WO2022167033A1 - Verrou de véhicule automobile - Google Patents

Verrou de véhicule automobile Download PDF

Info

Publication number
WO2022167033A1
WO2022167033A1 PCT/DE2022/100038 DE2022100038W WO2022167033A1 WO 2022167033 A1 WO2022167033 A1 WO 2022167033A1 DE 2022100038 W DE2022100038 W DE 2022100038W WO 2022167033 A1 WO2022167033 A1 WO 2022167033A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
crash
vehicle lock
actuating lever
mass inertia
Prior art date
Application number
PCT/DE2022/100038
Other languages
German (de)
English (en)
Inventor
Thorsten Bendel
Ömer INAN
Michael Scholz
Holger Schiffer
Peter Szegeny
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 WO2022167033A1 publication Critical patent/WO2022167033A1/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
    • E05B77/42—Means for damping the movement of lock parts, e.g. slowing down the return movement of a handle
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • 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
    • E05B43/00—Time locks
    • E05B2043/007—Time locks using hydraulic or pneumatic retarders
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B43/00—Time locks
    • E05B43/005—Timer devices controlling electrically operated locks
    • 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
    • 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 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.
  • the actuating lever chain can interact with the electric motor drive.
  • 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.
  • 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.
  • a kind of "emergency release” is implemented, which engages with a safety element designed as a locking lever.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the security element can also be, for example, an anti-theft lever, a child safety lever, etc.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the securing element in its “secured” position ensures that the coupling element is “disengaged”.
  • 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.
  • 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.
  • 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.
  • 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.
  • the mass inertia element (supplementary) ensures that the clutch element is directly transferred from its engaged to the disengaged state.
  • 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.
  • 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.
  • 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.
  • FIG. 2 shows the motor vehicle door lock according to FIG. 1 in a modified embodiment
  • 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 .
  • 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.
  • the coupling element 3 in the unlocked position E of the locking lever 6, the coupling element 3 is engaged or is in the position E there.
  • 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.
  • 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.
  • 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 is generally interposed between the mass inertia element 11 and the securing element 6 .
  • 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.
  • 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 .
  • the mechanical timer 10 can be equipped with the desired delay time in the seconds range, depending on its design.
  • 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.
  • 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.
  • the locking lever 6 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 .
  • 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.
  • this functionality can also be realized with two different inertia elements 11 .
  • a mass inertia element 1 1 is responsible for acting on the delay element 10 and thus the securing element 6 .
  • FIG. 2 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.
  • 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 .
  • 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 .
  • the energy accumulator 12 can also have an accumulator lever with spring pretension.
  • 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 .

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un verrou de véhicule automobile, en particulier un verrou de portière de véhicule automobile dont la conception de base est équipée d'un mécanisme de verrouillage (1), constitué essentiellement d'un verrou rotatif et d'un cliquet, ainsi qu'une chaîne de levier d'actionnement (2, 3, 4, 5, 6) pour le mécanisme de verrouillage. La chaîne de levier d'actionnement (2, 3, 4, 5, 6) comprend au moins un levier d'actionnement (4, 5) et un élément de fixation (6). Dans la position " de libération ", l'élément de fixation (6) ferme la chaîne de levier d'actionnement (2, 3, 4, 5, 6) et assure que, dans la position " de blocage ", la chaîne de levier d'actionnement (2, 3, 4, 5, 6) est ouverte. En outre, au moins un élément d'inertie (11) est prévu qui charge l'élément de fixation (6) au moins en cas de collision, de telle sorte que l'élément de fixation prend sa position " de libération ". Selon l'invention, un élément de temporisation (10) retarde temporairement la charge à base de l'accélération de l'élément de fixation (6) au moyen de l'élément d'inertie (11) en cas de collision.
PCT/DE2022/100038 2021-02-04 2022-01-17 Verrou de véhicule automobile WO2022167033A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021102592.3 2021-02-04
DE102021102592.3A DE102021102592A1 (de) 2021-02-04 2021-02-04 Kraftfahrzeugschloss

Publications (1)

Publication Number Publication Date
WO2022167033A1 true WO2022167033A1 (fr) 2022-08-11

Family

ID=80123220

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2022/100038 WO2022167033A1 (fr) 2021-02-04 2022-01-17 Verrou de véhicule automobile

Country Status (2)

Country Link
DE (1) DE102021102592A1 (fr)
WO (1) WO2022167033A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009058750A1 (de) * 2009-12-17 2011-06-22 Bayerische Motoren Werke Aktiengesellschaft, 80809 Betätigungseinrichtung für ein Türschloss einer Kraftfahrzeugtür
DE102013110559A1 (de) * 2013-09-24 2015-03-26 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Verfahren für den Betrieb einer Kraftfahrzeugschlossanordnung
DE202016100521U1 (de) * 2016-02-02 2016-02-29 BROSE SCHLIEßSYSTEME GMBH & CO. KG Schlosslogikanordnung
DE102016124941A1 (de) * 2016-12-20 2018-06-21 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Zeitabhängige Crashsperre
DE102016124942A1 (de) * 2016-12-20 2018-06-21 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Zeitabhängige Crashsperre mit zeitverzögertem Rücklauf
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

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009058750A1 (de) * 2009-12-17 2011-06-22 Bayerische Motoren Werke Aktiengesellschaft, 80809 Betätigungseinrichtung für ein Türschloss einer Kraftfahrzeugtür
DE102013110559A1 (de) * 2013-09-24 2015-03-26 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Verfahren für den Betrieb einer Kraftfahrzeugschlossanordnung
DE202016100521U1 (de) * 2016-02-02 2016-02-29 BROSE SCHLIEßSYSTEME GMBH & CO. KG Schlosslogikanordnung
DE102016124941A1 (de) * 2016-12-20 2018-06-21 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Zeitabhängige Crashsperre
DE102016124942A1 (de) * 2016-12-20 2018-06-21 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Zeitabhängige Crashsperre mit zeitverzögertem Rücklauf
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

Also Published As

Publication number Publication date
DE102021102592A1 (de) 2022-08-04

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