Motor vehicle lock

Abstract

This invention relates to a vehicle lock. The vehicle lock includes a rotatable bolt, a pivoting pawl, and a restraint bar. The bolt is movable from an open position to a main locked position. The pawl is movable to a stopped position where it engages with the bolt in the main locked position and has a locking hook. The restraint bar is pivotally supported on a carrier element in a restrained position, preventing rotational movement of the bolt in the main locked position. The vehicle lock includes a deflection device configured to push the restraint bar away from the bolt when the bolt moves toward its main locked position. The deflection device is connected to the restraint bar such that the restraint bar only pivots into its restrained position when the bolt is in its main locked position and the pawl is in its stopped position.

Description

Technical Field

[0001] This invention relates to a vehicle lock comprising a carrier element, a rotary bolt rotatably supported on the carrier element, a stop pawl pivotally supported on the carrier element, and a restraint bar. The rotary bolt is movable from an open position to a main locked position. The stop pawl is movable to a stop position engaging with the rotary bolt arranged in its main locked position and has a locking hook. The restraint bar is pivotally supported on the carrier element in a restrained position, and in the restrained position, the restraint bar prevents the rotary bolt arranged in its main locked position from rotating. Background Technology

[0002] The type of vehicle lock described at the beginning is known, for example, by document DE 10 2012 102 724 A1. In this known vehicle lock, a stop pawl and a rotating bolt are rotatably supported on a carrier element, wherein a restraint bar is provided, which is also rotatably supported on the carrier element. The restraint bar ensures that the rotating bolt is held in its main locking position by clamping, wherein the rotating bolt and the restraint element are kinetically connected. By holding the rotating bolt in a clamping manner, clicking noise between the rotating bolt and the bolt arranged in the mouth of the rotating bolt is avoided. The restraint bar works in conjunction with the adjusting element of the rotating bolt and the signal bar of the vehicle lock. Here, in the closed position of the vehicle lock, the restraint bar, together with the stop side, applies a wedging action to the bolt. This wedging action causes a self-locking effect. During the opening process, the restraint bar is stopped by the signal element. Here, the position of the signal element depends on the drive element, so that during the closing process, the restraint lever is only released when the drive element occupies a predetermined position. In this predetermined position of the drive element, the signal element is then positioned in a preset position to release the restraint lever. A disadvantage here is that the release of the restraint lever therefore depends solely on the drive element being energized for a predetermined period of time. There is a danger that if the trunk lid equipped with the vehicle lock is closed quickly and forcefully, the restraint lever may be positioned in the movement path of the rotary latch or other parts of the vehicle lock and could be damaged. On the other hand, such vehicle locks are equipped with an automatic closing assist function, in which, for example, the rotary latch is driven by a motor to move from a pre-locked state to a main locked state. There is a risk associated with such a closing assist function that the restraint lever reaches its restraint position immediately and therefore prematurely. This is because the angular velocity of the rotary latch is lower than that during a rapid and forceful closing, causing the rotary latch to be pulled further beyond its primary locking position. This results in a sudden increase in force in the tension chain, which can damage or shorten the lifespan of the vehicle lock components. In particular, the vehicle lock's cable is at risk because it is typically wrapped around the cam. The cam is pulled further beyond the primary locking position due to the controller's waiting or delay time, which can easily lead to damage. Summary of the Invention

[0003] The objective of this invention is to provide a solution that offers an improved vehicle lock in a structurally simple manner, wherein damage to the components of the vehicle lock is avoided not only in manual closing operations, such as quickly and forcefully closing the trunk lid of a motor vehicle, but also in auxiliary closing operations where the vehicle lock is motor-driven to transition from a pre-locked state to a master-locked state, while still ensuring secure closure.

[0004] In the type of motor vehicle lock described at the beginning, this task is accomplished according to the invention by an offset device configured to push a constraint bar in a direction away from the rotary latch as the rotary latch moves toward its main locking position, wherein the offset device is connected to the constraint bar in such a way that the constraint bar only pivots into its constraint position when the rotary latch is positioned in its main locking position and the stop pawl is positioned in its stop position.

[0005] Advantageous and suitable designs and improvements of the invention can be derived from the respective dependent claims.

