WO2022167033A1

WO2022167033A1 - Motor vehicle lock

Info

Publication number: WO2022167033A1
Application number: PCT/DE2022/100038
Authority: WO
Inventors: Thorsten Bendel; Ömer INAN; Michael Scholz; Holger Schiffer; Peter Szegeny
Original assignee: Kiekert Ag
Priority date: 2021-02-04
Filing date: 2022-01-17
Publication date: 2022-08-11
Also published as: DE102021102592A1

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, the basic design of which is equipped with a locking mechanism (1), essentially consisting of a rotary latch and a pawl, and additionally with an actuating lever chain (2, 3, 4, 5, 6) for the locking mechanism. The actuating lever chain (2, 3, 4, 5, 6) has at least one actuating lever (4, 5) and a securing element (6). In the "release" position, the securing element (6) closes the actuating lever chain (2, 3, 4, 5, 6) and ensures that in the "secured" position, the actuating lever chain (2, 3, 4, 5, 6) is open. Furthermore, at least one inertia element (11) is then provided which loads the securing element (6) at least in the event of a crash so that the securing element assumes its "release" position. According to the invention, a delay element (10) is additionally provided which temporally delays the acceleration-based loading of the securing element (6) by means of the inertia element (11) in the event of a crash.

Description

description

motor vehicle lock

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 and a securing element, the securing element closing the actuating lever chain in its “unlocked” position and opens in the “secured” position, and with at least one mass inertia element which, at least in the event of a crash, acts on the securing element to assume its “unsecured” position.

Motor vehicle locksmiths and in particular motor vehicle door locks are nowadays often opened using an electric motor drive for reasons of convenience. The actuating lever chain can interact with the electric motor drive. As a rule, the actuating lever chain is additionally provided and ensures that the locking mechanism can be opened at least from the outside, for example if the electric motor drive fails. For this reason, the actuating lever chain for the locking mechanism is typically an external actuating lever chain. This enables redundant opening of the locking mechanism.

Such motor vehicle locks and in particular motor vehicle door locks are also and regularly in the locked state when an associated motor vehicle is in operation. This is usually done for reasons of safety for the passengers inside. However, if there is a crash and the acceleration associated with it, it is necessary for a motor vehicle door lock to be connected to the relevant motor vehicle door lock equipped motor vehicle door can be opened after the crash by, for example, arriving rescue personnel.

For this purpose, a kind of "emergency release" is implemented, which engages with a safety element designed as a locking lever. In fact, the mass inertia element ensures, at least in the event of a crash, that the relevant securing element or the locking lever is transferred to its “unlocked” or “unlocked” position. As a result of this, the associated motor vehicle door can then be opened as desired by arriving rescue personnel with the aid of the actuating lever chain that is then closed.

In the generic prior art according to WO 2019/210905 A1, a motor vehicle lock is implemented for this purpose, in which the motor vehicle lock is unlocked and unlocked by rotating a driven pulley as part of an electric motor drive. In addition, a blocking lever is provided, with the help of which unlocking of the locking mechanism can be prevented. The mass inertia element upstream of the blocking lever now in turn prevents the blocking lever from being moved out of the blocking position, so that overall there is a high level of functional reliability because unintentional unlocking is prevented.

The state of the art has basically proven itself in terms of the general possibility of realizing and making available a kind of emergency release or emergency release in the event of a crash, in order to enable the locking mechanism to be subsequently opened with the aid of the actuating lever chain. However, problems can arise in practice such that the described unlocking or emergency unlocking takes place "too early". In fact, in the event of a crash, it is conceivable that the motor vehicle lock has already been unlocked in an emergency, despite the fact that high acceleration forces are still acting. Then they can result in the actuating lever chain being subjected to the acceleration forces in question as before and unchanged.

If these acceleration forces act on an outside door handle, for example, this may result in the associated motor vehicle door being opened unintentionally when the actuating lever chain is unlocked in an emergency. This must be avoided at all costs in order to ensure that the motor vehicle door, which is still closed in the event of a crash, and the safety devices assigned to it can still be effective in order to be able to optimally protect the vehicle occupants. At this point there are no convincing solutions so far.

