Classifications

• • 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
  • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
• • 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

• Motor vehicle lock in particular motor vehicle door 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, also with an electromotive drive, and with an actuating lever system with at least one release lever and control lever, the drive acting on both the release lever to open the Locking mechanism and the control lever can work.
• the electric motor drives used in this context are generally used to increase comfort. Because with their help, the pawl is generally lifted from its locking engagement with the rotary latch in the closed state of the locking mechanism, so that a previously caught locking bolt is released. As a result of this, a motor vehicle door equipped with the relevant motor vehicle lock can then be opened.
• the control lever is usually part of a locking unit. With its help, the locking unit can usually be transferred to its basic functional positions “unlocked” and "locked”. This is particularly necessary if an additional operating lever is also implemented, for example to to be able to provide an emergency opening of the locking mechanism in the event of a failure of the electric motor drive.
• 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 the design effort is significantly reduced compared to previous procedures.
• the invention proposes in the generic motor vehicle lock that a force transmission element that interacts with the release lever is provided for emergency opening of the locking mechanism.
• the locking mechanism is thus still and unchanged—actuated using the electric motor drive—even in the case of an emergency opening process.
• the invention provides a force transmission element that interacts with the release lever.
• this power transmission element is an element with the help of which typically from the electric motor drive to the locking mechanism exerted rotational movement is translated or stocky depending on the design.
• the power transmission element ultimately ensures that the locking mechanism can also be opened with the help of the electric motor drive, in particular if, for example, an electric motor opening drive does not normally work or is not able to open the locking mechanism due to a drop in vehicle electrical system voltage.
• the force transmission element is designed as a lever that also works on the release lever and during emergency opening. Consequently, this lever is only actuated during an emergency opening process using the electric motor drive, so that the electric motor drive is able according to the invention to open the locking mechanism even if the vehicle electrical system voltage is extremely low, for example, less than 5 V.
• the release lever including an additional lever or force transmission element, generally works on the pawl and lifts it from its latching engagement with the rotary latch in the locked state.
• the overall design is then such that the control lever consistently assumes its “locked” position. That is to say, both during an opening process in normal operation using the electric motor drive and when the locking mechanism is opened in an emergency, the motor vehicle lock consistently assumes its “locked” position.
• the control lever consistently assumes its “locked” position.
• the control lever continuously assumes its “locked” position and consequently the entire motor vehicle lock remains in this position, even if the vehicle electrical system voltage has dropped, an additional anti-theft device or anti-theft device is not required.
• a motor vehicle door equipped with the motor vehicle lock can only be opened from the outside with the aid of the electric motor drive anyway. If opening from the inside is desired, the motor vehicle lock or the control lever must first be transferred to its “unlocked” position. This can usually be done electronically, for example by switching a locking element assigned to the inside activation lever or inside door handle or the locking unit to the unlocked state. In principle, however, it is also possible, with the aid of the inside door handle, to unlock the first stroke and then to open the locking mechanism during the further second stroke. This is where the main advantages can be seen.
• control lever is generally designed to be bistable.
• control lever can in particular assume the “lock”, “unlock” and “emergency open” positions if an actuating lever is also implemented. In general, however, only the two functional positions “lock” and “emergency open” can be implemented with the aid of the control lever.
• the power transmission element generally dips into a control contour of the control lever. This control contour generally interacts with an actuating element as part of the electric motor drive. In addition, it has proven useful if the power transmission element is equipped with a spring.
