WO2022167032A1 - Serrure de véhicule automobile et procédé de fonctionnement d'une telle serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile et procédé de fonctionnement d'une telle serrure de véhicule automobile Download PDF

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Publication number
WO2022167032A1
WO2022167032A1 PCT/DE2022/100030 DE2022100030W WO2022167032A1 WO 2022167032 A1 WO2022167032 A1 WO 2022167032A1 DE 2022100030 W DE2022100030 W DE 2022100030W WO 2022167032 A1 WO2022167032 A1 WO 2022167032A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
lever
crash
locking
coupling element
Prior art date
Application number
PCT/DE2022/100030
Other languages
German (de)
English (en)
Inventor
Ömer INAN
Michael Scholz
Holger Schiffer
Peter Szegeny
Thorsten Bendel
Original Assignee
Kiekert Ag
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 Ag filed Critical Kiekert Ag
Publication of WO2022167032A1 publication Critical patent/WO2022167032A1/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
    • 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
    • E05B77/12—Automatic locking or unlocking at the moment of collision
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0493—Overcenter springs
    • 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
    • E05B81/54—Electrical circuits
    • E05B81/90—Manual override in case of power failure

Definitions

  • the invention relates to a motor vehicle lock, in particular a motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, and also with an actuating lever chain for the locking mechanism, which has at least one actuating lever, a coupling element and a locking lever, and with at least one mass inertia element which at least in the event of a crash, the clutch element is transferred from its engaged state to its disengaged state.
  • the actuating lever chain for the locking mechanism usually ensures that after an outside door handle or inside door handle has been acted upon, the pawl is lifted from its latching engagement with the rotary latch. As a result, a locking bolt previously caught by the rotary latch is released. Since the motor vehicle lock is usually arranged inside a motor vehicle door, while the locking bolt is on the body side, this process leads directly to the associated motor vehicle door being able to be opened. This presupposes that the coupling element assumes its engaged state, so that as a result the actuating lever chain is mechanically closed.
  • the disengaged state of the coupling element corresponds to the actuating lever chain being open.
  • the mechanical connection from the previously mentioned outside door handle or inside door handle to the pawl is interrupted, so that at disengaged coupling element operations of the inside door handle or outside door handle go empty.
  • the actuating lever chain can be transferred into a locked and unlocked state.
  • the unlocked state of the locking lever corresponds to the actuating lever chain being mechanically closed.
  • the locking lever usually works on the coupling element and ensures that this assumes its engaged position.
  • the locked state of the locking lever is part of the fact that the actuating lever chain is interrupted. In this case, the locking lever acts on the coupling element in such a way that it assumes its disengaged state.
  • the mass inertia element In addition to the locking lever, the mass inertia element usually also works on the coupling element. At least in the event of a crash, the mass inertia element ensures that the clutch element is transferred from its engaged state to its disengaged state. As a result of this, the actuating lever chain is automatically and mechanically interrupted in the event of a crash. Any stresses caused by acceleration, in particular of the outside door handle, cannot therefore lead to an unintentional opening of the motor vehicle door. As a result, occupants in the associated motor vehicle are optimally protected. This is because the mandatory safety devices in the motor vehicle door can only develop their full effect when they are closed.
  • the procedure is such that the coupling element is acted upon by a control lever which in turn interacts with the mass inertia element.
  • the control lever is in a control contour of the Mass inertia element out. In this way, there is an overall forced guidance of the coupling element. As a result, a defined control of the clutch behavior can be achieved and is made available.
  • WO 2019/210905 A1 deals with a motor vehicle lock in which the motor vehicle lock is unlocked and unlocked with the aid of a rotary movement of a driven pulley.
  • the driven pulley is a part of a drive unit with a motor and the driven pulley driven by the motor.
  • This solution has basically proven itself because a blocking lever is additionally provided with which unlocking of the locking mechanism can be prevented.
  • the blocking lever can be fixed in a blocking position with the help of a mass inertia element.
  • This state of the art has also changed basically tried and tested, but then and again it reaches its limits when the power supply fails in the event of a crash. Because then the blocking lever can no longer be acted upon with the help of the driven pulley, so that it is not possible to open the locking mechanism. This is where the invention aims to remedy the situation overall.