For this reason, the invention is based on the technical problem of further developing such a motor vehicle lock and in particular a motor vehicle door lock in such a way that an emergency unlocking or emergency unlocking only takes place and takes place when the accelerations associated with the crash cannot (any longer) open the associated locking mechanism.

To solve this technical problem, a generic motor vehicle lock and in particular a motor vehicle door lock is characterized within the scope of the invention in that a delay element is provided which delays the acceleration-dependent loading of the securing element by the mass inertia element in the event of a crash.

In other words, according to the invention, the inertia element does not act on the securing element immediately after the inertia element has been acted on, but with a time delay. The delay element takes care of this. The time delay is typically set and measured in such a way that the accelerations associated with the crash have subsided to such an extent that an unwanted deflection, for example of the outside door handle, can no longer take place as a result. It is conceivable in this context, with temporal Delays of the order of 1 to 10 seconds to work. Of course, this depends on the respective motor vehicle lock or motor vehicle door lock and the associated motor vehicle.

In addition, the invention is based on the assumption that a locking lever is typically acted upon by the mass inertia element or the interposed delay element as a locking element, namely in such a way that the locking element or the locking lever is "secured" or "locked" from its previously assumed position to the "unlocked position". “ or “unlocked” position. In general, however, the security element can also be, for example, an anti-theft lever, a child safety lever, etc.

In all of these cases, the inertia element alone, if necessary i. V. m. an associated control lever so that in the event of a crash, the delay element is first acted upon. Due to the time delay of this application achieved with the aid of the delay element, the delay element ensures after the previously mentioned period of time - and only then - that the securing element leaves its previously assumed "secured" position and is transferred to the "unsecured" position. This happens at least when the securing element has not previously taken up its "unsecured" position. In this way, the invention ensures that the mentioned and necessary “emergency unlocking” takes place and is carried out with an adjustable delay, as it were, after the crash. As a result, according to the invention, there is no longer (any longer) the risk that the emergency unlocking has taken place too early.

Rather, the actuating lever chain is not unlocked or unlocked in an emergency until the acceleration forces associated with the crash have subsided, so that an unwanted opening of the associated motor vehicle door is no longer observed. As a result, the motor vehicle occupants optimally protected and, at the same time, given the possibility for arriving rescue personnel to open the associated motor vehicle door lock without any problems due to the delayed emergency unlocking. This is where the main advantages can be seen.

According to the invention, the delay element can generally work electrically or electronically. Here, the invention is based on the knowledge that the securing element is usually associated with an electric motor drive. If the securing element is a locking lever, this electric motor drive may be designed as a locking drive or central locking drive. If a crash then occurs, the mass inertia element or a control lever assigned to it ensures that the electric or electronic delay element is started. This can specify the previously specified time delay and only after this period of time ensures that the electromotive drive is acted upon in order to transfer the securing element to its "unsecured" position. The interaction between the mass inertia element and the control lever may be carried out and designed in a comparable manner, as is described in detail in the applicant's DE 10 2017 102 549 A1, for example.

As a rule, however, the delay element is not designed electrically or electronically. Instead, the delay element is advantageously a mechanical timer. The invention is based on the finding that the function of an electrically or electronically operating delay element, like that of the previously mentioned electromotive drive, is not necessarily guaranteed or cannot be guaranteed in the event of a crash or afterwards. This is because the electrical energy supply is typically interrupted during or after such a crash. Although it is conceivable, the electric motor drive with an emergency energy source independently of the motor vehicle power supply to equip. If, however, according to the invention the delay element is designed as a mechanical timer, such an emergency energy source can be dispensed with.

In detail, the mechanical timer can be a rotary damper. This rotary damper ensures that any rotary or pivoting movements of the mass inertia element or the control lever assigned to it are transmitted to the securing element or the locking lever with a time delay in the event of a crash. For this purpose, the rotary damper can be filled with a viscous liquid, which causes a time delay in the rotary or pivoting movement performed by the mass inertia element and thus the rotary damper acts on the safety element with the desired time delay on the output side.

