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
  • E05B77/42—Means for damping the movement of lock parts, e.g. slowing down the return movement of a handle
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
  • E05B79/00—Mounting or connecting vehicle locks or parts thereof
  • E05B79/10—Connections between movable lock parts
  • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
  • E05B81/00—Power-actuated vehicle locks
  • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
  • E05B81/04—Electrical
  • E05B81/06—Electrical using rotary motors
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
  • E05B81/00—Power-actuated vehicle locks
  • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
  • E05B81/25—Actuators mounted separately from the lock and controlling the lock functions through mechanical connections

Definitions

• the invention relates to an adjusting mechanism for a motor vehicle lock arrangement according to the preamble of claim 1 and a motor vehicle lock arrangement according to claim 16.
• the adjustment mechanism in question is assigned to a motor vehicle lock system that has a motor vehicle lock.
• a motor vehicle lock is used in all types of locking elements of a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids, front hoods, in particular engine hoods. These closure elements can be designed in the manner of pivoting doors or in the manner of sliding doors.
• the known adjusting mechanism (DE 202015 106321 U1), from which the invention is based, is assigned to a motor vehicle lock arrangement with a motor vehicle lock.
• the adjustment mechanism is used here to implement a motorized opening process and has an electric drive motor, an adjustment element in the form of a pulley and a drive cable between the drive motor and the adjustment element, which forms a drive train.
• a motorized forward movement and an opposing, spring-geared return movement of the adjusting element is provided in a movement cycle.
• the drive cable unwinds from a drive shaft of the drive motor.
• the adjusting element hits the return end stop in a spring-driven manner.
• the adjusting element can rebound here. It cannot be ruled out that this is associated with noise development that is perceived as a loss of comfort.
• the invention is based on the problem of designing and developing the known adjusting mechanism in such a way that the operating behavior with regard to the impact on an end stop is improved.
• the above problem is solved in an adjusting mechanism according to the Oberbe of claim 1 by the features of the characterizing part of claim 1.
• the proposed solution is based on the fundamental consideration that a bellows-like buffer element can optimally absorb the kinetic energy of the adjustment element during the spring-driven return movement and / or during the, in particular motor-driven, forward movement due to its elastic deformability.
• a bellows-like buffer element when it comes into contact with a contact surface of another component of the adjusting mechanism, is able to deflect in a defined manner and to brake the movement of the adjusting element in a targeted manner. This is preferably done in such a way that a rebound of the adjusting element in the course of its forward or backward movement is completely avoided or at least significantly reduced.
• a component with mutually foldable axial sections in particular wall sections, is meant, the material of which is only subjected to bending stress when axially compressed and is not, or at least not significantly, compressed or compressed in the axial direction. Due to the axial compression, the spatial position of some of the axial sections of the construction changes in part by folding them together. Each of the mutually adjacent portions of the mutually changing position are richly connected to one another in a connection area, the bending stress occurring in this connection area due to the folding. In order to cause such a folding when axially compressed, the outer contour has a meandering course in the axial cross section, that is, a course in which radially vorste existing sections and radially recessed sections alternate.
• the component can be configured as a hose in the axial area of the meandering outer contour, that is to say form the cavity extending axially along a plurality of the radially protruding sections and radially recessed sections.
• several hollow sections are axially aligned, these sections being axially separated from one another by the material of the component. In the area of two radially opposite, radially recessed sections, there is therefore a material bond between these sections in the radial direction and thus not axially continuous cavity.
• the term "bellows-like" is to be understood broadly in this respect.
• the respective end stop and / or the engagement element have a bellows-like buffer element which is axially deflected when the engagement element strikes this end stop.
• the Verstellme mechanism has a housing which is used to mount the adjusting element and to which the respective end stop, ie the back end stop and / or back end stop, is assigned.
• “Assigned” in this context means that the respective end stop is either formed directly by a housing section of the housing or by the buffer element, which in this case is fixed to the housing, ie is fixed to the housing (claim 3).
• Such a buffer element can additionally or alternatively also be part of the adjustment element, so it can be moved as a whole relative to the housing (claim 4), in which case the respective end stop is then formed directly by a housing section.
