WO2022161887A1 - Verrou de véhicule automobile - Google Patents

Verrou de véhicule automobile Download PDF

Info

Publication number
WO2022161887A1
WO2022161887A1 PCT/EP2022/051422 EP2022051422W WO2022161887A1 WO 2022161887 A1 WO2022161887 A1 WO 2022161887A1 EP 2022051422 W EP2022051422 W EP 2022051422W WO 2022161887 A1 WO2022161887 A1 WO 2022161887A1
Authority
WO
WIPO (PCT)
Prior art keywords
lever
pawl
intermediate lever
motor vehicle
coupling
Prior art date
Application number
PCT/EP2022/051422
Other languages
German (de)
English (en)
Inventor
Arkadi BOGORATS
Original Assignee
Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
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 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft filed Critical Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Priority to CN202280025461.7A priority Critical patent/CN117120697A/zh
Priority to EP22700668.1A priority patent/EP4284991A1/fr
Publication of WO2022161887A1 publication Critical patent/WO2022161887A1/fr

Links

Classifications

    • 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
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • 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
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • E05B81/36—Geared sectors, e.g. fan-shaped gears
    • 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

Definitions

  • the invention relates to a motor vehicle lock with a lock latch and a pawl arrangement according to the preamble of claim 1.
  • the motor vehicle lock in question can be assigned to any locking element of a motor vehicle.
  • These include tailgates, boot lids, front hoods, in particular engine hoods, side doors or the like.
  • These closure elements can be pivotable or designed in the manner of sliding doors.
  • the well-known motor vehicle lock (EP 2 492 423 B1), on which the invention is based, has a lock latch which can be pivoted about a geometric lock latch pivot axis and which interacts in the usual way with a closing part, in particular a closing bracket.
  • the motor vehicle lock has a pawl arrangement, which is composed of a pawl, an intermediate lever and a lever-shaped locking part, referred to below as the locking lever.
  • the pawl which interacts directly with the latch bolt, is mounted on the intermediate lever so that it can pivot about a geometric pawl pivot axis and thus follows pivoting movements of the intermediate lever about its geometric intermediate lever pivot axis.
  • the blocking lever can be pivoted here between a blocking position and a release position about a geometric pivot axis of the blocking part. In the locked position, this locks the intermediate lever, which is in its basic position, against pivoting in its direction of deflection. In the release position, the intermediate lever is released by the blocking part.
  • the forces acting on the lock latch from the locking part which are primarily due to the counter-pressure of the door seal, are transmitted from the lock latch in its closed position via the engaged pawl to the intermediate lever, so that the latter, when it is released by the locking part, moves in its deflection direction can pan.
  • the latch bolt presses the pawl while at the same time pivoting the intermediate lever in its direction of deflection.
  • This mechanism works very reliably and also allows the barrage to be opened by a motor, i.e. to lift the pawl by a motor.
  • a motor vehicle lock requires a particularly high degree of efficiency in order to be able to open the locking mechanism at particularly high door seal counterpressures, for example above 5000N, and in particular with a comparatively weak drive motor, for example with a maximum current consumption of 7A.
  • the invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the best possible efficiency when opening the locking mechanism is achieved with simple means.
  • the fundamental consideration is to provide two toggle lever mechanisms in the drive train, which is used to lift the pawl and transmits a driving force that is introduced manually or generated by a drive motor to the pawl in order to pivot it from the closed position into the lifted position. These are arranged sequentially, i.e. one after the other in terms of drive technology.
  • a toggle lever mechanism is a mechanical transmission gear with two articulated levers that allow a small input force to be introduced into the lever system over a large stroke, which, according to the law of the lever, results in a small stroke with a large output force, with the transmission ratio changing as the stroke increases , especially increased.
  • a relatively large transmission ratio in the drive train from the drive side to the driven side, ie to the pawl can be realized in the proposed motor vehicle lock. This ensures that the locking mechanism can be opened with a relatively weak motor and/or with relatively high door seal back pressures.
  • a particularly large transmission ratio which is generated via a gear between the drive motor and the pawl arrangement, so that the gear can also be designed to be compact.