As an alternative or in addition to the viscous fluid described, the rotary damper can also work against the force of a spring. The spring may be a metal strip that can be wound up, for example. So it is conceivable that the rotational movement of the mass inertia element or the control lever is transmitted, for example, to a shaft of the rotary damper. If the spring or the metal strip that can be wound up encloses the shaft in question at a distance and is connected to it with one end, an optionally gear-assisted rotational movement of the shaft initially causes the metal strip or the spring to be wound up on the shaft in question. Only when, for example, the metal strip is in contact with the shaft, can another end of the metal strip pick up the rotational movement of the shaft and then transmit it again to the securing element with the desired time delay. This is then transferred from its "secured" to the "unsecured" position.

In any case, it becomes clear that acceleration-related deflections of the mass inertia element or the control lever assigned to it in the In the event of a crash, initially correspond to the application of the mechanical timer. The pivoting or rotating movement of the mass inertia element or control lever can be translated with the aid of a gear provided on the input side of the mechanical timer. This translated rotational movement is delayed in the mechanical timer and is only transmitted to the securing element after a certain period of time, for example as a pivoting movement on the output side. As a result, the delayed emergency unlocking that is desired and implemented according to the invention takes place.

The securing element can in turn and advantageously work on a coupling element as a further component of the actuating lever chain. The safety element generally ensures that the coupling element "engages" in its "unlocked" position. In contrast, the securing element in its “secured” position ensures that the coupling element is “disengaged”. In the coupled position, the coupling element ensures that the actuating lever chain is mechanically closed, so that any action on the actuating lever chain using an outside door handle or an inside door handle can ultimately be transferred to the locking mechanism. The actuation of the actuating lever chain corresponds to a release lever as a further component of the actuating lever chain lifting the pawl from its latching engagement with the rotary latch. The rotary latch then opens with the help of a spring and releases a previously caught locking bolt. Accordingly, the associated motor vehicle door can be opened.

In contrast, when the clutch element is disengaged, the actuating lever chain is mechanically interrupted. Any impacts on the outside door handle or the inside door handle are therefore irrelevant in relation to the locking mechanism. This remains in its closed state.

The clutch member is typically spring biased toward its engaged position. That is, the spring associated with the coupling element ensures that the coupling element assumes its engaged position without being acted upon by the securing element. Consequently, the securing element must work against the force of the spring assigned to the coupling element during the transition from its “unlocked” position to the “secured” position in order to be able to disengage the coupling element as a whole.

According to a further advantageous embodiment, an energy store that interacts with it can be assigned to the mass inertia element. The energy store ensures that during normal operation the energy store is blocked by the mass inertia element and consequently the energy stored in it cannot be released to the outside. In contrast, in the event of a crash, the mass inertia element releases the energy store. As a result of this, the mechanical energy stored in the energy store can be used to act on the securing element and to move it from its assumed position “secured” to the “unsecured” position.

The energy store can be a preloaded spring or a storage lever that is equipped with a corresponding spring preload. The design according to the invention is decisive in such a way that in normal operation the energy store or the prestressed spring retains its prestress and can only relieve itself in the event of a crash. The invention is based on the further knowledge that such an energy storage device can be installed without any problems in such a motor vehicle lock or motor vehicle door lock in the pretensioned state. The spring preload associated with this is maintained practically over the entire product life and service life, because the spring can only relax when the crash is observed, i.e. in rare exceptional cases.

In this context, the overall design is such that the inertia element interacts with the energy store, which in turn is connected upstream of the delay element. The invention thereby ensures that the spring relaxing, for example in the event of a crash, as part of the energy store, first acts on the delay element, which only then transfers the securing element from its secured position to the unsecured position with the set time delay.

In principle, the mentioned inertia element or the energy store can also work on the clutch element in general and without delay, as is described in detail in the previously referred to prior art according to DE 10 2017 102 549 A1. Ie, in this case the mass inertia element (supplementary) ensures that the clutch element is directly transferred from its engaged to the disengaged state. In contrast, the transition from the secured position of the securing element to its unsecured position and the emergency release or emergency unlocking associated therewith still takes place with a time delay that is unchanged.