• Claim 5 defines a return spring, for example a leg spring, via which the adjusting element is pretensioned in the direction of the rear end stop and thereby causes the return movement.
• the buffer element initially springs in and then rebounds during the respective movement, that is to say the return movement and / or forward movement, of the adjusting element.
• the buffer element is constantly in contact with the respective contact surface with which the buffer element meets during the respective movement, both during compression and during rebound. The adjusting element then does not bounce back. After the rebound, further compression and rebound movements can follow until the kinetic energy of the adjusting element is completely absorbed, the contact between the buffer element and the respective contact surface preferably remaining throughout this period.
• Claim 7 defines particularly preferred length ratios between the maximally compressed state and the unloaded state.
• the unloaded state is the state of the buffer element in which it is not in contact with the respective contact surface.
• Preferred options for otherwise fixing the buffer element on the housing or on the adjusting element are defined in claim 13. This is particularly preferably done by means of a plug connection, in particular a plug connection between the buffer element and the housing.
• Claim 14 defines preferred configurations of the adjusting element.
• the drive train can be operated by a motor or manually.
• the motor vehicle lock arrangement is closed with a motor vehicle and claimed as such with a proposed adjustment mechanism as explained above. Reference may be made to all relevant statements on the proposed adjustment mechanism.
• the invention is explained in more detail on the basis of a drawing that merely shows exemplary embodiments. In the drawing shows:
• Fig. 2 is a schematic representation of a proposed Verstellme mechanism a) in the assembled state and b) in the partially dismantled state
• Fig. 3 is a schematic representation of the operation of the Verstellme mechanism according to FIG. 2
• FIG. 4 shows different configurations of a buffer element of the adjustment mechanism according to FIG. 2.
• the adjustment mechanism 1 according to the proposal is assigned to a motor vehicle lock arrangement 2 which has a motor vehicle lock 3.
• the illustrated motor vehicle lock arrangement 2 is designed here and preferably in such a way that it or the motor vehicle lock 3 can be opened by an electric motor.
• the motor vehicle lock arrangement 2 is electrically connected to an inside door handle 4 and an outside door handle 5.
• the motor vehicle lock arrangement 2 with its motor vehicle lock 3 is assigned to a locking element 6 of a motor vehicle, here a side door of a motor vehicle.
• a locking element 6 of a motor vehicle here a side door of a motor vehicle.
• the proposed adjusting mechanism 1 now has an adjusting element 7, here in the form of a pulley 8, and a drive train 9, here in the form of a drive cable 10.
• the adjusting mechanism 1 here and preferably also has a drive motor 11, via which the drive train 9 can be actuated by a motor.
• the drive train 9 or the drive cable 10 runs between the adjustment element 7 and the drive motor 11.
• a control arrangement 12 is also provided, which is used to control the drive motor 11.
• the adjustment element 7 can be moved in one movement cycle with a flin movement 13 generated by actuation of the drive train 9, here motor-driven by the drive motor 11, and an opposite, spring-driven return movement 14 between a flin end position (shown in dashed lines in Fig. 3a). and a rear end position (shown with a solid line in FIG. 3a), in particular pivoting.
• the drive motor 11 the rotary motion 13 by winding the drive cable 10 onto a drive shaft (not shown) of the drive motor 11, for example onto a motor shaft or a shaft driven by it.
• the drive motor 11 works accordingly in motor mode.
• the return movement 14 on the other hand is spring-driven and is accompanied by an unwinding of the drive cable 10 from the drive shaft.
• the drive motor 11 works in generator mode during the return movement.
• the control of the drive motor 11 during engine operation takes place here via the control arrangement 12.
• a rear end stop 15 is assigned to the rear end position, on which an engagement element 16 of the adjustment element 7 strikes during the return movement.
• the engaging element 16 is formed by a section of the adjusting element 7 that protrudes axially in front of the direction of the pivot axis of the adjusting element 7, which strikes the rear end stop 15 in the circumferential direction during the return movement 14.
• the handle element 16 is here and preferably also set up to strike a corresponding forward end stop 17 during the movement 13, which is shown by a synopsis of FIGS. 2b) and 3a). In principle, however, it would also be conceivable to provide a separate engagement element for this purpose.
• the respective end stop 15, 17 and / or the A handle element 16 has a bellows-like buffer element 18 which is axially deflected when the engagement element 16 hits this end stop 15, 17. This applies to both the back end stop 15 and the outward end stop 17.
• the buffer element 18 can either be assigned to the respective end stop, al so the back end stop 15 or the outward end stop 17, or the A handle element 16. Or both the respective end stop 15, 17 and the engagement element 16 are each assigned their own buffer element 18.