[0006] This invention provides a vehicle lock that features a simple structure and safe operation during closing. Because the vehicle lock according to the invention has a deflection device that pushes a constraint rod away from the rotary latch as the rotary latch moves toward its main locking position, the constraint rod is positioned outside the movement path of the rotary latch during closing operation or during closing auxiliary operation. This ensures that the constraint rod is not positioned in the path of the rotary latch during closing. This safely prevents collisions between the rotary latch and the constraint rod and avoids damage to both components. Furthermore, delays or waiting times in motor-driven closing auxiliary operation no longer have an adverse effect according to the invention, because the constraint rod is only positioned in its constraint location when the rotary latch is in its main locking position and the stop pawl is in its stop position. Therefore, according to the invention, the constraint rod will not reach its constraint location before the stop pawl is in its locking position.

[0007] In an advantageous design of a motor vehicle lock, the present invention provides that the rotary latch, which is rotatably supported on a rotating shaft, has an arc-shaped abutment surface constructed with a first radius from the rotating shaft. A radial recess is formed in the arc-shaped abutment surface, and when a restraint bar is positioned within its restraint, a locking tenon formed on the restraint bar prevents the rotary latch from rotating and is engaged in the radial recess.

[0008] In the design of the motor vehicle lock, the present invention provides a stop pawl supported in a pivoting manner around its axis, having a supporting tenon extending axially. The supporting tenon is arranged between the stop pawl axis and the locking hook, and a supporting surface is constructed on the constraint bar. When the locking hook of the stop pawl rests against the arc-shaped resting surface, the supporting surface abuts against the peripheral section of the supporting tenon facing away from the rotating latch. Therefore, as long as the locking hook of the stop pawl rests at least against the resting surface, the stop pawl stops the constraint bar in a certain position such that the locking tenon of the constraint bar cannot reach its constrained position and cannot fall into the radial recess of the rotating latch.

[0009] To improve operator comfort, in another design embodiment of the invention, the tensioning lever is supported on a carrier element in a manner that allows it to pivot about a lever axis. During the closing auxiliary operation of the vehicle lock, which moves the rotary latch from a pre-locked position between the open and main locking positions to its main locking position, the drive element moves the tensioning lever from a neutral position to an end-of-operation position. In the end-of-operation position, the rotary latch is positioned in its main locking position, and the stop pawl is positioned in a stopped position. For example, when the operator slams the vehicle's trunk lid shut with a closing force or pre-locking closing force during the closing process, causing the rotary latch to remain in its pre-locked position (this can be achieved, for example, using a pre-locking lever that moves in conjunction with the stop pawl), the tensioning lever moves the rotary latch from its pre-locked position to the main locking position during the closing auxiliary operation without requiring operator intervention.

[0010] For this purpose, a structurally advantageous and feasible solution is that the rotary latch has a radially extending operating protrusion and the tensioning rod is configured with an operating arm, wherein, in the neutral position, the operating protrusion and the operating arm are arranged spaced apart from each other, wherein the operating arm is configured to act on the operating protrusion during the closing auxiliary operation of the vehicle lock when the tensioning rod moves from the neutral position to the end position, and to rotate the rotary latch about the rotation axis to its main locking position.

[0011] In order to prevent the constraint bar from prematurely engaging with the rotary latch during auxiliary operation, such as when the stop pawl is not yet in its locked position, the present invention, in another design, provides that the deflection device has a deflection protrusion formed on the tension bar and a deflection tenon formed on the constraint bar, which is supported in a manner that allows it to pivot about a pivot axis. In the neutral position, the deflection protrusion and the deflection tenon are spaced apart, and in the case where the tension bar moves from the neutral position to the end of operation position, the deflection protrusion is abutted against the deflection tenon and configured to push the constraint bar about the pivot axis in the direction in which the rotary latch points away.

[0012] In another design embodiment of the invention, a main locking portion is constructed on the end of the arc-shaped abutment surface of the rotary latch. When the rotary latch is positioned in its main locking position and the stop pawl is positioned in its stopped position, the main locking portion engages with a locking hook constructed on the stop pawl. The deflection device has a raised surface that arches radially outward about the rotation axis, positioned between the radial recess and the main locking portion, and extending from the arc-shaped abutment surface. With the aid of the raised surface, the stop pawl, and consequently the restraint bar, is further guided radially away from the rotary latch during closing, thereby further reducing the risk of the restraint bar prematurely engaging with the rotary latch.

[0013] Especially during the closing process, where the operator slams the trunk lid shut with a high closing force, causing the rotary latch to move beyond the pre-locked and main-locked positions, it is advantageous in another embodiment of the invention that the raised surface extends from the abutment surface with a second radius about the rotation axis, wherein the difference between the second radius and the first radius is at least 1.5% and at most 10% relative to the first radius. This ensures that the stop pawl is sufficiently accelerated in the direction radially away from the rotary latch.