This variant has an even higher level of crash safety because the event of a crash corresponds directly to the actuating lever chain being interrupted. This is because the inertia element ensures that, in the event of a crash, the clutch element is transferred from its engaged state to its disengaged state. In the disengaged state of the coupling element, the actuating lever chain is mechanically interrupted.

With a time delay in comparison, the securing element or the locking lever is then transferred into the unlocked or unlocked state. The securing element retains the unlocked or unlocked state even after the crash. On the other hand, the clutch element returns to the engaged position after the end of the crash State back again because the coupling element is spring-biased towards the engaged position.

This increases safety even further, because any impacts caused by a crash, in particular to the outside door handle, are always ignored since the actuating lever chain is immediately mechanically interrupted by the then disengaged clutch element at the start of the crash. The actuating lever chain is then released or unlocked only with the mentioned and optionally adjustable delay. Since the coupling element is engaged again after the end of the crash and the safety element or the locking lever does not act on the coupling element in its unlocked or unlocked position, the actuating lever chain can easily be acted upon by arriving rescue personnel, for example via the outside door handle, and the locking mechanism can be opened as desired. This is where the main advantages can be seen.

The invention is explained in more detail below with reference to a drawing that merely represents an exemplary embodiment; show it:

1 shows the motor vehicle lock according to the invention in the embodiment as a motor vehicle door lock in a first variant,

FIG. 2 shows the motor vehicle door lock according to FIG. 1 in a modified embodiment and

3 different conceivable variants of the implemented delay element.

In the figures 1 and 2, a motor vehicle lock is shown, which is designed as a motor vehicle door lock. For this purpose, the motor vehicle door lock is mounted inside a motor vehicle door, not shown in detail. The motor vehicle door lock has a locking mechanism 1 essentially Rotary latch and pawl. In addition, the motor vehicle door lock is equipped with an actuating lever chain 2, 3, 4, 5, 6 for the locking mechanism 1.

It can be seen that the actuating lever chain 2 , 3 , 4 , 5 , 6 for the locking mechanism 1 has a release lever 2 , a clutch lever 3 and an external actuating lever 4 and an internal actuating lever 5 . In addition, a securing element 6 is implemented as part of the actuating lever chain 2, 3, 4, 5, 6, which is a locking lever 6 within the scope of the exemplary embodiment and is not restrictive.

The securing element or the locking lever 6 can assume a position “unlocked” or “unlocked” E. According to the exemplary embodiment, in the unlocked position E of the locking lever 6, the coupling element 3 is engaged or is in the position E there. In contrast, the secured position or the “locked” position V of the locking lever 6 corresponds to the locking lever 6 locking the coupling element 3 transferred against the force of a spring 7 additionally shown there into position V or disengaged. This is expressed by a corresponding arrow representation.

The securing element or the locking lever 6 can in turn be equipped with a bistable spring 8 in order to ensure that the respective positions E or “unlocked” and V or “locked” are correctly assumed. In addition, one can also see an electric motor drive 9, with the help of which the securing element or the locking lever 6 can be transferred to the previously indicated positions E and V, as indicated by a corresponding double arrow.

A delay element 10 and a mass inertia element 11 are then of essential importance. The delay element 10 ensures according to the invention that in the event of a crash the acceleration-dependent loading of the Securing element or the locking lever 6 on the part of the inertia element 1 1 is delayed. For this purpose, the delay element 10 is arranged between the mass inertia element 11 and the actuating lever chain 2, 3, 5, 6.

The delay element 10 can work electrically or electronically overall, which relates to a variant that is not shown in detail and is therefore not preferred. In this case, acting on the mass inertia element 11 or a control lever which interacts with it and has already been described in the introduction ensures that the electric or electronic delay element 10 is activated. This now ensures a time delay in the activation signal by, for example, one second or several seconds up to 10 seconds and only then acts on the electric motor drive 9 so that it "locks" the safety element or the locking lever 6 from its position typically assumed in ferry operation of the associated motor vehicle “ V is transferred to the “unlocked” position E.