• the term “axial” refers here to the direction in which the buffer element 18 is compressed as intended in the assembled state.
• the term “radial” relates accordingly to the orthogonal direction.
• the buffer element 18 is suitable due to its faltenbalgarti gene configuration to absorb the kinetic energy resulting from the return movement 14 of the Verstellele element 7.
• such a buffer element can additionally or alternatively also be provided for absorbing the movement energy of the adjusting element 7 during the outward movement 13. All statements relating to the buffer element 18 that absorbs the kinetic energy of the return movement 14 here and preferably also apply to a buffer element that absorbs the kinetic energy of the forward movement 13.
• the adjustment mechanism 1 here and preferably has a housing 19 on which the adjustment element 7, here the pulley 8, is movably, here pivotable, and on which the rear End stop 15 is assigned.
• the housing 19 is here at the same time the housing of the motor vehicle lock 3 and thus also serves to support components of a locking mechanism, in particular a lock latch, a pawl blocking the lock latch in a main closed position and possibly in a pre-closed position in its opening direction, and possibly a pawl actuating lever lifting out of its position blocking the lock latch.
• a locking mechanism in particular a lock latch, a pawl blocking the lock latch in a main closed position and possibly in a pre-closed position in its opening direction, and possibly a pawl actuating lever lifting out of its position blocking the lock latch.
• the pulley 8 is used, directly or via a separate loading lever, to lift the pawl.
• the motor-driven forward movement 13 is decisive for the lifting of the pawl.
• the buffer element 18 is now fixed on the housing 19.
• the engagement element 16 correspondingly forms a contact surface for the Puff element 18. It is preferably such that the engagement element 16 is displaced relative to the buffer element 18 over the entire movement cycle, that is to say over the entire forward movement 13 and the entire return movement 14.
• the buffer element 18 can also be otherwise fixed on the adjusting element 7, that is to say part of the adjusting element 7.
• the housing 19 then accordingly forms a contact surface for the buffer element 18.
• the buffer element 18 follows then the movement of the adjusting element 7 during its forward movement 13 and its return movement 14.
• the return movement 14 of the adjusting element 7 is a spring-driven movement.
• the adjustment mechanism 1 has a return spring 20 which biases the adjustment element 7 in the direction of the rear end stop 15. In this way, the return movement is generated as soon as the drive motor 11 is switched off via the control arrangement 12.
• the return spring 20 and the buffer element 18 are set up in such a way, in particular their material properties are coordinated with one another, that the buffer element 18 during the return movement 14 when the engagement element 16 hits the return end stop 15, as shown schematically in Fig. 3b), initially compresses axially over a compression travel s ⁇ and then rebounds axially over a rebound travel S2. Subsequently, the buffer element 18 is then deflected again over a renewed deflection travel S3 until the maximally compressed state is reached.
• the first compression via the compression travel si shows an overview of FIGS. 3b) and c).
• the subsequent rebound over the rebound travel S2 shows a synopsis of Figures 3c) and d).
• the renewed compression via the compression travel S3 shows a synopsis of Figures 3d) and e).
• the buffer element 18 is in contact with the respective contact surface during the compression over the entire compression travel si and here and preferably also during the rebound over the entire compression travel S2.
• the contact surface here is the surface of the engaging element 16 which comes into contact with the buffer element 18 when it meets the latter.
• the contact surface would then correspondingly be the surface of the housing 19 which comes into contact with the buffer element 18 when it meets the latter.
• the maximally compressed state of the buffer element 18 is reached here already during the first compression.
• the maximally sprung-in state of the buffer element 18 is the state in which the buffer element 18 “blocks”, that is to say without any plastic deformation of the material can not further reduce axial extent.
• the axial extent of the axially compressing the part of the buffer element 18 is less than 80%, preferably less than 60%, more preferably less than 50%, of the axial extent of the axially compressing Partly in the unloaded state (Fig. 3b)).
• the axially resilient part of the buffer element 18 has an outer contour which is meandering in the axial cross section. Additionally or alternatively, as here, it can also be provided that the axially resilient part of the buffer element 18 has a wall 21 which is meandering in axial cross section. “Meander-shaped” means that in the axial cross section along the respective outer contour or wall 21, radially protruding sections 22 and radially recessed sections 23 alternate.
• the buffer element 18 is rotationally symmetrical over its entire axial extension.
• the buffer element 18 according to FIG. 4a) is designed over its entire axial extent as a flea body, here as a rotationally symmetrical flea body.
• the buffer element 18 is designed as a Flohlkör by, in particular rotationally symmetrical, FlohlSystem only over the part of its axial extent which forms the axially resilient part.