• the spring usually ensures that the force-transmitting element is held in the spread-out state relative to a stop edge of the control contour of the control lever.
• the force transmission element defines an “undercut” compared to the control contour, as will be explained in more detail with reference to the description of the figures. This ensures, particularly in the event of an emergency opening, that the control lever remains “locked” in its position even during such functionality.
• the spring is usually equipped as a spiral spring with one leg resting on the stop edge of the control contour and one leg resting on the force transmission element.
• the motor vehicle lock according to the invention can generally be realized and implemented without an external operating lever.
• an internal actuating lever or quite generally an actuating lever that can be actuated manually is usually additionally provided as part of the actuating lever mechanism.
• the actuating lever in question or internal actuating lever regularly has a clutch lever mounted on it. The clutch lever is in turn operated using the control lever.
• control lever ensures in this context that the clutch lever is “engaged” or “disengaged”.
• the clutch lever is in the engaged state, the motor vehicle lock is in the "unlocked” state.
• the actuating lever or internal actuating lever that can be actuated manually can work on the release lever and manual opening of the locking mechanism (from the inside) is possible.
• the clutch lever enters its "disengaged” state, the control lever's "locked” state corresponds to this.
• the setting of the “unlocked” and “locked” functional positions is provided by the electric motor drive, which can work both on the release lever for opening the locking mechanism and on the said control lever.
• the drive is usually equipped with a driven pulley and the actuating element already mentioned.
• the actuating element for its part, acts on the release lever on the one hand and on the other hand on the control lever.
• a motor vehicle lock is made available which is particularly simple in terms of design and structure.
• the motor vehicle lock according to the invention can be opened in an emergency with the help of the electric motor drive if the vehicle electrical system voltage acting on the drive has dropped. This is ensured by the force transmission element that interacts with the release lever for the emergency opening of the locking mechanism. Since, moreover, the control lever and with it the motor vehicle lock as a whole consistently assumes its “locked” position, an additionally provided locking unit can be constructed in a particularly simple manner. In fact, it is possible to implement the anti-theft function, for example, only by means of control technology or electronically. This is where the main advantages can be seen.
• FIG. 2 shows the motor vehicle lock according to FIG. 1 in the locked state
• 3 shows the motor vehicle lock according to FIG. 2 during an electromotive opening process in normal operation
• the figures show a motor vehicle lock which, according to the exemplary embodiment, is a motor vehicle door lock.
• the motor vehicle door lock is equipped with a locking mechanism 1 , 2 consisting essentially of a rotary latch 1 and a pawl 2 , which can best be understood with reference to FIG. 1 .
• the motor vehicle lock or motor vehicle door lock is equipped with an electric motor drive 3, 4, 5.
• the electric motor drive 3, 4, 5 is equipped with an electric motor 3, which has a worm located on a driven shaft, which meshes with a driven pulley 4. Rotational movements of the electric motor 3 result in the driven pulley 4 being moved clockwise and counterclockwise about its axis.
• the driven pulley 4 can work on an actuating element 5, which is mounted pivotably about its axis 6 in a lock housing, not expressly shown.
• the actuating element 5, acted upon by the electric motor drive 3, 4, 5, can perform a counterclockwise movement, as can be understood by comparing FIGS.
• the clockwise movement of the release lever 7 about its axis 8 corresponds to the locking pawl 2 being pivoted “upwards” in the illustration according to FIG. 1 or counterclockwise onto the locking mechanism 1, 2 in a side view.
• the pawl 2 is lifted from its latching engagement with the rotary latch 1, so that a locking bolt, not expressly shown and previously caught using the rotary latch 1, is then released and an associated motor vehicle door can be opened. This corresponds to normal operation during an opening process using the electric motor drive 3, 4, 5.
• the electric motor drive 3, 4, 5 not only works in general on the release lever 7 for opening the locking mechanism 1, 2. But the electric motor drive 3, 4, 5 can also work on a control lever 9 at the same time.