  • the invention is based on the technical problem of further developing such a motor vehicle lock in such a way that, in addition to perfect crash protection, the motor vehicle lock can also be opened in the locked state and if the power supply fails in the event of a crash.
  • the invention proposes, in the case of a generic motor vehicle lock, that in the event of a crash the locking lever is additionally unlocked as required.
  • the invention first of all ensures that in the event of a crash, the mass inertia element still and unchanged ensures that the clutch element is transferred from its engaged to the disengaged state.
  • the locking lever is unlocked in the event of a crash.
  • it is ensured after the end of the crash that on the one hand the clutch element is again transferred from its disengaged state assumed in the event of a crash to the engaged state.
  • the unlocked position of the locking lever ensures that the actuating lever chain is unlocked after the end of the crash, so that the locking mechanism can be opened, for example, via an outside door handle.
  • the electric motor drive can still ensure the unlocking of the locking lever and the locking lever from its previous position during the crash typically assumed “locked” position into the “unlocked” position.
  • an emergency energy source that is independent of the motor vehicle's electrical energy supply may be provided, with the aid of which the electromotive drive is operated in the event of a crash in order to ensure the described unlocking of the locking lever.
  • this can also be carried out and implemented with the aid of the electrical energy supply of the motor vehicle, in that the locking lever is unlocked immediately at the start of the crash.
  • the invention is based on the further knowledge that typically the start of the crash is detected with the aid of an acceleration sensor on the motor vehicle.
  • the locking lever is then immediately unlocked using the electric motor drive, this is usually also possible using the vehicle's energy source, because the failure of the vehicle's energy source is only observed a certain time after the triggering of the crash.
  • the locking lever can assume its unlocked position with the aid of the electric motor drive or locking drive if this is provided by an additional and conceivable emergency energy source independent of the motor vehicle energy source.
  • the mass inertia element working on the coupling element or a further second mass inertia element ensures the unlocking of the locking lever. That is to say, there is the possibility that in the event of a crash the clutch element is transferred from its engaged state to its disengaged state by the first mass inertia element. With the help of the second mass inertia element, the locking lever is transferred from its "locked” position to the "unlocked” position in the event of a crash. This happens at least as needed, namely when the locking lever before has assumed its “locked” position. If, on the other hand, the locking lever is in its “unlocked” position from the outset, such a procedure is generally not necessary.
  • the invention also provides the option of combining both processes using one and the same mass inertia element. Ultimately, this depends on whether the two processes should be correlated in time or whether a time interval is desired.
  • the unlocking of the locking lever and the disengagement of the coupling element can coincide in time or be different.
  • the procedure is such that the coupling element is disengaged first, followed by the unlocking of the locking lever. This ensures in any case that any acceleration-related deflections associated with a crash, for example of the outside door handle, do not result in an opening of the locking mechanism and thus the motor vehicle door, which must be avoided at all costs.
  • the unlocking of the locking lever can take place without any problems in terms of time.
  • Such a procedure is particularly recommended in the event that the locking lever works on the coupling element in order to avoid any mutual mechanical interference at this point.
  • the chronological sequence described above can be implemented and realized in a particularly simple and functional manner in that the coupling element is disengaged first and then the locking lever is unlocked, in that two different mass inertia elements are responsible for this.
  • you can too in such a case one can work with a single inertia element, in which case the unlocking of the locking lever has to be delayed in time, for example by a mechanical delay element interposed between the single inertia element and the locking lever. Since the mass inertia element, on the other hand, works directly and without such a mechanical delay element on the clutch element and transfers it from the engaged to the disengaged state in the event of a crash, the time sequence described above is still guaranteed.
  • the locking lever is spring-biased in the direction of its unlocked state.
