WO2024041701A1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
WO2024041701A1
WO2024041701A1 PCT/DE2023/100606 DE2023100606W WO2024041701A1 WO 2024041701 A1 WO2024041701 A1 WO 2024041701A1 DE 2023100606 W DE2023100606 W DE 2023100606W WO 2024041701 A1 WO2024041701 A1 WO 2024041701A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
coupling element
lever
blocking element
vehicle lock
Prior art date
Application number
PCT/DE2023/100606
Other languages
German (de)
English (en)
Inventor
Jakub ŠPITZER
Miroslav JAKEŠ
Original Assignee
Kiekert Aktiengesellschaft
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 Aktiengesellschaft filed Critical Kiekert Aktiengesellschaft
Publication of WO2024041701A1 publication Critical patent/WO2024041701A1/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
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—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
    • E05B81/54—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 with an electric motor drive, which selectively acts on a coupling element of an actuating lever chain in the "engaged” and “disengaged” positions.
  • Motor vehicle locks and in particular motor vehicle door locks of the design described above are used in different variants and in a variety of positions in and on a motor vehicle. In fact, this includes, among other things, tailgate locks, front hood locks, fuel filler flap locks and also seat locks. In general, however, the relevant motor vehicle locks and in particular motor vehicle door locks are implemented on motor vehicle side doors.
  • the electric motor drives mentioned can also be used to act on the Coupling element can be used.
  • the coupling element of the operating lever chain can be moved into the “engaged” and “disengaged” positions. In the “engaged” position, the operating lever chain is mechanically closed.
  • the “unlocked” or “unlocked” state of the operating lever chain also corresponds to this. If, on the other hand, the coupling element assumes its “disengaged” position, the actuating lever chain in question is mechanically interrupted. This includes the functional state “secured” or “locked”
  • TCR temporary crash redundancy
  • the operating lever chain assumes its “secured” or “locked” state during normal operation.
  • the operating lever chain is therefore interrupted. This state can also be resumed following the crash described.
  • the operating lever chain in question in the example case is generally open during normal operation, so that the locking mechanism cannot be acted upon using the operating lever chain during normal operation. Rather, in such a case, the electric motor drive ensures the electric motor opening. However, if emergency operation occurs and consequently an emergency opening occurs, for example in the event of a crash, the operating lever chain is closed mechanically. This is ensured by the coupling element, which is in In this case, it is transferred to its “engaged” position. As a result of this, arriving rescue personnel, for example, can then open the locking mechanism mechanically and manually via the operating lever chain closed in this way or an associated outside door handle.
  • the outside door handle or inside door handle ensures that the operating lever chain changes from its “secured” or “locked” state in normal operation to the “unlocked” or “unlocked” position.
  • the locking mechanism can then be opened using the mechanically closed actuating lever chain.
  • an electric motor drive for the coupling element which is designed, for example, as a so-called “TCR drive”. In the event of a crash, this drive only ensures that the coupling element is transferred from its original “disengaged” position in normal operation to the “engaged” position.
  • 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, in particular, a double stroke actuation with an electric motor drive for acting on the coupling element can be easily and reliably combined in a simple manner can be.
  • the invention proposes in a generic motor vehicle lock and in particular a motor vehicle door lock that the electric motor drive works via a push member on the coupling element mounted on an actuating lever, the push member having a blocking element which is position-dependent with a stationary counter-blocking element interacts to release the coupling element.
  • the release of the coupling element is usually accompanied by the fact that it changes from its “disengaged” position to the “engaged” position. This is regularly possible because the release releases the coupling element from the thrust member, which is acted upon and held by the electric drive.
  • the electric motor drive is initially equipped with a thrust member.
  • the electric motor drive also has at least one electric motor and an actuating element acted upon by it.
  • a gearbox can also be interposed.
  • the actuating element and thus the electromotive drive as a whole is further and advantageously set up and designed in an actuation direction for electromotive opening of the locking mechanism.
  • the actuation of the electric motor drive and thus of the actuating element in a different and different actuation direction usually corresponds to the thrust member experiencing an actuation. The same generally applies to the coupling element.
  • the clutch element is generally a clutch slide mounted linearly back and forth on the actuating lever.
  • This clutch slider can be equipped with an additional spring, which transfers the clutch slide into its exposed position (“engaged”) relative to the actuating lever that supports it.
  • This exposed position of the clutch slide corresponds to the fact that when the actuating lever is actuated with the clutch element or clutch slide in its exposed position, a release lever as part of the actuating lever chain can be reached and acted upon. Because in the exposed position of the clutch element or clutch slide, it protrudes beyond a front end of the actuating lever, so that the actuating lever including the clutch slide is able to act on the release lever in a pivoting manner. In contrast, a retracted position of the clutch slide (“disengaged”) does not allow the release lever to be acted upon.