[0014] Another advantage in this regard is that the arc-shaped abutment surface extends through the arc section, which is defined by its central angle relative to the rotation axis. This central angle of the defining arc section is between 10% and 25% relative to the central angle of the abutment surface. Therefore, this design ensures that the stop pawl accelerates sufficiently in the direction of radial deflection from the rotating bolt.

[0015] Therefore, in another design embodiment of the invention, during the closing operation, the rotary latch moves through the pre-locked position and the main locking position based on the closing force applied by the operator until it enters an overtravel position beyond the main locking position, wherein the stop pawl has a larger mass than the constraint rod. Because the stop pawl has a larger mass than the constraint rod, the constraint rod experiences a greater acceleration in the direction away from the rotary latch when the locking hook of the stop pawl moves across the raised surface. The stop pawl has greater inertia than the constraint rod.

[0016] Therefore, in another design of the present invention, during the closing operation, based on inertial force, the raised surface accelerates and pushes the stop pawl away from the direction of the rotating latch, so that the support surface and the support tenon are spaced apart from each other at the latest in the overtravel position. Unlike the closing auxiliary operation, in which the acceleration is small enough that the support surface of the restraint bar always rests against the support tenon of the stop pawl, in the closing operation operated by the operator, the acceleration is sufficient to achieve a spaced arrangement between the support surface and the support tenon.

[0017] In another design embodiment of the invention, a stop pawl is arranged in the stopped position when the rotary latch is in the overtravel position. The rotary latch is spring-preloaded in its opening direction such that it rotates from the overtravel position to the main locking position and engages with the stop pawl in the main locking position. Therefore, for this purpose, a spring element can be provided, such that the rotary latch is loaded with a spring force in its opening direction, thereby causing it to move into the open position.

[0018] Finally, in another design embodiment, in the overtravel position, the locking tenon of the constraint rod is positioned between the radial recess and the raised surface on the arc-shaped abutment surface of the rotary latch. This ensures that when the rotary latch moves back to its main locking position, the locking tenon of the constraint rod can fall into the radial recess of the rotary latch and provide constraint on the rotary latch.

[0019] It goes without saying that the features described above and as to be explained below can be applied not only in the given combinations, but also in other combinations or individually, without departing from the scope of the invention. The scope of the invention is defined only by the claims. Attached Figure Description

[0020] Further details, features, and advantages of the subject matter of the invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which exemplary and preferred embodiments of the invention are illustrated.

[0021] In the attached diagram:

[0022] Figure 1 A schematic diagram of a motor vehicle with a motor vehicle lock according to the present invention is shown;

[0023] Figure 2 A side view of a motor vehicle lock according to the invention is shown, which has an actuating element;

[0024] Figure 3 Show Figure 2 A three-dimensional view of a motor vehicle lock;

[0025] Figure 4 A three-dimensional part drawing of a motor vehicle lock is shown, omitting the carrier elements used for support and mounting;

[0026] Figure 5 A side view of the rotating bolt of a motor vehicle lock;

[0027] Figure 6 Show Figure 5 Detailed diagram;

[0028] Figure 7A side view of a vehicle lock with auxiliary operation disabled is shown, wherein the rotary latch is arranged in the pre-locked position;

[0029] Figure 8 A side view of a vehicle lock is shown with its auxiliary operation disabled, in which the locking lever of the vehicle lock has moved out from the neutral position;

[0030] Figure 9 A side view of a vehicle lock in operation with auxiliary operation deactivated is shown, wherein the tensioning rod pushes the restraint rod in the direction away from the rotary latch.

[0031] Figure 10 Show Figure 9 Detailed view;

[0032] Figure 11 A side view of a vehicle lock is shown in the assisted closing operation, wherein the locking pawl of the vehicle lock is arranged in the locked position, the rotary latch is arranged in the main locking position, and the restraint bar is not yet engaged with the rotary latch.

[0033] Figure 12 A side view of a vehicle lock during its closure assistance operation is shown, in which the constraint bar is engaged with a rotary latch;

[0034] Figure 13 A side view of a vehicle lock during manual closing is shown, with the rotary latch and stop pawl positioned at the beginning of the closing process.

[0035] Figure 14 A side view of a vehicle lock during manual closing is shown, in which the rotary latch moves toward its main locking position;

[0036] Figure 15 A side view of a vehicle lock in manual closing operation is shown, wherein the stop pawl extends beyond the raised surface constructed on the rotary latch;

[0037] Figure 16 Show Figure 15 Detailed view;

[0038] Figure 17 A side view of the vehicle lock during manual closing operation is shown, with the rotary latch positioned in its primary locking position.