  • a spring provided at this point thus ensures that the locking lever—without being acted upon, for example by the electric motor drive or by the mass inertia element—consistently assumes its unlocked state.
  • the coupling element is usually also spring-biased in the direction of its engaged position. That is to say, a spring implemented at this point typically ensures that the coupling element—without being acted upon by the mass inertia element or the locking lever—continuously assumes its engaged position. That is, the mass inertia element or the locking lever work against the force of the spring acting on the coupling element in order to convert the latter from its engaged position into the disengaged position.
  • the design can then be made such that the mass inertia element follows any movements of the actuating lever during normal operation. Consequently, when the actuating lever is acted upon to act on the locking mechanism, the movement of the actuating lever is so slow that the mass inertia element can follow the movement of the actuating lever. In contrast, in the event of a crash, the mass inertia element corresponds to the movements of the Actuating lever can not (any longer) follow. As a result, the mass inertia element ensures, either directly or indirectly via, for example, an additionally provided control element or a control lever, that the clutch element is transferred from its engaged state to the disengaged state.
  • the mass inertia element After the accelerations associated with a crash have ceased, the mass inertia element returns to its original position (“engaged”) associated with normal operation, so that the loading of the clutch element against the force of the spring then also ceases.
  • the coupling element is accordingly returned towards its engaged position with the aid of the spring.
  • the actuating lever chain is closed and the pawl can be lifted from its latching engagement with the rotary latch with the help of the outside door handle, so that the rotary latch then opens with spring support and releases a previously caught locking bolt.
  • the mass inertia element After the accelerations associated with a crash have ceased, the mass inertia element returns to its original position (“engaged”) associated with normal operation, so that the loading of the clutch element against the force of the spring then also ceases.
  • the coupling element is accordingly returned towards its engaged position with the aid of the spring.
  • the actuating lever chain is closed and the pawl can be lifted from its latching engagement with the rotary latch with the help
  • the locking lever Since in the event of a crash the locking lever was unlocked at the same time, provided it had previously assumed its locked state, the coupling element in the example described is not (or no longer) acted upon by the locking lever when it returns to the engaged state and may still be in the disengaged state detained. Rather, the locking lever that assumes the unlocked state ensures that the coupling element assumes the engaged state after the end of the crash, so that the actuating lever chain unlocked in this way can be actuated by arriving rescue personnel, for example with the help of the outside door handle, and the motor vehicle door can be opened. This is where the main advantages can be seen.
  • FIG. 1 shows the motor vehicle lock according to the invention in a general functional overview, reduced to the elements essential to the invention.
  • a motor vehicle lock is shown in FIG. 1, which is a motor vehicle door lock.
  • the motor vehicle door lock is arranged in a motor vehicle door (not shown) and interacts with a locking bolt on the body, which is also not shown.
  • a ratchet mechanism 1 consisting essentially of a rotary latch and a pawl with the usual functionality is implemented.
  • an actuating lever chain 2, 3, 4, 5, 11 can also be seen.
  • the actuating lever chain 2, 3, 4, 5, 11 is equipped with at least one actuating lever 2, 5.
  • the operating lever 2 is an external operating lever 2
  • the operating lever 5 is designed as an internal operating lever 5 .
  • the outside operating lever 2 can be acted upon with the aid of an outside door handle, which is not explicitly shown.
  • an inside door handle which is also not explicitly shown, works on the inside operating lever 5.
  • the operating lever chain 2, 3, 4, 5, 11 also includes a coupling element 3 and a locking lever 4.
  • the basic structure includes at least one inertia element 6, 7 and an additional electric motor drive 8.
  • the inertia element 6,7 ensures that, at least in the event of a crash, the coupling element 3 is transferred from its engaged to the disengaged state. According to the invention, with the help of the mass inertia element 6, 7, the function is additionally mapped that in the said crash situation the locking lever 4 is unlocked additionally and as required.
  • the electric motor drive 8 also works on the locking lever 4.
  • the electric motor drive 8 is a central locking drive 8, with the help of which the locking lever 4 can be acted upon. It can be seen that according to the representation in 1, the electric motor drive or central locking drive 8 can act on the locking lever 4 in two directions indicated by a double arrow, namely transferred to its “unlocked” E or “locked” V position.
