WO2014071908A2 - Système de verrouillage de porte de véhicule à moteur - Google Patents

Système de verrouillage de porte de véhicule à moteur Download PDF

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Publication number
WO2014071908A2
WO2014071908A2 PCT/DE2013/000652 DE2013000652W WO2014071908A2 WO 2014071908 A2 WO2014071908 A2 WO 2014071908A2 DE 2013000652 W DE2013000652 W DE 2013000652W WO 2014071908 A2 WO2014071908 A2 WO 2014071908A2
Authority
WO
WIPO (PCT)
Prior art keywords
lever
motor vehicle
door lock
vehicle door
locking
Prior art date
Application number
PCT/DE2013/000652
Other languages
German (de)
English (en)
Other versions
WO2014071908A3 (fr
Inventor
Klaus GÖTZEN
Original Assignee
Kiekert Aktiengesellschaft
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 Aktiengesellschaft filed Critical Kiekert Aktiengesellschaft
Publication of WO2014071908A2 publication Critical patent/WO2014071908A2/fr
Publication of WO2014071908A3 publication Critical patent/WO2014071908A3/fr

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

Definitions

  • 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.
  • the locking mechanism typically consists of a catch and a pawl.
  • the locking mechanism 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.
  • 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.
  • 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.
  • the procedure is such that the blocking lever is assigned a blocking means which fixes the blocking lever in its deflected position.
  • the locking lever 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the recess In the recess, it is generally adapted to a pivoting movement of the extension on the actuating lever BogensegmentausEnglishung. That is, the recess ultimately presents itself as a section of a circular disk.
  • the recess or Bogensegmentausströmung 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the other stop acts as a movement limit for the locking lever predominantly 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.
  • 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.
  • 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.
  • 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 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.
  • the actuating lever or release lever 3 is designed as an exemplary embodiment.
  • 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.
  • the triggering arm 3b ensures interaction with the pawl 2 of the locking mechanism 1, 2.
  • 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.
  • 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". Usually 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.
  • the locking lever 4 two lateral stops 8, 9 assigned.
  • the axis 7 of the locking lever 4 is arranged approximately centrally between the two stops 8, 9.
  • the one (left in the embodiment) stop 8 acts in the present case as a rest stop
  • 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.
  • 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.
  • 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.
  • the recess 10 receives the extension 3a of the actuating lever or release lever 3 for pivoting the locking lever 4.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the locking lever 4 completes a pivoting movement taking into account a blocking angle ⁇ , which is shown in the example with reference to the inlet edge 10a.
  • 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 ⁇ designed.
  • 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.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

1. L'invention concerne un système de verrouillage de porte de véhicule à moteur, comprenant un dispositif d'encliquetage (1, 2), au moins un levier d'actionnement (3) pour libérer le dispositif d'encliquetage (1, 2) et un levier de blocage (4) pouvant pivoter autour d'un axe (7), ledit levier de blocage (4) rendant le dispositif d'encliquetage (1, 2) inopérant au moins en cas d'apparition de forces de décélération (F) d'importance et de direction prédéfinies, par exemple en cas d'accident (en cas de collision) et le levier de blocage (4) pivotant autour de son axe (7) en mode de fonctionnement normal, à chaque opération de libération du dispositif d'encliquetage (1, 2), le levier de blocage (4) comportant une cavité (10) ainsi que deux surfaces de blocage (11, 12) situées des deux côtés. En mode de fonctionnement normal, la cavité (10) reçoit un prolongement (3a) du levier d'actionnement (3) pour faire pivoter le levier de blocage (4), alors qu'en cas de collision et lorsque le levier de blocage (4) est pivoté en conséquence, le prolongement (3a) parvient contre une surface de blocage (11).
PCT/DE2013/000652 2012-11-06 2013-11-06 Système de verrouillage de porte de véhicule à moteur WO2014071908A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201220010950 DE202012010950U1 (de) 2012-11-06 2012-11-06 Kraftfahrzeugtürverschluss
DE202012010950.2 2012-11-06