[0039] Figure 18 Show Figure 17 Detailed view;

[0040] Figure 19 A side view of the vehicle lock during manual closing operation is shown, with the rotary latch positioned in the overtravel position;

[0041] Figure 20 The side view shows the vehicle lock in manual closing operation, with the rotary latch having rotated back to its main locking position; and

[0042] Figure 21 A side view of a vehicle lock in manual closing operation is shown, wherein a rotary latch is arranged in its main locking position, and a stop pawl is arranged in its locked position, and the rotary latch engages with the stop pawl, and wherein a restraint bar also engages with the rotary latch. Detailed Implementation

[0043] Figure 1 The illustration exemplarily depicts a motor vehicle 1 in the form of a passenger vehicle, which in the example has a trunk lid or tailgate 2, which can be closed and opened via a vehicle lock 3. The vehicle lock 3 has a locking mechanism that, via... Figure 2 The connecting element 4 shown is connected to the drive element 5, for example, a flexible sleeve steel wire cable. In this embodiment, the drive element 5 functions as a tensioning device and is used to automatically perform the closing process for the locking mechanism, which currently includes a rotary latch 6 and a stop pawl 7, so that the vehicle lock 3 is motor-driven to transition from a pre-locked state to a fully locked state. In this embodiment, the drive element 5 moves the rotary latch 6, which is connected to the tensioning rod 8, via the tensioning rod 8, thereby moving the rotary latch 6 from the pre-locked position to the fully locked position, whereby the corresponding trunk lid 2 is thus guided against the force of the seal to its closed position. However, the invention is not limited to vehicle locks 3 used on vehicle trunk lids. The vehicle lock 3 according to the invention can be used on vehicle doors and any type of vehicle trunk lid.

[0044] Figure 3 A perspective view of the vehicle lock 3 is shown, in which the connecting element or flexible sleeve steel wire cable 4 and the drive element 5 are omitted. Figure 4 The diagram shows the parts of the vehicle lock 3, in which... Figure 4 For clear reasons, the flexible sleeve steel wire rope 4, drive element 5, and carrier element 9 are omitted. Figure 2 and 3 As shown, the carrier element 9 supports the various components of the vehicle lock 3. The carrier element 9 is, for example, a compact structural unit that can be mounted on the body components of the vehicle 1, while the rotating latch 6, fixed in the closed state of the trunk lid 2, is mounted on the trunk lid 2. (Refer to...) Figures 2 to 4It can be identified that in the vehicle lock 3 according to the invention, the rotary latch 6 is rotatably supported on the carrier element 9 via a rotation axis 10. Furthermore, a stop pawl 7 is supported on the carrier element 9 in a manner that allows it to pivot via a stop pawl axis 11, wherein the stop pawl 7 has a locking hook 12, which can cooperate with the rotary latch 6 in the closed position of the vehicle lock 3. Similarly, a tensioning rod 8 is rotatably supported on the carrier element 9 via a rod axis 20. Additionally, the vehicle lock 3 has a restraint rod 14, which is supported on the carrier element 9 in a manner that allows it to pivot via a pivot axis 15. Furthermore, the vehicle lock 3 has a pre-locking rod 16, which is supported on the carrier element 9 in a manner that allows it to pivot about a pre-locking rod axis 17. The pre-locking rod 16 has a pre-locking profile 18 at its free end, which can cooperate with a pre-locking tenon 19, wherein the pre-locking tenon 19 is constructed on the body of the rotary latch 6 and arranged spaced apart from the rotation axis 10 of the rotary latch 6.

[0045] from Figure 4 It is also known that a locking tenon 21 is formed on the constraint bar 14. This locking tenon is designed to engage with a radial recess 22 in the rotary latch 6 to prevent rotational movement of the rotary latch 6. The radial recess 22 is formed on the arcuate abutment surface 23 of the rotary latch 6. A main locking part 29 is also formed at the end of the arcuate abutment surface 23 of the rotary latch 6, which engages with a locking hook 12 formed on the stop pawl 7 when the rotary latch 6 is in its main locking position and the stop pawl 7 is in its stop position. Furthermore, the stop pawl 7, which is supported in a manner that allows it to pivot about the stop pawl axis 11, has a support tenon 25 extending in the axial direction 24. This support tenon is arranged between the stop pawl axis 11 and the locking hook 12, and this support tenon is used to support the constraint bar 14. For this purpose, a support surface 26 is constructed on the constraint bar 14, which allows the constraint bar 14 to rest against the support tenon 25 of the stop pawl 7. Furthermore, from... Figure 4 It is also explicitly stated that the rotary latch 6 has a radially extending operating protrusion 27, and the tensioning rod 8 is configured with an operating arm 28. Therefore, when the rotary latch 6 moves to the main locking position by means of the tensioning rod 8 moved by the drive element 5, the operating arm 28 and the operating protrusion 27 cooperate in the so-called closing auxiliary operation. In addition, an offset protrusion 30 is formed on the tensioning rod 8, which extends in the axial direction 24 like a support tenon 25, and cooperates with the offset tenon 31, which is formed on the constraint rod 14 and extends radially from the constraint rod 14.