  • the pivoting action on the release lever in the “engaged” position of the clutch slide then results in the pawl being lifted from its locking engagement with the rotary latch with the help of the release lever.
  • the rotary latch then opens with spring support and releases a previously caught locking bolt.
  • the associated motor vehicle door can be opened mechanically, by manually acting on the operating lever chain.
  • the operating lever in question can fundamentally be an internal operating lever or an external operating lever.
  • a so-called central actuation lever is also conceivable, which either or both belongs to an internal actuation lever chain and an external actuation lever chain.
  • the electric motor drive now ensures via the thrust member that the coupling element or the coupling slide mounted in a linearly displaceable manner on the actuating lever is acted upon.
  • the coupling element can therefore assume the “engaged” and “disengaged” positions.
  • the coupling element is in its “disengaged” position during normal operation, so that any action on the actuating lever in relation to the release lever and thus also the locking mechanism is empty.
  • the locking mechanism is to be opened mechanically and manually based on this “locked” or “secured state” of the operating lever chain, then typically and according to the invention a two-stroke actuation of the operating lever is used.
  • the actuating lever in question with a throwback arm usually arranged thereon to act on the blocking element, ensures that the thrust member is initially moved away from the coupling element via the blocking element.
  • the blocking element assigned to the thrust member ultimately ensures that the coupling element is released through its interaction with the stationary counter-blocking element, i.e. H. is no longer acted upon by the thrust member typically attached to it and is transferred to its retracted position and held therein. Rather, the release of the coupling element or clutch slide causes it to automatically move into its exposed position (possibly supported by the spring), which corresponds to the “engaged” position of the coupling element. This is usually achieved with a first stroke of the operating lever.
  • the now “engaged” coupling element can act together with the actuating lever on the release lever in such a way that the locking mechanism is opened.
  • the previously described release of the coupling element relative to the thrust member is achieved by the Interaction between the blocking element on the thrust member and the stationary counter-blocking element is realized and implemented.
  • This interaction is position-dependent, namely depends on the position assumed by the thrust member, which also follows the blocking element attached to the thrust member. Since, in connection with the described first stroke of the actuating lever, the thrust member is acted upon via the throwback arm on the actuating lever and the intermediate blocking element, this results in the desired change in position of the blocking element and thus in interaction with the counter-blocking element.
  • This interaction depends - as I said - on the position of the blocking element that can be moved together with the thrust member in comparison to the stationary counter-blocking element. Accordingly, the interaction between the blocking element and the counter-blocking element is not only position-dependent, but also designed to be limited in time, namely as long as the blocking element and the counter-blocking element can interact with one another.
  • the overall design is such that the thrust member initially transfers the coupling element into its “disengaged” position when it rests on the coupling element and also holds it in this position, namely against the spring assigned to the coupling element. This is usually done by the electric motor drive.
  • the blocking element is usually designed as an at least two-armed lever which is rotatably mounted on the thrust member. Both lever arms are generally angled and in particular perpendicular to one another arranged.
  • lever arm is usually designed as an actuating arm that passes through the counter-blocking element and/or is deflected elastically therefrom.
  • the other lever arm is usually a stop arm that interacts with the operating lever. This means that as soon as the actuating lever is actuated to open the locking mechanism manually and mechanically during the first stroke, the throwback arm provided on the actuating lever moves against the stop arm in question as part of the blocking element. As a result, the blocking element and thus also the thrust member carrying the blocking element are acted upon via the throwback arm of the actuating lever.
  • the thrust member is moved away from its contact with the coupling element.
  • the coupling element is released from the thrust member and can be transferred (supported by the spring assigned to it) from its previously occupied “disengaged” position to the “engaged” position.
  • the locking mechanism can now be opened mechanically and manually with a second stroke of the operating lever.
  • the interaction between the blocking element and the counter-blocking element during a reversing movement of the thrust member in the direction of the starting position associated with normal operation ensures that the stop arm and thus the blocking element as a whole is pivoted away from the throwback arm of the actuating lever, consequently the throwback arm no longer points to that Blocking element and so that the thrust member can work.
  • Fig. 1 shows the motor vehicle lock according to the invention in its
  • FIG. 2A and 2B show the transition from the “locked” position shown in FIG. 1 to the “unlocked” functional state for opening the locking mechanism in a first variant
  • FIG. 1 shows a motor vehicle lock, which is not limited to a motor vehicle door lock.
  • This has a locking mechanism 1, 2 essentially consisting of a rotary latch 1 and a pawl 2.
  • the locking mechanism 1, 2 is only shown schematically and in section in FIG. 1.
  • a release lever 3 In order to open the locking device 1, 2, a release lever 3 must be pivoted clockwise about its axis as shown in FIG. 1, as indicated by an arrow there.
  • the release lever 3 can also be acted upon using an electric motor drive 4, 5.