  • a bistable spring or toggle spring which is additionally provided at this point and is not expressly shown, supports this process.
  • the coupling element 3 is also equipped with a spring 9 .
  • the spring 9 is also equipped with a spring 9 .
  • the locking lever 4 also has a spring 10.
  • the locking lever 4 is spring-biased in the direction of its unlocked state E. This is indicated in each case by corresponding arrows in FIG.
  • the locking mechanism 1 can be acted upon overall with the aid of an additionally provided release lever 11, which in principle is also unnecessary.
  • the trigger lever 11 belongs to the actuating lever chain 2, 3, 4, 5, 11.
  • the inside actuating lever 5 can work directly on the release lever 11 in order to use it to lift the pawl that is in locking engagement with the rotary latch from the rotary latch when the locking mechanism 1 is in the closed state.
  • the rotary latch moves directly into its open position and releases the previously caught locking bolt and the motor vehicle door can be opened. This applies both in normal operation and in the event of a crash.
  • the conditions for the external operating lever 2 are different.
  • the inside operating lever 5 can also work and be designed in a manner comparable to the outside operating lever 2, which is not shown, however.
  • the first mass inertia element 6 ensures that the clutch element 3 is transferred from its engaged to the disengaged state against the force of the spring 9 .
  • the arrow representation in FIG. 1 corresponds to this from position E or “unlocked” or engaged in direction V or “locked” and disengaged.
  • the event of a crash now also corresponds, if necessary, to the locking lever 4 being unlocked if it is not already in the unlocked state.
  • the further second mass inertia element 7 is implemented in the exemplary embodiment.
  • Both mass inertia elements 6, 7 can in principle interact with a control lever, as is explained in detail in the prior art according to DE 10 2017 102 549 A1, which has already been outlined and discussed above.
  • the second mass inertia element 7 now ensures that, in the event of a crash, the locking lever 4 is transferred from its previously assumed “locked” position V to the “unlocked” position E. This is indicated by the associated arrow in FIG. 1, which is oriented from the “locked” V position in the “unlocked” E direction.
  • the spring 10 acting on the locking lever 4 may support this process, but is generally not necessary.
  • the first mass inertia element 6 initially ensures that the clutch element 3 is disengaged. That can take place in such a way that the first mass inertia element 6 follows and can also follow the movements of the relevant actuating lever or external actuating lever 2 in normal operation and when the external actuating lever 2 is acted upon. In the event of a crash, the first mass inertia element 6 can no longer follow the movements of the actuating lever or external actuating lever 2, so that the first mass inertia element 6 transfers the coupling element 3 from its engaged or unlocked state E to the disengaged or locked state V, as shown by the corresponding arrows indicate in Fig. 1.
  • the second mass inertia element 7 ensures that the locking lever 4 “locks” or V changes from its previously assumed state to the unlocked state or E. This is again indicated by corresponding arrows in FIG. In this way, the motor vehicle lock is in the "unlocked" state E of the locking lever 4 even after the crash and the associated acceleration have ceased assumed disengaged state V is transferred back into the engaged state E again.
  • the locking mechanism 1 can be opened using the external actuating lever 2.
  • the locking lever 4 assumes its unlocked or E position, so that the locking lever 4 can no longer ensure that the coupling element 3 is held in the disengaged state and the actuating lever chain 2, 3, 4, 5, 11 is interrupted.
  • the locking mechanism 1 can consequently be opened via the closed actuating lever chain 2, 3, 4, 5, 11 after the crash, namely - also - via the external actuating lever 2.
  • the locking mechanism 1 can be opened via the internal actuating lever 5 anyway and at any time possible. This is also at an acceleration-related failure of the electrical energy supply of the electric motor drive or central locking drive 8 ensures that the locking lever 4 assumes its unlocked position.
  • the electric motor drive or central locking drive 8 can also be used to unlock the locking lever 4 in the event of a crash, for example in such a way that the electric motor drive 8 is energized with an emergency energy source.
  • This emergency energy source ensures that the electric motor drive 8 ensures and can also ensure the unlocking of the locking lever 4 even if the energy source in the motor vehicle fails.
  • the assumption of the unlocking position of the locking lever 4 is usually realized and implemented in such a way that the second mass inertia element 7 takes care of this in the event of a crash.

