclockwise direction about the axis of rotation or axis 6 causes the pawl 2 is lifted from the catch 1. As a result, the catch 1 can open spring-assisted and release a previously captured and not shown locking bolt. That is, the one indicated in the single figure Counterclockwise movement of the trigger lever 3 corresponds to the triggering of the locking mechanism 1, 2.

The locking lever 4 acts in contrast as a mass barrier. In fact, the locking lever 4 sets the locking mechanism 1, 2 at least when occurring deceleration forces F predetermined size and direction ineffective. Such deceleration forces F typically occur in an accident or "crashfaN". Mostly they are associated with a side impact on an associated motor vehicle. This results in deceleration forces F regularly in a vehicle transverse or Y direction. Associated accelerations regularly reach values of at least five times the gravitational acceleration (5g).

The single figure shows the locking lever 4 in its rest position. For this purpose, the locking lever 4, two lateral stops 8, 9 assigned. It can be seen that the axis 7 of the locking lever 4 is arranged approximately centrally between the two stops 8, 9. In this case, the one (left in the embodiment) stop 8 acts in the present case as a rest stop, whereas the other second (right) stop 9 acts as a crash stop and limited excessive pivoting movements of the locking lever 4 in the event of a crash. In normal operation, however, the blocking lever 4 does not reach the crash stop 9, as a dot-dashed end position of the blocking lever 4 makes clear in normal operation.

The locking lever 4 has a recess 10 and two-sided blocking surfaces 11, 12. In the exemplary embodiment, the left blocking surface 11 is primarily of interest because it provides in the event of a crash for a blockage of the extension 3a and consequently the release lever 3, as will be explained in more detail below. In normal operation, the recess 10 receives the extension 3a of the actuating lever or release lever 3 for pivoting the locking lever 4. In contrast, the extension 3a runs - as described - in the event of a crash and at according to pivoted locking lever 4 against a locking surface 11, 12, in the embodiment against the left locking surface 11 at.

This spring 13 biases the locking lever 4 in relation to its axis 7 in a counterclockwise direction, so that the locking lever 4 in this rest position at the (left) rest stop 8 is applied, as shown in solid lines in the single figure. The recess 10 in the exemplary embodiment is an arc segment recess 10, which is equipped with an inlet edge 10a and a stop edge 10b. Upon actuation of the release lever 3 for triggering the locking mechanism 1, 2 in normal operation in the direction of a counterclockwise movement about its axis 6, the extension 3 performs a movement arc 14. This movement arc 14 is essentially described by a tip of the extension 3a and is equipped with a radius which corresponds to the distance of the tip of the extension 3a to the associated axis 6 of the release lever 3. In normal operation, the locking lever 4 is pivoted about its axis 7 at each triggering operation of the locking mechanism 1, 2. So before the trigger arm 3b of the release lever 3 reaches the pawl 2 and has lifted completely from the catch 1, as it were upstream or parallel, the locking lever 4 is pivoted by the projection 3a is inserted into the recess 10. As a result, each release operation of the locking mechanism 1, 2 at the same time corresponds to a pivotal movement of the locking lever 4 about its axis 7, in the clockwise direction, as an arrow in the single figure indicates. This will lever 4 kept functional during the entire life of the motor vehicle door lock described, as already described in the introduction. The pivotal movement of the locking lever 4 in normal operation corresponds to the fact that the extension 3a of the release lever 3 is inserted into the recess at a small distance from the inlet edge 10a. In addition, it can be seen that in this context the leading edge 10a is approximately tangential in comparison to the arc of motion 14. After the extension 3a of the release lever 3 is immersed in the recess 10 in normal operation as described, it reaches the stop edge 10b on further completion of its associated operating angle or pivot angle γ with respect to the associated axis 6. In the area of the stop edge 10b, it can be seen that the arc of motion 14 extends predominantly vertically in comparison to the stop edge 10b, so that the projection 3a can act on the stop edge 10b in question with a force directed largely vertically to the stop edge 10b and therefore particularly effectively. The described and absol absol during each triggering pivotal movement of the locking lever 4 in normal operation is thus relatively low-power and is practically not registered by an operator.