Publications (2)

Publication Number Publication Date
WO2014071908A2 true WO2014071908A2 (fr) 2014-05-15
WO2014071908A3 WO2014071908A3 (fr) 2015-01-08

Family

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Application Number Title Priority Date Filing Date
PCT/DE2013/000652 WO2014071908A2 (fr) 2012-11-06 2013-11-06 Système de verrouillage de porte de véhicule à moteur

Country Status (2)

Country Link
DE (1) DE202012010950U1 (fr)
WO (1) WO2014071908A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10526818B2 (en) 2015-03-06 2020-01-07 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft Motor vehicle lock

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013220382A1 (de) 2013-10-09 2015-04-09 Kiekert Ag Kraftfahrzeugtürverschluss
US11885171B2 (en) 2018-12-04 2024-01-30 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
US11318892B2 (en) 2019-04-19 2022-05-03 Shanghai Yanfeng Jinqiao Automotive Trim Systems Co. Ltd. Vehicle interior component
CN115362304A (zh) 2020-03-23 2022-11-18 上海延锋金桥汽车饰件系统有限公司 车辆内部部件
DE102021127454A1 (de) 2021-10-22 2023-04-27 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss, insbesondere Kraftfahrzeug-Türschloss

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624640C1 (de) * 1996-06-20 1998-01-08 Kiekert Ag Kraftfahrzeugtürverschluß mit Drehfalle, Sperrklinke und Blockiervorrichtung
EP1241305A1 (fr) * 2001-03-17 2002-09-18 Kiekert Aktiengesellschaft Serrure pour une porte de véhicule automobile
EP2138656A2 (fr) * 2008-06-27 2009-12-30 Huf Hülsbeck & Fürst GmbH & Co. KG Poignée extérieure de porte, en particulier pour véhicules
DE202008012949U1 (de) * 2008-09-29 2010-03-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Crash-Sperre mittels eines elastischen, längenveränderlichen Elements
WO2012013182A2 (fr) * 2010-07-23 2012-02-02 Kiekert Aktiengesellschaft Fermeture de porte de véhicule automobile
DE102011010816A1 (de) * 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011015675A1 (de) * 2011-03-31 2012-10-04 Kiekert Ag Kraftfahrzeugtürverschluss mit doppelt wirkender Crashsicherung

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19738492A1 (de) * 1996-09-07 1998-03-12 Volkswagen Ag Kraftfahrzeugtürverschluß
DE102010049393A1 (de) * 2010-10-26 2012-04-26 Kiekert Ag Kraftfahrzeugtürverschluss

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624640C1 (de) * 1996-06-20 1998-01-08 Kiekert Ag Kraftfahrzeugtürverschluß mit Drehfalle, Sperrklinke und Blockiervorrichtung
EP1241305A1 (fr) * 2001-03-17 2002-09-18 Kiekert Aktiengesellschaft Serrure pour une porte de véhicule automobile
EP2138656A2 (fr) * 2008-06-27 2009-12-30 Huf Hülsbeck & Fürst GmbH & Co. KG Poignée extérieure de porte, en particulier pour véhicules
DE202008012949U1 (de) * 2008-09-29 2010-03-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Crash-Sperre mittels eines elastischen, längenveränderlichen Elements
WO2012013182A2 (fr) * 2010-07-23 2012-02-02 Kiekert Aktiengesellschaft Fermeture de porte de véhicule automobile
DE102011010816A1 (de) * 2011-02-09 2012-08-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE102011015675A1 (de) * 2011-03-31 2012-10-04 Kiekert Ag Kraftfahrzeugtürverschluss mit doppelt wirkender Crashsicherung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10526818B2 (en) 2015-03-06 2020-01-07 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft Motor vehicle lock

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Publication number Publication date
WO2014071908A3 (fr) 2015-01-08
DE202012010950U1 (de) 2014-02-14

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