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  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une serrure de véhicule automobile et son procédé de fonctionnement, en particulier une serrure de portière de véhicule automobile. La serrure de portière de véhicule automobile est équipée d'un mécanisme de verrouillage (1), constitué essentiellement d'un verrou rotatif et d'un cliquet, et d'une chaîne de levier d'actionnement (2, 3, 4, 5, 11) pour le mécanisme de verrouillage, ladite chaîne de levier d'actionnement comportant au moins un levier d'actionnement (2, 5), un élément d'accouplement (3) et un levier de verrouillage (4). En outre, il est prévu au moins un élément d'inertie (6, 7) qui convertit l'élément d'accouplement (3) de l'état embrayé à l'état débrayé au moins en cas de collision. Selon l'invention, un levier de verrouillage (4) est en outre déverrouillé si nécessaire en cas de collision.
PCT/DE2022/100030 2021-02-04 2022-01-14 Serrure de véhicule automobile et procédé de fonctionnement d'une telle serrure de véhicule automobile WO2022167032A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021102591.5 2021-02-04
DE102021102591.5A DE102021102591A1 (de) 2021-02-04 2021-02-04 Kraftfahrzeug-schloss und verfahren zum betrieb eines solchen kraftfahrzeug-schlosses

Publications (1)

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WO2022167032A1 true WO2022167032A1 (fr) 2022-08-11

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PCT/DE2022/100030 WO2022167032A1 (fr) 2021-02-04 2022-01-14 Serrure de véhicule automobile et procédé de fonctionnement d'une telle serrure de véhicule automobile

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DE (1) DE102021102591A1 (fr)
WO (1) WO2022167032A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19635741A1 (de) * 1995-09-04 1997-03-06 Aisin Seiki Entriegelungsvorrichtung für ein Türschloß eines Fahrzeugs
DE202009009061U1 (de) * 2009-06-30 2010-12-09 Kiekert Ag Kraftfahrzeugtürschloss
DE102009058750A1 (de) * 2009-12-17 2011-06-22 Bayerische Motoren Werke Aktiengesellschaft, 80809 Betätigungseinrichtung für ein Türschloss einer Kraftfahrzeugtür
US20160258193A1 (en) * 2015-03-06 2016-09-08 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
DE102017102549A1 (de) 2017-02-09 2018-08-09 Kiekert Ag Kraftfahrzeugschloss
WO2019210905A1 (fr) 2018-05-04 2019-11-07 Kiekert Ag Serrure de véhicule à moteur pouvant être actionnée électriquement
US20200263455A1 (en) * 2019-02-19 2020-08-20 Hyundai Motor Company Motor-Driven Door Latch for Vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19635741A1 (de) * 1995-09-04 1997-03-06 Aisin Seiki Entriegelungsvorrichtung für ein Türschloß eines Fahrzeugs
DE202009009061U1 (de) * 2009-06-30 2010-12-09 Kiekert Ag Kraftfahrzeugtürschloss
DE102009058750A1 (de) * 2009-12-17 2011-06-22 Bayerische Motoren Werke Aktiengesellschaft, 80809 Betätigungseinrichtung für ein Türschloss einer Kraftfahrzeugtür
US20160258193A1 (en) * 2015-03-06 2016-09-08 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
DE102017102549A1 (de) 2017-02-09 2018-08-09 Kiekert Ag Kraftfahrzeugschloss
WO2019210905A1 (fr) 2018-05-04 2019-11-07 Kiekert Ag Serrure de véhicule à moteur pouvant être actionnée électriquement
US20200263455A1 (en) * 2019-02-19 2020-08-20 Hyundai Motor Company Motor-Driven Door Latch for Vehicle

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