• the hollow body has at least one, in this case exactly one, hollow space 24 in its interior.
• the respective flea space 24 is radially at least substantially and here in particular completely closed. Additionally or alternatively, the flea space 24 is opened axially on both sides as in FIG. 4a) or axially on only one side as in FIG. 4b). In Fig. 4b) the flea space is correspondingly to the other axial side substantially and here in particular completely closed dig. It is also conceivable that the flea space is essentially and in particular completely closed axially on both sides (not shown here). More preferably, the flea space 24 can also be opened to the outside via precisely one outlet opening (not shown). This has in particular a cross section of less than 1 mm 2 , preferably less than 0.8 mm 2 , more preferably less than 0.6 mm 2 . By a Such an outlet opening allows the air to escape in a defined manner during compression and to be drawn in in a defined manner during rebound.
• Fig. 4c shows an embodiment in which the buffer element 18 is not rotationally symmetrical but essentially cuboid over the part of its axial extent that forms the axially resilient part.
• the buffer element 18 can have a plurality of axially separated intermediate spaces 25 over its entire axial extent or, as here, only over the part of its axial extent which forms the axially deflecting part.
• the respective intermediate space 25 is open radially on at least one side and in particular on two opposite sides and is otherwise radially closed.
• the respective intermediate space 25 is closed axially on at least one side and in particular on both sides.
• the buffer element 18 has an outer contour and / or wall 21 over its entire axial extent or only over the part of its axial extent which forms the axially deflecting part, which is circular in radial cross section (FIG. 4a). ) or straight sections 26, which are connected to one another in particular via curved sections 27 (Fig. 4b)), or is essentially polygonal, in particular square, (Fig. 4c)).
• An outer contour and / or wall 21, which, as in FIGS. 4b) and c), is not circular in radial cross section, has the advantage of a comparatively low susceptibility to buckling when loaded in the axial direction.
• the buffer element 18 has a radial outer cross section and / or a radial inner cross section that extends along the axial extension of the buffer element over its entire axial extension or only over the part of its axial extension that forms the axial deflecting part 18 changes, in particular several times alternately reduced and enlarged.
• an outer contour and / or wall 21 is preferably provided at each axial point, i.e. both at a point with a small radial outer and / or inner cross-section and at a point with a large radial outer and / or inner cross-section, the in the radio len cross section has one of the shapes mentioned above, that is, for example, circular or polygonal.
• the bellows-like buffer element 18 can be fixed in various ways.
• the buffer element 18 can be fixed positively (Fig. 4a)) and / or non-positively (Fig. 4b) and c)) and / or materially on the housing 19 or on the Verstellele element 7.
• the fixation is preferably carried out by means of a connector.
• FIG. 2b) shows a clamp-like housing section 19a into which the buffer element 18 shown in FIG. 4a) is inserted from above, that is, transversely to the axial direction.
• the buffer element 18 has at least one groove 18a, here a circumferential groove 18a, which is inserted into the clamp-like housing section 19a transversely to the axial direction of the buffer element 18.
• a form fit is thus generated in the axial direction, here and preferably a force fit in the radial direction.
• Figures 4b) and c), on the other hand, show an axially protruding, here web-shaped, fastening projection 28, via which the buffer element 18 can be inserted into a corresponding receptacle (not shown), for example on the housing 19 or on the adjustment element 7, and there axially non-positively sig and, if necessary, can be held in a radially form-fitting manner.
• the motor vehicle lock arrangement 2 is claimed as such.
• the motor vehicle lock arrangement has an adjusting mechanism 1 according to the proposal.
• the adjusting mechanism 1 can at least in part, as shown in the drawing and indicated above, be an integral part of the motor vehicle lock 3.
• the adjusting mechanism 1 is at least partially configured separately from the motor vehicle lock 3.
• a mechanical coupling between the adjusting mechanism 1 and the motor vehicle lock 3 is provided, which can be implemented, for example, via a Bowden cable.
• the control arrangement 12, as shown in the drawing is arranged separately from the motor vehicle lock or alternatively (not shown) is integrated in the motor vehicle lock 3.

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• Vibration Dampers (AREA)
• Lock And Its Accessories (AREA)
• Axle Suspensions And Sidecars For Cycles (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

Family

ID=72088072

Family Applications (1)

Country Status (4)

Citations (3)

Family Cites Families (9)

• 2019
  • 2019-08-14 DE DE102019121898.5A patent/DE102019121898A1/de active Pending
• 2020
  • 2020-08-11 EP EP20757252.0A patent/EP4013931B1/de active Active
  • 2020-08-11 CN CN202080072154.5A patent/CN114729550B/zh active Active
  • 2020-08-11 WO PCT/EP2020/072490 patent/WO2021028431A1/de unknown

Patent Citations (3)

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