  • the electric motor drive 4, 5 is composed of an electric motor or its output shaft, which is only indicated in FIG. 1, possibly an intermediate gear and an output-side actuating element 5, which is of particular importance for the following considerations.
  • the actuating element 5 works via a cantilever, not expressly shown, or otherwise with a counterclockwise movement about its axis on the release lever 3 indicated in FIG. 1 in such a way that the release lever 3 is pivoted clockwise and the locking mechanism 1, 2 can open.
  • the electromotive drive 4, 5 functions to open the locking mechanism 1, 2 and consequently as an electromotive opening drive.
  • the electric motor drive 4, 5 can act on a coupling element 6 of an actuating lever chain 3, 6, 7.
  • the coupling element 6 in question is mounted as a linearly displaceable clutch slide 6 on an actuating lever 7.
  • the operating lever 7 may in turn be designed as an internal operating lever or an external operating lever.
  • the actuating element 5 works on a thrust member 8.
  • the thrust member 8 is, for example, articulated for this purpose or otherwise connected to the actuating element 5 and essentially performs linear movements in its longitudinal direction, as indicated by a double arrow in FIG. 1.
  • the coupling element 6 mounted on the actuating lever 7 is in its “disengaged” position.
  • the electric motor drive 5, 6 can be the only drive.
  • the coupling element 6 If the coupling element 6 is “disengaged” from this position shown in FIG. single) drive 4, 5, the coupling element 6 can assume its position “coupled” and this is also intended, which is ensured by the spring assigned to the coupling element 6.
  • the (only) electric motor drive 4, 5 now works not only via the thrust member 8 on the coupling element 6 mounted on the actuating lever 7. But an equally possible manual and non-motor actuation of the actuating lever 7 has the result that in this way and as an alternative to electric motor drive 4, 5, the locking mechanism 1, 2 can be opened overall.
  • the thrust member 8, with its blocking element 9 arranged thereon and to be described in more detail below interacts in a position-dependent manner with a stationary counter-blocking element 10. This results in the overall release of the coupling element 6 relative to the thrust member 8 and can consequently be the released coupling element 6 - acted upon by the associated spring - move to the “engaged” position.
  • the thrust member 8 first transfers the coupling element 6 into its “disengaged” position shown in FIG. 1 when it rests on the coupling element 6. As long as the electric motor drive 4, 5 is energized, it ensures that the thrust member 8 remains in contact with the coupling element 6 and that the coupling element 6 also remains in its functional position disengaged”.
  • the blocking element 9 is designed as an at least two-armed lever 9a, 9b which is rotatably mounted on the push member 8.
  • the stationary counter-blocking element 10 is a pin with a beveled surface.
  • Both arms 9a, 9b are predominantly designed at an angle to one another and in particular at right angles and are also connected to one another in a rotationally fixed manner, i.e. H. designed in one piece overall.
  • the thrust member 8 which is usually also spring-supported in the direction of the coupling element 6, ensures during the transition from FIG. 2A to FIG. 2B with a reversing movement indicated by an arrow in FIG. 2B that the two-armed blocking element 9 is in the right Part of Fig. 2B indicated pivoting movement in the counterclockwise direction, so that the stop arm 9a of the blocking element 9 is removed from the throwback arm 7a and pivots away.
  • the counter-blocking element 10 acts on the actuating arm 9b.
  • the actuating lever 7 can accordingly use the coupling element 6, which is then "coupled” in its position, to activate the release lever after the reversing process following the first stroke in the course of a second stroke (not shown).
  • 3 pivot clockwise, which in turn opens the locking mechanism 1, 2, manually and purely mechanically.
  • the thrust member 8 has returned to its starting position as shown in FIG ) can be transferred to the starting position “disengaged”. Now the functional state according to FIG. 1 has been reached again and is assumed.
  • a further variant of the blocking element 9 is shown, which essentially differs from that in the previously described embodiment according to Figures 2A and 2B in that the blocking element 9 is designed with three arms in this case.
  • the stop arm 9a which interacts with the return arm 7a on the actuating lever 7, on the one hand
  • the further third arm 9c functions as a spring arm in this case, namely serves to fasten a second spring 12, which is realized next to a first spring 11.
  • FIG. 3A shows a situation comparable to that shown in the illustration of Fig. 2A.
  • the actuating lever 7, which is acted upon in a counterclockwise direction works via the throwback arm 7a onto the stop arm 9a of the blocking element 9.
  • the thrust member 8 is moved “to the left”, as an arrow in Fig. 3A makes clear.
  • the two lever arms 9a, 9b which are connected to one another in an articulated manner, are pivoted relative to one another because the actuating arm 9b moves against the counter-blocking element 10.
  • the first spring 11 designed as a leg spring, enclosing an angle against its spring force and in comparison to the longitudinally extended, undeflected position according to FIG. 3A.
  • FIG. 3C corresponds to the representation according to the previously discussed FIG. 2A, in which the blocking element 9 has passed the counter-blocking element 10. If the reversing movement of the thrust member 8 occurs during the transition from FIG. 3C to FIG Actuating arm 9b moves against the counter-blocking element 10 and thereby the blocking element 9 is pivoted counterclockwise as shown in FIG. 3D - comparable to FIG is observed. As a result of this, the coupling element 6, which is now in the “engaged” position, can again be turned counterclockwise when the actuating lever 7 is additionally acted upon (second stroke) work on the release lever 3, so that in this way and taking into account the then closed operating lever chain 3, 6, 7, the locking mechanism 1, 2 can be opened manually and mechanically.