As soon as the extension 3a abuts against the stop edge 10b, the stop edge 10b is pivoted from its position shown in solid line in the single figure to the dot-dashed position by passing an associated pivoting angle or operating angle α or taking into account a corresponding pivotal movement about the axis 7. In the event of a crash, the Extension 3a, however, against the left blocking surface 11 as described. In fact, pivotal movements of the locking lever 4 are designed to be rectified in normal operation and in the event of a crash, which will be explained in more detail below. In fact, in the event of a crash, the deceleration forces F indicated by a force arrow ensure that the locking lever 4 is moved away from the rest stop 8 against the force of the spring 13. That is, the crash case corresponds - as the normal operation - also to a pivotal movement of the locking lever 4 about its axis 7 in the indicated clockwise direction. In the event of a crash, the locking lever 4 completes a pivoting movement taking into account a blocking angle β, which is shown in the example with reference to the inlet edge 10a. In contrast, completed in normal operation of the locking lever 4 pivoting corresponds to the already explained operating angle a. Since in the exemplary embodiment, the extension 3a when immersed in the recess 10 in normal operation runs slightly spaced at the inlet edge 10a along, it is sufficient in the context of the illustrated example, if the blocking angle ß is less than or equal to the operating angle α designed. For as soon as such a blocking angle ß has been swept by the locking lever 4 and its leading edge 10a, in consequence of the attacking deceleration forces F, the extension 3a can no longer dip into the recess 10. Rather, the extension 3a then runs against the blocking surface 11 or the left blocking surface 11 in the embodiment laterally of the recess 10. As a result, the release lever 3 is blocked and can not act on the pawl 2 with its release arm 3b or no longer in the sense that the locking mechanism 1, 2 is opened. This is expressly intended and prevents unintentional openings of the locking mechanism 1, 2.

Claims

Protection claims:

1. Motor vehicle door lock, with a locking mechanism 1, 2, further comprising at least one actuating lever (3) for releasing the locking mechanism (1, 2), and with a about an axis (7) pivotable locking lever (4), wherein the locking lever (4) the locking mechanism (1, 2) is inoperative at least in the case of occurring deceleration forces (F) of predetermined magnitude and direction, for example in the case of an accident ("crash"), and wherein the locking lever (4) during normal operation at each release operation of the locking mechanism (1, 2) is pivoted about its axis (7), characterized in that the locking lever (4) is equipped with a recess (10) and two blocking surfaces (11, 12) on both sides, the recess (10) having an extension (3a) during normal operation. of the actuating lever (3) for pivoting the locking lever (4) receives, whereas in the event of a crash and correspondingly pivoted locking lever (4) of the extension (3a) against a locking surface (11) starts.

2. Motor vehicle door lock according to claim 1, characterized in that the pivoting movements of the locking lever (4) are designed to be rectified in normal operation and in the event of a crash.

3. Motor vehicle door lock according to claim 1 or 2, characterized in that a pivoting of the locking lever (4) in normal operation the associated

Swing path exceeds in case of a crash.

4. Motor vehicle door lock according to one of claims 1 to 3, characterized in that the recess (10) is designed as a pivoting movement of the extension (3) adapted Bogensegmentausnehmung (10).

5. Motor vehicle door lock according to one of claims 1 to 4, characterized in that the recess (10) with an inlet edge (10 a) and a stop edge (10 b) for the extension (3 a) is equipped.

6. Motor vehicle door lock according to claim 5, characterized in that the inlet edge (10a) extend approximately tangentially and the stop edge (10b) predominantly vertically compared to a movement arc described by the extension (14).

7. Motor vehicle door lock according to one of claims 1 to 6, characterized in that the locking lever (4) has two lateral stops (8, 9) are associated.

8. Motor vehicle door lock according to claim 7, characterized in that the axis (7) of the locking lever (4) is arranged approximately centrally between the two stops (8, 9).

9. Motor vehicle door lock according to one of claims 1 to 8, characterized in that the locking lever (4) in normal operation and without deflection spring-applied to a stop (8).

10. Motor vehicle door lock according to one of claims 1 to 9, characterized in that the extension (3a) in normal operation with a small distance from the inlet edge (10a) in the recess (10) is immersed.

11. Motor vehicle door lock according to one of claims 1 to 10, characterized in that the stop edge (10b) completed in normal operation to an operating angle (a) associated pivoting.

12. Motor vehicle door lock according to one of claims 1 to 11, characterized in that the inlet edge (10 a) performs in the event of a crash to a locking angle (ß) associated pivotal movement.

13. Motor vehicle door lock according to one of claims 11 or 12, characterized in that the locking angle (ß) less than or equal to the operating angle (a) is designed.

14. Motor vehicle door lock according to one of claims 1 to 13, characterized in that the actuating lever (3) is designed as a release lever (3).

15. Motor vehicle door lock according to claim 14, characterized in that the release lever (3) preferably as a two-armed lever with the extension (3a) and a release arm (3b) for interacting with a pawl (2) of the locking mechanism (1, 2) is designed.