  • a the output-side gear of this gear downstream of the drive motor can be designed as a gear segment, since only a small angle of rotation has to be traversed by the gear in order to open the locking mechanism.
  • the drive train has two sequential toggle lever mechanisms, the actuation of which is accompanied by a movement of the pawl between its closed position and its raised position.
  • the actuation of the toggle lever mechanisms in particular a manual or motor-driven actuation, has the result that the pawl is moved.
  • Claim 2 specifies the possible movements of the pawl resulting from the actuation of the toggle lever mechanisms in one direction or the other. Depending on the direction of actuation of the toggle lever mechanisms, the pawl can be moved in its release direction or counter to its release direction.
  • Claim 3 relates to an intermediate lever interacting with the pawl, the adjustment of which is accompanied by an adjustment of the pawl.
  • This intermediate lever preferably forms one of the toggle lever mechanisms together with the pawl.
  • the toggle lever mechanisms have a common lever. This leads to a particularly compact design of the pawl arrangement.
  • the intermediate lever is particularly preferably also a component of the respective other toggle lever mechanism. Together with another lever, which will be described below, this forms the first toggle lever mechanism (claim 5) in terms of drive technology.
  • the driving force is then transmitted from this to the downstream, second toggle lever mechanism, which includes the pawl.
  • the pawl arrangement has a movably mounted locking part, in particular a pivotally mounted locking lever, and a coupling arrangement which is articulated on the intermediate lever on the one hand and interacts with the locking part on the other.
  • the locking part In a locked position, the locking part allows the intermediate lever to lock against pivoting from its basic position in the direction of deflection.
  • the locking part is also set up to release the intermediate lever in its deflection direction in a release position.
  • the blocking part allows a manual or motor-driven drive force to be transmitted to the intermediate lever via the coupling arrangement, in particular via a coupling lever.
  • the coupling arrangement and/or the coupling lever then preferably forms the first toggle lever mechanism together with the intermediate lever.
  • the coupling arrangement and/or the coupling lever can also have a further advantageous function, namely the realization of a support for the intermediate lever on a contact surface of a component fixed to the housing (claim 7).
  • the component fixed to the housing can be the locking plate of the lock housing, in particular a section of the locking plate forming the contact surface, or a separate reinforcing plate of the lock housing.
  • Claim 8 defines in which positions of which components of the pawl assembly said support is preferentially provided. Constant support is particularly preferably ensured here.
  • the intermediate lever is preferably movably guided over at least a portion of its movement, in particular over its complete movement, between the basic position and the deflected position on the contact surface.
  • Claim 9 relates to a contour arrangement of the locking part, which has a press-on contour and/or a locking contour.
  • the press-on contour allows a force, in particular a compressive force, to be exerted by the blocking part on the coupling arrangement and/or the coupling lever and further on the intermediate lever, which in particular also offers advantages in the event of the intermediate lever becoming jammed, for example if it is iced over (icebreaker function).
  • the locking contour serves to lock the intermediate lever in the basic position and prevents the coupling arrangement and/or the coupling lever can be moved in the locking position of the locking part in the direction of deflection.
  • Claim 10 relates to a guide piece of the coupling arrangement and/or the coupling lever, for example a projection, in particular a cam, which can be guided along the press-on contour and/or the locking contour in order to improve the transmission of force between the locking part and the coupling arrangement and/or the coupling lever and from there onwards to ensure the intermediate lever.
  • a guide piece of the coupling arrangement and/or the coupling lever for example a projection, in particular a cam
  • Claim 11 specifies that the respective force, due to which the torque is exerted on the intermediate lever in its deflection direction, when the blocking part is moved from the blocking position into the release position and/or from the release position into a final position, from the blocking part onto the coupling arrangement and/or the Coupling lever and from this or this can be further exercised on the intermediate lever.