Abstract

L'invention concerne une serrure de véhicule automobile et, en particulier, une serrure de porte de véhicule automobile, comprenant un dispositif d'encliquetage (1, 2) constitué sensiblement d'un pêne pivotant (1) et d'un cliquet (2). Un entraînement à moteur électrique (4, 5) est en outre prévu, lequel sollicite un élément d'accouplement (6) d'une chaîne de leviers d'actionnement (3, 6, 7) sélectivement dans les positions "accouplée" et "désaccouplée". Selon l'invention, l'entraînement à moteur électrique (4,5) fonctionne par l'intermédiaire d'un organe de poussée (8) sur l'élément d'accouplement (6) monté sur un levier d'actionnement (7). L'organe de poussée (8) comporte un élément de blocage (9) qui coopère, en fonction de la position, avec un élément de blocage complémentaire (10) fixe pour libérer l'élément d'accouplement (6).
PCT/DE2023/100606 2022-08-26 2023-08-16 Serrure de véhicule automobile WO2024041701A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022121658.6 2022-08-26
DE102022121658.6A DE102022121658A1 (de) 2022-08-26 2022-08-26 Kraftfahrzeug-Schloss

Publications (1)

Publication Number Publication Date
WO2024041701A1 true WO2024041701A1 (fr) 2024-02-29

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ID=87845479

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Application Number Title Priority Date Filing Date
PCT/DE2023/100606 WO2024041701A1 (fr) 2022-08-26 2023-08-16 Serrure de véhicule automobile

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DE (1) DE102022121658A1 (fr)
WO (1) WO2024041701A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10109827B4 (de) * 2001-03-01 2006-04-20 Daimlerchrysler Ag Schließanlage für eine Tür eines Kraftfahrzeugs
DE102017106707A1 (de) * 2017-03-29 2018-10-04 Kiekert Ag Kraftfahrzeugtürverschluss
US20210054666A1 (en) * 2019-08-19 2021-02-25 Hyundai Motor Company Power Child Lock Device
EP3800310A1 (fr) 2019-10-02 2021-04-07 Kiekert AG Serrure du véhicule automobile
DE102019132764A1 (de) 2019-12-03 2021-06-10 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere Kraftfahrzeugtürschloss

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10109827B4 (de) * 2001-03-01 2006-04-20 Daimlerchrysler Ag Schließanlage für eine Tür eines Kraftfahrzeugs
DE102017106707A1 (de) * 2017-03-29 2018-10-04 Kiekert Ag Kraftfahrzeugtürverschluss
US20210054666A1 (en) * 2019-08-19 2021-02-25 Hyundai Motor Company Power Child Lock Device
EP3800310A1 (fr) 2019-10-02 2021-04-07 Kiekert AG Serrure du véhicule automobile
DE102019132764A1 (de) 2019-12-03 2021-06-10 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere Kraftfahrzeugtürschloss

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Publication number Publication date
DE102022121658A1 (de) 2024-02-29

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