As a rule, however, the delay element 10 works purely mechanically and is designed in detail as a mechanical timer 10 . In fact, the mechanical timer 10 is a rotary damper, as shown by way of example in FIG. This has a shaft 10a, which dips into a filled with a viscous liquid housing 10b with end blades. Rotational movements of the mass inertia element 11 or the associated control lever in the event of a crash can now be converted into corresponding rotational movements of the shaft 10a via, for example, an interposed gear. Since the shaft 10a dips into the housing 10b with the viscous liquid, a rotational movement of the housing 10b caused by the end vanes and following the rotational movement of the shaft 10a only occurs after a certain delay time. This rotational movement of the housing 10b is on the fuse element or the Transfer locking lever 6, in such a way that the locking lever 6 passes from its previously occupied locked position V to the unlocked position E.

That is, the delay element 10 is generally interposed between the mass inertia element 11 and the securing element 6 . In another variant of the delay element 10 or mechanical timer 10, which is also shown in FIG. One end of the spring or of the metal strip 10c that can be wound up is connected to the shaft 10a in question and the other end of the metal strip 10c is designed in such a way that it moves the locking lever 6 into the unlocked position E after the relevant delay time.

In fact, this variant works in such a way that the mass inertia element 11 in turn causes the shaft 10a to rotate as indicated in FIG. 3 via, for example, an interposed gear. These rotations have the result that the metal strip 10c that can be wound up or the spring finally rests closely against the shaft 10a with a correspondingly decreasing distance, so that at the end of this movement the free end of the metal strip 10c can act on the locking lever 6 in the manner described . In any case, it can be immediately understood that the mechanical timer 10 can be equipped with the desired delay time in the seconds range, depending on its design. This ensures that the mass inertia element 11 does not transfer the securing element or the locking lever 6 directly from its locked position V to the unlocked position E in the event of a crash, but that the position change is accomplished with the aforementioned time delay. In addition, a variant is shown in dashed lines in FIG. 1 in such a way that the mass inertia element 11 does not only work on the securing element or the locking lever 6 via the delay element 10 . Rather, the dashed representation makes it clear that the mass inertia element 11 can also act directly on the coupling element 3 . As a result, in the event of a crash, the mass inertia element 11 acts on the coupling element 3 against the force of the spring 7 in such a way that the coupling element 3 changes from its engaged position E to the disengaged position V. As a result, the actuating lever chain 2, 3, 4, 5, 6 is mechanically interrupted immediately after the crash, so that any acceleration-related deflections of an outside door handle or the outside actuating lever 4 compared to the closed locking mechanism 1 go empty. This applies in any case if the coupling element 3 has not already been disengaged beforehand.

Since the mass inertia element 11 acts on the locking lever 6 via the delay element 10 with the time delay already described above, the locking lever 6 goes from its locked position V to the unlocked position E after the associated time period. After the crash, the clutch element 3 is returned to its engaged state E by the spring 7 . Since the locking lever 6 has assumed its unlocked position E in the meantime or after the crash, the locking lever 6 then no longer ensures that the coupling element 3 is acted upon in the disengage direction with the aid of the locking lever 6 . Rather, the coupling element 3 remains in its engaged position, so that after the end of the crash and in the unlocked state, rescue personnel arriving can open the locking mechanism 1 immediately by acting on the external actuating lever 4 .

In the variant described above, the mass inertia element 11 works on the one hand via the delay element 10 on the fuse element or the Locking lever 6 and on the other hand directly to the coupling element 3 via the path indicated by dashed lines. In general, this functionality can also be realized with two different inertia elements 11 . Then, for example, a mass inertia element 1 1 is responsible for acting on the delay element 10 and thus the securing element 6 . Another mass inertia element, not shown, then assumes the function of the dashed path in such a way that the coupling element 3 is acted upon directly with its help.

It can be seen from the figures that the inertia element 11 only works on an external actuating lever chain with the external actuating lever 4, whereas the internal actuating lever 5 is able both in normal operation and in the event of a crash to open the locking mechanism 1 via the release lever 2, which it can directly act on be able. This is basically also the intention, because generally only acceleration-related deflections of the outside door handle and thus of the outside actuating lever 4 have to be controlled in the event of a crash. In contrast, the inside door handle and thus the inside actuating lever 5 mostly remain unaffected by this. In principle, of course, a comparable form can also be realized with a view to the inside actuating lever 5 .