  • the final position is a position that goes beyond the release position from the blocked position. It is therefore conceivable that at the beginning of its movement, in particular a pivoting movement, the blocking part does not yet exert any force on the coupling arrangement and/or the coupling lever from the blocking position, but merely releases it first and only then applies said force to the coupling arrangement and/or the coupling lever.
  • Claim 12 specifies particularly preferred arrangements of the pivot axes of the individual levers of the locking mechanism of the motor vehicle lock, ie the lock latch and the pawl arrangement.
  • the pawl pivot axis is preferably arranged on the intermediate lever.
  • Claim 13 relates to options for prestressing, in particular spring prestressing, the lever of the locking mechanism.
  • a drive assembly in particular motorized drive assembly with a electric drive motor provided to drive the locking part.
  • a locking part drive shaft preferably extends through a housing wall of the motor vehicle lock (claim 15). This has the advantage that when the housing wall forms a partition wall between a wet side and a dry side of the motor vehicle lock, the passage of the drive train through the housing wall can be sealed in a simple manner.
  • FIG. 1 shows a motor vehicle with a motor vehicle lock arrangement which has a proposed motor vehicle lock installed here in a motor vehicle door
  • Fig. 2 is an exploded view of the proposed motor vehicle lock together with a drive assembly
  • FIG 3 shows a schematic representation of a proposed motor vehicle lock during an opening process illustrated in views a) to d).
  • FIG. 1 shows a motor vehicle with an open motor vehicle door as a closure element.
  • a motor vehicle lock arrangement is shown in FIG. 1 at the bottom, enlarged, in a perspective view and in a sectional view.
  • the motor vehicle lock arrangement has a proposed motor vehicle lock 1 with a lock latch 2 and a pawl arrangement 3, the lock latch 2 being in at least one closed position, in particular a main closed position and optionally a pre-closed position, in which it is in holding engagement with a closing part 4, and an open position , In which it releases the locking part 4, is pivotable.
  • the motor vehicle lock 1 is a locking element of the motor vehicle, here associated with the side door shown, whereas the closing part 4 is associated with the body of the motor vehicle. In principle, however, the opposite case is also conceivable.
  • the proposed motor vehicle lock 1 in question can be assigned to any locking element of a motor vehicle.
  • these also include tailgates, trunk lids, front hoods, in particular engine hoods, or the like. All relevant statements apply accordingly to all other types of closure elements.
  • the pawl arrangement 3 has a pivotally mounted pawl 5 which interacts with the lock latch 2 and which can be brought, in particular pivoted, into a closed position and a lifted position.
  • a drive train is provided for moving the locking pawl 5, in particular motor-driven, additionally or alternatively also manually, from its closed position into its raised position, preferably also for moving it in the opposite direction.
  • the pawl arrangement 3 also has a pivotally mounted intermediate lever 6 which interacts with the pawl 5 and can be brought, in particular pivoted, into a basic position and a deflected position.
  • the pawl arrangement 3 has here and preferably a movably mounted locking part 7 interacting with the intermediate lever 6, in particular a pivoted locking lever which can be brought into a locked position and a release position, in particular pivoted. The latter interaction takes place indirectly, which will be explained below.
  • the intermediate lever 6 and/or the locking part 7 cannot be brought into contact with the lock latch 2 and/or only the pawl 5 can be brought into contact with the lock latch 2.
  • the two components “intermediate lever 6" and “blocking part 7” the blocking part 7 cannot be brought into contact with the pawl 5 and/or the lock latch 2 and/or only the intermediate lever 6 is or can be brought into contact with the pawl 5.
  • the pawl 5 in the engaged position blocks the latch bolt 2 in the respective closed position against pivoting in its opening direction 8, i.e. in the direction from its closed position to its open position, in particular in a hooked or supporting, and releases the lock latch 2 in its opening direction 8 in the lifted position (FIG. 3c)).
  • the locking part 7 interacts with the intermediate lever 6 via a coupling arrangement 15 articulated on the intermediate lever 6, in particular a coupling lever 16 articulated on the intermediate lever 6.
  • the blocking part 7 in the blocking position blocks the intermediate lever 6, which is in the basic position, from pivoting in its deflection direction 9 by blocking the coupling arrangement 15 and/or the coupling lever 16 and, in the release position, releases the intermediate lever 6 in its deflection direction 9 by releasing the Coupling assembly 15 and / or the coupling lever 16 freely.