• the control lever 9 is equipped with a control contour 10, shown enlarged in particular in FIGS. 5A-C.
• the control contour 10 has an essentially U-shaped design with a front stop edge 10a and a rear stop edge 10b. It can also be seen from the figures that the control lever 9 and the release lever 7 are mounted on the same axis, compared to the common axis 8.
• the operating lever 11 is an internal operating lever 11.
• the internal operating lever 11 has a clutch lever 12 mounted rotatably on it.
• an axis 13 is defined on the operating lever or internal operating lever 11, around which the clutch lever 12 is rotatably mounted relative to the operating lever or internal operating lever 1 1.
• the release lever 7 can be actuated via the actuating lever 11 by a movement that is also only indicated in Fig. 3 as an alternative to the electric motor drive 3 , 4, 5 is applied manually and the locking mechanism 1, 2 is opened.
• the locking mechanism 1, 2 is opened by a motor during normal operation, specifically with the aid of the electric motor drive 3, 4, 5.
• the control lever 9 continuously assumes its “locked” position.
• the locking mechanism 1 , 2 cannot be opened, for example, with the aid of the actuating lever 11 that can be actuated manually. An additional anti-theft device is therefore unnecessary in this case.
• a force transmission element 14 that interacts with the release lever 7 is implemented, which can be understood in particular from the representation in FIGS. 5A-C.
• the power transmission element 14 protrudes into the control contour 10 on the control lever 9 and in this way and in the unloaded state defines a type of "undercut” as shown in FIGS. 5A-C.
• the electric motor drive 3, 4, 5 is energized in such a way that, starting from the locked position of the locking mechanism 1, 2 in the illustration according to Fig. 5A, it rotates the release lever 7 counterclockwise about its axis 8 pivoted so that in this way the pawl 2 is lifted from its latching engagement with the rotary latch 1. (cf. the transition from FIG. 2 to FIG. 3) If there is now a drop in the vehicle electrical system voltage, a Emergency opening of the locking mechanism 1, 2, as before and unchanged using the electric motor drive 3, 4, 5.
• control lever 9 is designed to be bistable overall and is able to assume the “locked” and “emergency opening” or “unlocked” positions.
• the procedure for emergency opening is such that the electric motor drive 3, 4, 5 acts on the actuating element 5 or the control cam 5a at the end in such a way that it is moved clockwise starting from the “locked” basic position according to FIG.
• the control cam 5a passes the front stop edge 10a of the control contour 10 of the control lever 9.
• the control lever 9 pivots counterclockwise so that the control cam 5a now moves against the force transmission element 14 during the backward movement (spring 15 is compressed).
• the force transmission element 14 not only dips into the control contour 10 of the control lever 9 .
• the power transmission element 14 is additionally equipped with a spring 15 .
• the spring 15 is a spiral spring, one leg of which rests against the force transmission element 14, whereas the other leg comes to rest on a stop edge 10b, according to the exemplary embodiment of the rear stop edge 10b of the control contour 10.
• control contour 5a on the control lever 5 can, with a clockwise movement starting from the "unlocked" position of the control lever 5 only indicated in Fig. 2, move beyond the basic position shown by solid lines against the force transmission element 14 and act on it, cf. Fig. 5C
• the force transmission element 14 is connected to the release lever 7 and, according to the exemplary embodiment, is designed as a lever or lever arm that can be coupled to the release lever 7 . In this way, depending on the design, the rotational movement of the control lever 5 or its control contour 5a is increased or decreased during the emergency opening.

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• Lock And Its Accessories (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=83995372

Family Applications (1)

Country Status (6)

Cited By (2)

Citations (7)

Family Cites Families (12)

• 2021
  • 2021-10-14 DE DE102021126641.6A patent/DE102021126641A1/de active Pending
• 2022
  • 2022-10-11 US US18/700,491 patent/US20240410203A1/en active Pending
  • 2022-10-11 JP JP2024522294A patent/JP2024537364A/ja active Pending
  • 2022-10-11 WO PCT/DE2022/100752 patent/WO2023061534A1/de not_active Ceased
  • 2022-10-11 EP EP22793659.8A patent/EP4416355A1/de active Pending
  • 2022-10-11 CN CN202280075830.3A patent/CN118234918A/zh active Pending

Patent Citations (7)

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