Another variant is shown in FIG. 2 in such a way that an energy store 12 interacting with the mass inertia element 11 is implemented. The energy store 12 is blocked by the mass inertia element 11 during normal operation. This is ensured by a spring 13 assigned to the energy store 12, which prestresses the energy store 12 in the direction of its release position F indicated in FIG. In contrast, the mass inertia element 11 or the control lever interacting therewith works in normal operation on the energy store 12 in such a way that it remains in its blocking position B against the force of the spring 13 . You can see that the Energy store 12 is arranged between the mass inertia element 11 and the delay element 10 already described in detail above.

If a crash then occurs, the mass inertia element 11 or the associated control lever is deflected. This deflection results in the inertia element 11 releasing the energy storage device 12, which means that it changes from its blocking position B to the release position F. As a result of this, the energy store 12 can act on the delay element 10, which in turn acts on the locking lever 6 after the associated time period, as was previously described in detail.

The energy store 12 can quite generally be a prestressed spring which relaxes in the release position F of the energy store 12 and in this way acts on the delay element 10 . As an alternative to this, the energy accumulator 12 can also have an accumulator lever with spring pretension. In all cases, the mass inertia element 11 ensures that the energy store 12 is held directly or indirectly in the blocking position B against the force of the spring 13 during normal operation. It is only in the event of a crash that the energy store 12 moves into the release position F, so that the spring energy stored inside can then act on the delay element 10 .

Reference list:

1 lock

2 release levers

3 clutch levers

4 external operating levers

5 internal operating levers

6 safety element or locking lever

2, 3, 4, 5, 6 operating lever chain

7 spring

8 bistable spring

9 electromotive drive

10 delay element

10a shaft

10b filled case

10c coilable metal tape

11 mass inertia element

12 energy storage

13 spring

E "unlocked" or "unlocked" position

V “locked” position

Claims

patent claims

1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism (1) consisting essentially of a rotary latch and a pawl, further with an actuating lever chain (2, 3, 4, 5, 6) for the locking mechanism (1), which has at least one actuating lever (4th , 5) and a safety element (6), wherein the safety element (6) closes the operating lever chain (2, 3, 4, 5, 6) in its “unlocked” position and opens it in the “secured” position, and with at least one Mass inertia element (11), which, at least in the event of a crash, acts on the securing element (6) to assume its "unsecured" position, d a d a d u r c h g e n n z e i c h n e t that a delay element (10) is provided, which in the event of a crash the acceleration-dependent loading of the securing element (6) by the mass inertia element ( 1 1 ) delayed.

2. Motor vehicle lock according to claim 1, characterized in that the delay element (10) is designed as a mechanical timer (10).

3. Motor vehicle lock according to claim 2, characterized in that the mechanical timer (10) is designed as a rotary damper.

4. Motor vehicle lock according to claim 3, characterized in that the rotary damper is filled with a viscous liquid and / or works against the force of a spring.

5. Motor vehicle lock according to claim 4, characterized in that the spring is designed as a metal strip (10c) that can be wound up.

6. Motor vehicle lock according to one of claims 1 -5, characterized in that the securing element (6) on a coupling element (3) as a further component of the actuating lever chain (2, 3, 4, 5.6) works.

7. Motor vehicle lock according to claim 6, characterized in that the securing element (6) in its "unlocked" position the coupling element (3) "engaged" and in its "secured" position the coupling element (3) "disengages".

8. Motor vehicle lock according to claim 6 or 7, characterized in that the coupling element (3) is spring-biased in the direction of its engaged position.

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the securing element (6) associated with the electric motor drive (9) is provided.

10. Motor vehicle lock according to one of claims 1 to 9, characterized in that an energy store (10) interacting with the mass inertia element (1 1 ) is implemented, which is blocked by the mass inertia element (1 1 ) during normal operation and blocked by the mass inertia element (1 1 ) in the event of a crash. is released.