  • blocks and releases are related solely to the interaction between the intermediate lever 6 and the blocking part 7, without considering other forces that may be acting, such as prestressing forces, holding forces, etc. that act on the blocking part 7, i.e. under the assumption that that the blocking part 7 is freely movable in relation to its blocking direction.
  • the pawl 5 In the basic position of the intermediate lever 6, the pawl 5 is in its closed position, especially when the latch bolt 2 is in its closed position (Fig. 3a)) or is pivoted into its closed position, in particular by the Latch 2 is brought from its open position to its closed position (Fig. 3d)).
  • the intermediate lever 6 When pivoting from its deflected position to its basic position, the intermediate lever 6 brings the pawl 5 into a position from which the pawl 5, when the lock latch 2 is brought from its open position into its closed position, pivots into its engaged position (Fig. 3d)).
  • the drive train has two sequential toggle lever mechanisms Ki, K2, the actuation of which is accompanied by a movement of the pawl 5 between its closed position and its raised position.
  • an actuation of the first toggle lever mechanism Ki in a first direction of actuation of the first toggle mechanism Ki causes the actuation of the second toggle lever mechanism K2 in a first direction of actuation of the second toggle lever mechanism K2, which in turn is accompanied by a movement of the pawl 5 from its closed position to its lifted position.
  • actuation of the first toggle lever mechanism Ki in an opposite, second direction of actuation of the first toggle lever mechanism Ki causes the actuation of the second toggle lever mechanism K2 in an opposite, second direction of actuation of the second toggle lever mechanism K2, which in turn involves moving the pawl 5 from its release position in the direction of its incursion.
  • first and “second” toggle mechanism refer to the direction of power transmission in the drive train when a regular manual or motorized drive force for moving the pawl 5 in the drive train is introduced on the drive side.
  • the second toggle lever mechanism K2 is formed here and preferably by the intermediate lever 6 together with the pawl 5.
  • first and the second toggle lever mechanism Ki, K2 have a common lever, here the intermediate lever 6.
  • the intermediate lever 6 together with the coupling arrangement 15 and/or the coupling lever 16 forms the first toggle lever mechanism Ki.
  • the locking part 7 interacts with the intermediate lever 6 via the coupling arrangement 15 or the coupling lever 16.
  • the locking part 7 therefore acts on the coupling arrangement 15 or the coupling lever 16, which in turn, due to the articulated coupling with the Intermediate lever 6 acts on the intermediate lever 6 and vice versa, that is, the intermediate lever 6 acts on the coupling arrangement 15 or the coupling lever 16 , which in turn acts on the locking part 7 .
  • the coupling arrangement 15 or the coupling lever 16 thus allows the transmission of movements and forces between the locking part 7 and the intermediate lever 6.
  • the intermediate lever 6 is supported or can be supported via the coupling arrangement 15 and/or the coupling lever 16 on a component 18a, 18b which forms a contact surface 17 and is fixed to the housing in the deflection direction 9 of the intermediate lever 6.
  • the component that forms the contact surface 17 can be a locking plate 18a of the lock housing 19 of the motor vehicle lock 1 .
  • the component, as here, can also be a reinforcement plate 18b that is separate from the locking plate 18a and is fixed to the housing, preferably being supported on the locking plate 18a and/or optionally attached thereto.
  • Strike plate 18a and reinforcement plate 18b are characterized in that they are used for the rotatable fixing of one or more components of the locking mechanism and/or drive train in the lock housing 19, in particular for the rotatable fixing of the lock latch 2 and/or the intermediate lever 6 and/or the locking lever 7. This takes place in particular via corresponding bearing domes for the respective component provided on the locking plate 18a and/or the reinforcing plate 18b.
  • “Supporting” here means that a force, in particular compressive force or tensile force, is at least partially introduced by the intermediate lever 6 in its direction of deflection 9 into the coupling arrangement 15 and/or the coupling lever 16 is received by the component 18a, 18b forming the contact surface 17.
  • a force in particular compressive force or tensile force
  • the component 18a, 18b forming the contact surface 17.
  • more than 50%, more preferably more than 70%, more preferably more than 90% of the force is absorbed by the component 18a, 18b.
  • the blocking part 7 in particular absorbs part of the force, in particular the remaining part of the force.
  • this force results at least significantly, in particular completely, from a prestressing of the lock latch 2 in its opening direction 8 and possibly existing door seal counter-pressures.
  • this force can increase significantly as a result of forces caused by the crash and acting on the latch bolt 2, the pawl 5 and/or the intermediate lever 6.
  • the support can counteract deformations, in particular of the locking part 7 .
  • the coupling arrangement 15 or the coupling lever 16 is pressed, here to the right, against the contact surface 17 pointing towards the intermediate lever 6 .
  • the coupling arrangement 15 or the coupling lever 16 extends from the intermediate lever 6 to the right, namely towards the contact surface 17 .
  • the coupling arrangement 15 or the coupling lever 16 it is also conceivable for the coupling arrangement 15 or the coupling lever 16 to extend from the intermediate lever 6 to the left, with the coupling arrangement 15 or the coupling lever 16 then extending on an intermediate lever arranged to the left of the intermediate lever 6 6 technological contact surface would support pulling, the intermediate lever 6 so in its direction of deflection 9 would initiate a tensile force in the coupling arrangement 15 or coupling lever 16.
  • the intermediate lever 6 In the case of a support as explained above, provision can be made for the intermediate lever 6 to be connected via the coupling arrangement 15 and/or the coupling lever 16 is supported on the component 18a, 18b forming the contact surface 17. Here and preferably it is even so that the intermediate lever 6 in any position of the locking part 7 and / or the pawl 5 and/or the intermediate lever 6 is supported via the coupling arrangement 15 or the coupling lever 16 .
  • the intermediate lever 6 is at least part of its movement, in particular its complete movement, between its basic position and its deflected position via the coupling arrangement 15 and/or the coupling lever 16 on the contact surface 17 movably guided and in particular thus, at least to a certain extent, supported on the component 18a, 18b forming the contact surface 17 during the movement.
  • the coupling arrangement 15 and/or the coupling lever 16 are in particular in frictional or rolling contact with the contact surface 17, so that when the intermediate lever 6 is moving, there is sliding friction or rolling friction between the coupling arrangement 15 or the coupling lever 16 and the contact surface 17.
  • the support takes place in particular via the free end of the coupling arrangement 15 or the coupling lever 16 facing away from the intermediate lever 6, here and preferably via a rotatable or non-rotatable roller provided at this end.
  • the locking part 7, here the locking lever has a contour arrangement 10 with a press-on contour 11 and that when the locking part 7 is moved, in particular by a motor, in particular pivoting, in its release direction 12, a force is exerted , in particular compressive force, can be exerted by the locking part 7 via its press-on contour 11 on the coupling arrangement 15 and/or the coupling lever 16 and from this or this further on to the intermediate lever 6, as a result of which a torque is exerted on the intermediate lever 6 about its intermediate lever pivot axis 6a results in the deflection direction 9.
  • the release direction 12 here means the direction from the blocking position of the blocking part 7 to its release position.
  • An essential advantage of this arrangement is that two functions can be realized with one and the same blocking part 7 and/or with one and the same contour arrangement 10, namely on the one hand a blocking function and on the other hand a drive function and in particular a breakaway or icebreaker function. Function.
  • the intermediate lever 6 can be locked against pivoting in its deflection direction 9 via the contour arrangement 10 .
  • the intermediate lever 6 can also be forced in its deflection direction 9 with the same contour arrangement 10 if it is no longer blocked by the locking part 7, in particular if the intermediate lever 6 is jammed, for example due to icing.
  • the contour arrangement 10 additionally or alternatively, as in the present case, has a blocking contour 13, via which in the blocking position, through the coupling arrangement 15 and/or the coupling lever 16, which in the basic position Located intermediate lever 6 is locked against pivoting in the direction of deflection 9. This is shown schematically in FIG. 3a).
  • a holding force is thus exerted by the locking part 7 on the intermediate lever 6 via the locking contour 13 .
  • the press-on contour 11 and the blocking contour 13 are spaced apart from one another and in particular face one another.
  • the lock latch 2 When the motor vehicle lock 1 is closed, the lock latch 2 is in its closed position and the pawl 5 is in its engaged position, that is to say the lock latch 2 is locked in its opening direction 8 .
  • the latch bolt 2 is not in contact with the intermediate lever 6.
  • the intermediate lever 6 is in its basic position and the blocking part 7 is in its blocking position.
  • the blocking part 7 is moved from its blocking position into its release position, here it is pivoted clockwise relative to the blocking position.
  • the intermediate lever 6 is here and preferably still in its basic position or is slightly deflected from the basic position in the direction of its deflected position. A deflection of the intermediate lever 6 takes place here and in the further course of the opening process, for example by a clockwise pivoting movement.
  • the pawl is 5 slightly in relation to the collapsed position shown in FIG. 3a), pivoted counterclockwise here, but the pawl 5 is still collapsed and the lock latch 2 is correspondingly still blocked.
  • the pawl 5 has thereby moved from a position in which it was not in abutment on the intermediate lever 6 into a position in which it is now in abutment on the intermediate lever 6 .
  • the lock latch 2 is pivoted about the geometric lock latch pivot axis 2a relative to the closed position, here clockwise, due to a prestress acting on it.
  • the locking part 4 is then no longer in holding engagement with the lock latch 2.
  • a simple release of the pawl 5 from its retracted position and moving into its raised position is favored here by the fact that the lever arm of the intermediate lever 6 between its contact surface for engaging with the locking contour 13 and the intermediate lever pivot axis 6a is longer than the lever arm between the pawl pivot axis 5a and intermediate lever pivot axis 6a.
  • FIG. 3d) shows the end state, in which the blocking part 7 has been moved back into its blocking position and the intermediate lever 6 has been moved back into its basic position.
  • the lock latch 2 is still in its open position.
  • the pawl 5 is still lifted, but now no longer in the attack on Intermediate lever 6, but deflected relative to the intermediate lever 6, in particular further deflected than in their raised position and in particular further deflected than in their collapsed position.
  • the pawl 5 has thereby pivoted relative to the intermediate lever 6 compared to the state in FIG. 3c), here clockwise, and in particular beyond the position shown in FIG. 3a) relative to the intermediate lever 6.
  • the pawl 5 rests against the latch bolt 2 that is in the open position.
  • the pawl 5 falls, here counterclockwise, back into the respective closed position until the state in FIG. 3a) is reached again.
  • the locking part 7 and the intermediate lever 6 do not move when the pawl 5 engages, which first enters the pre-locked position and then the main locked position.
  • a guide piece 14, preferably a projection, in particular a cam, of the coupling arrangement 15 and/or the coupling lever 16 is on the press-on contour 11 (when the locking part 7 is moved in its release direction 12) and/or on the locking contour 13 (when the locking part is moved Blocking part 7 can be guided along from its release position to its blocking position.
  • this is a common guide piece 14 which can be guided along the press-on contour 11 and the blocking contour 13 .
  • the respective force as a result of which the torque is produced on the intermediate lever 6 in its deflection direction 9, is already applied to the coupling arrangement 15 and/or during the motor-driven movement of the locking part 7 from the locking position into the release position from the locking part 7. or the coupling lever 16 and can be further exerted on the intermediate lever 6 by this or this.
  • the power only comes into play when the Movement of the blocking part 7 from its release position into its final position can be exercised by the blocking part 7 on the coupling arrangement 15 and/or the coupling lever 16 and from this or this further onto the intermediate lever 6. It is also conceivable that the force can be exerted over the entire movement of the blocking part 7 .
  • the contour arrangement 10 of the blocking part 7 has a closed connecting link, which forms the press-on contour 11 and the blocking contour 13 .
  • a link causes a high degree of dimensional stability within the locking part 7, especially in the event of a crash.
  • 3a shows that when the motor vehicle lock 1 is installed, in particular in a motor vehicle door, it is provided that when the lock latch 2 is in the closed position, in particular the main locking position and/or pre-locking position, and the pawl 5 is in the engagement position, the pawl 5 is in supporting engagement with the latch 2 via a support surface 23 and the line of action 20 of the contact force between the latch 2 and the pawl 5 runs through the pawl pivot axis 5a.
  • the geometric pivot axis 2a of the lock latch 2 and/or the geometric intermediate lever pivot axis 6a of the intermediate lever 6 and/or the geometric locking lever pivot axis 7a of the locking lever 7 is fixed to the housing.
  • "Fixed to the housing” here means the rigid arrangement on the lock housing 19, for example striker plate 18a and, if necessary, reinforcement plate 18b.
  • the geometric pawl pivot axis 5a of the pawl 5 is arranged on the intermediate lever 6 and follows its movements. In principle, according to an embodiment not shown here, the pawl pivot axis 5a can also be fixed to the housing.
  • the latch bolt 2 moves in its opening direction 8 and/or the pawl 5 counter to its lifting direction 24 and/or the intermediate lever 6, in particular via the pawl 5, into its basic position and/or the Locking part 7 is biased in the locking direction, in particular spring-biased.
  • one and the same spring 25 preloads the pawl 5 and/or the intermediate lever 6 and/or the locking part 7 .
  • the spring 25 pretensions the respective components, in particular the pawl 5 and the intermediate lever 6, via one and the same spring leg of the spring 25.
  • the spring 25 pretensions the respective components, in particular the pawl 5 and/or the intermediate lever 6 on the one hand and the locking part 7 on the other hand, via different spring legs of the spring 25 .
  • the coupling arrangement 15 and/or the coupling lever 16 can be prestressed, in particular spring-biased, against the contact surface 17 of the component 18a, 18b fixed to the housing. is. This is advantageous in order to ensure that the intermediate lever 6 can be movably guided over at least part of its movement, in particular over its complete movement, between its basic position and its deflected position via the coupling arrangement 15 and/or the coupling lever 16 on the contact surface 17.
  • a further contact surface can be provided which is spaced apart from the contact surface 17, to the left in the illustration shown, so that the coupling arrangement 15 and/or the coupling lever 16 can be guided along both contact surfaces with the free end.
  • a drive arrangement 21 in particular a motorized drive arrangement 21 with an electric drive motor 22 , can be provided in order to drive the blocking part 7 .
  • the drive arrangement 21 is preferably set up to drive the blocking part 7 in its release direction 12 and/or counter to its release direction 12 .
  • manual actuation via a manually actuable actuation lever, in particular an actuation lever coupled to a door handle 26, for example an inside door handle or outside door handle is also conceivable.
  • Fig. 2 also shows that here and preferably a locking part drive shaft 27, which transmits a rotational movement from the drive arrangement 21, in particular from the drive motor 22, to which the locking part 7 is arranged in a rotationally fixed manner and which runs coaxially to the geometric locking part pivot axis 7a, extends from the Locking part 7 extends starting along the geometric locking part pivot axis 7a through a housing wall 28 of the motor vehicle lock 1 to the drive arrangement 21.
  • the housing wall 28 forms a partition wall between a wet side 29 and a dry side 30 of the motor vehicle lock 1, also referred to as a wet room/dry room separation.
  • a passage of the drive train between wet side 29 and dry side 30 can be sealed particularly easily.
  • a reset or emergency unlocking or locking function can also be provided in that the locking part 7 is taken along and moved from its locked position to its release position and/or or can be adjusted from its release position to its locked position.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un verrou de véhicule automobile doté d'un agencement de verrou de verrouillage (2) et d'un cliquet (3), le verrou de verrouillage (2) peut pivoter dans au moins une position fermée, plus particulièrement une position fermée principale et, le cas échéant, une position fermée préliminaire, dans chacune desquelles ledit verrou est en prise de maintien avec une partie de verrouillage (4), et dans une position ouverte, dans laquelle ledit verrou libère la partie de verrouillage (4), l'agencement de cliquet (3) comprend un cliquet monté pivotant (5) coopérant avec le verrou de verrouillage (2), lequel cliquet peut être amené dans une position de mise en prise et une position de libération, le cliquet (5) dans la position en mise en prise bloque le verrou de verrouillage (2) dans la position fermée contre un pivotement dans la direction d'ouverture (8), et dans la position de libération, ledit cliquet libère le verrou de verrouillage (2) dans la direction d'ouverture (8) de celui-ci, le verrou de véhicule automobile (1) comprenant un train d'entraînement pour le déplacement, plus particulièrement motorisé, du cliquet (5) depuis sa position de mise en prise vers sa position de libération. Selon l'invention, le train d'entraînement comprend deux mécanismes de levier coudé (K1, K2) séquentiels qui sont actionnés conjointement avec le mouvement du cliquet (5) entre sa position de mise en prise et sa position de libération.
PCT/EP2022/051422 2021-01-29 2022-01-24 Verrou de véhicule automobile WO2022161887A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202280025461.7A CN117120697A (zh) 2021-01-29 2022-01-24 机动车锁
EP22700668.1A EP4284991A1 (fr) 2021-01-29 2022-01-24 Verrou de véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021102105.7 2021-01-29
DE102021102105.7A DE102021102105A1 (de) 2021-01-29 2021-01-29 Kraftfahrzeugschloss

Publications (1)

Publication Number Publication Date
WO2022161887A1 true WO2022161887A1 (fr) 2022-08-04

Family

ID=80001611

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2022/051422 WO2022161887A1 (fr) 2021-01-29 2022-01-24 Verrou de véhicule automobile

Country Status (4)

Country Link
EP (1) EP4284991A1 (fr)
CN (1) CN117120697A (fr)
DE (1) DE102021102105A1 (fr)
WO (1) WO2022161887A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012102724A1 (de) * 2012-03-29 2013-10-02 Huf Hülsbeck & Fürst Gmbh & Co. Kg Kraftfahrzeugtürverschluss
EP2492423B1 (fr) 2011-02-28 2018-12-26 Brose Schliesssysteme GmbH & Co. KG Mécanisme de verrouillage doté d'une tendance d'ouverture
DE102018122802A1 (de) * 2018-09-18 2020-03-19 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
EP3734004A1 (fr) * 2017-12-25 2020-11-04 Mitsui Kinzoku ACT Corporation Dispositif de verrouillage de porte de véhicule
WO2021078328A1 (fr) * 2019-10-23 2021-04-29 Kiekert Ag Serrure de véhicule automobile, en particulier serrure de coffre de véhicule automobile

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017105834A1 (de) 2017-03-17 2018-09-20 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Schließsystem zum elektrischen Öffnen einer Fahrzeugtür
DE102017010196B3 (de) 2017-10-30 2019-04-25 Daimler Ag Griffvorrichtung für eine Kraftfahrzeugtür

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2492423B1 (fr) 2011-02-28 2018-12-26 Brose Schliesssysteme GmbH & Co. KG Mécanisme de verrouillage doté d'une tendance d'ouverture
DE102012102724A1 (de) * 2012-03-29 2013-10-02 Huf Hülsbeck & Fürst Gmbh & Co. Kg Kraftfahrzeugtürverschluss
EP3734004A1 (fr) * 2017-12-25 2020-11-04 Mitsui Kinzoku ACT Corporation Dispositif de verrouillage de porte de véhicule
DE102018122802A1 (de) * 2018-09-18 2020-03-19 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
WO2021078328A1 (fr) * 2019-10-23 2021-04-29 Kiekert Ag Serrure de véhicule automobile, en particulier serrure de coffre de véhicule automobile

Also Published As

Publication number Publication date
CN117120697A (zh) 2023-11-24
DE102021102105A1 (de) 2022-08-04
EP4284991A1 (fr) 2023-12-06

Similar Documents

Publication Publication Date Title
EP2865828B1 (fr) Fermeture de porte de véhicule automobile
EP2929112B1 (fr) Serrure pour un coffre ou une porte
EP2929114B1 (fr) Serrure pour une trappe ou une porte
EP1485558A1 (fr) Serrure, en particulier pour portes de vehicule, battants ou analogues
EP0979915A2 (fr) Serrure à fermeture assistée
EP1091061A2 (fr) Dispositif d'assistance à l'ouverture des serrures de porte
DE60018746T2 (de) Verriegelungsvorrichtung
EP2268526B1 (fr) Verrouillage pour porte pivotante extérieure
DE19626914C1 (de) Verschluß für Türen, Hauben, Klappen o. dgl., insbesondere von Fahrzeugen, wie Kraftfahrzeugen
EP2248966A1 (fr) Serrure de porte dotée d'un élément de fermeture et entraînement d'élément de fermeture commutable
DE202014103819U1 (de) Kraftfahrzeugschloss
EP1956168B1 (fr) Serrure de porte de véhicule automobile
DE202008012086U1 (de) Verschluss
DE10026043A1 (de) Verschluß für eine Haube oder Tür eines Kraftfahrzeuges
WO2022161887A1 (fr) Verrou de véhicule automobile
EP1683936B1 (fr) Serrure avec pêne demi-tour et entraînement pour le pêne demi-tour
WO2021078328A1 (fr) Serrure de véhicule automobile, en particulier serrure de coffre de véhicule automobile
DE10339542B4 (de) Kraftfahrzeugtürverschluss
EP4263984A1 (fr) Serrure pour véhicule automobile
DE19745753A1 (de) Notentriegelungssystem für eine fremdkraftbetätigte Fahrzeugtür
EP1567736B1 (fr) Dispositif d'assistance a la fermeture pour porte de vehicule
EP3798393A1 (fr) Dispositif de commande d'urgence destiné à l'ouverture manuelle d'une porte de véhicule
DE102021118277A1 (de) Kraftfahrzeugschloss
WO2023110023A1 (fr) Ensemble porte de véhicule automobile
DE102006013034B3 (de) Elektrischer Türöffner

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22700668

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2022700668

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2022700668

Country of ref document: EP

Effective date: 20230829