[0046] Figure 5 The rotating locking tongue 6 is shown in the figure. Figure 6An enlarged detail view of the arc-shaped resting surface 23 of the rotating latch 6 is shown. The resting surface 23 has a first radius 32 at or about the rotation axis 10 (the circle about this radius 32 is in...). Figure 5 and 6 (Drawn in dashed lines) Constructed and arranged, and centrally interrupted by a radial recess 22. A raised surface 33 is arranged between the radial recess 22 and the main locking part 29, which is constructed to arch outwards radially, and... Figure 6 This is more clearly visible in the detailed view. Therefore, the raised surface 33 extends from the arc-shaped resting surface 23. More precisely, the raised surface 33 extends about the rotation axis 10 with a second radius 34 of the resting surface 23, as... Figure 6 As shown in the diagram. As a design rule, the difference between the second radius 34 and the first radius 32 must be at least 1.5% and at most 10% relative to the first radius 32. (The last sentence appears to be incomplete and possibly refers to a different context.) Figure 5 and 6 It is known that the raised surface 33 extends through the arc section 35, which is defined by the central angle 36 of the associated axis of rotation 10, which is between 10% and 25% relative to the central angle 37 of the abutment surface 23.

[0047] The invention also relates to the closing process, for which the rotary latch 6 can be moved from the open position to the main locking position. For locking, the stop pawl 7 can therefore be moved to a stop position engaging with the rotary latch 6 arranged in its main locking position, wherein, thereafter, the restraint bar 14 moves to a restraint positioning, in which the restraint bar 14 prevents rotational movement of the rotary latch 6 arranged in its main locking position. For this purpose, a locking tenon 21 formed on the restraint bar 14 is inserted into a radial recess 22 of the rotary latch 6 to prevent rotational movement of the rotary latch 6. To prevent the restraint bar 14 from prematurely stopping the rotary latch 6 and potentially causing damage to the vehicle lock 3, the invention includes an offset device 38 configured to push the restraint bar 14 in a direction away from the rotary latch 6 as the rotary latch 6 moves toward its main locking position. Therefore, if the trunk lid 2 is closed too quickly and forcefully, the restraint lever 14 will be in the movement path of the rotary latch 6 and be damaged during the sudden slam. On the other hand, during the closing assist operation activated by the drive element 5, the restraint lever 14 will immediately move into the restraint position and prevent the rotary latch 6 from closing because the angular velocity of the rotary latch 6 is smaller than when it is closed quickly and forcefully. The danger is that the rotary latch 6 may be pulled out beyond the main locking position by the drive element 5 during the closing assist operation, resulting in a sudden increase in force in the tension chain, which will cause damage during its service life. In particular, this puts the traction cable at risk, as it is usually wrapped around the cam. The cam is further pulled beyond the main locking position due to the controller's waiting or delay time, which can easily cause damage. To prevent damage to the components of the vehicle lock 3 under these two operating conditions, the offset device 38 is connected to the constraint bar 14 in such a way that the constraint bar 14 only pivots into its constraint position when the rotary latch 6 is in its main locking position and the stop pawl 7 is in its stop position, as will be described in detail below. Figures 7 to 21 Detailed description.

[0048] Figures 7 to 12 The closing process for the auxiliary closing operation is shown, in which the drive element 5 operates the tension rod 8, and the tension rod 8 causes the rotary locking tongue 6 to move from the pre-locked position (see [link]). Figure 7 Move to the master locked position (see...) Figure 11 and 12 ).exist Figure 7 In the initial position shown, the rotary latch 6 is arranged in a pre-locked position, in which the rotary latch is held by a pre-locking lever 16 and prevented from rotating to the open position. The rotary latch 6 is spring-preloaded towards the open position; that is, a spring element applies force to the rotary latch 6. Figure 7In this configuration, the movement of the rotary latch 6 toward the open position corresponds to a clockwise rotational movement, wherein the pre-locking tenon 19 of the rotary latch 6 abuts against the pre-locking profile 18 of the pre-locking lever 16, thereby preventing rotational movement toward the open position. The locking hook 12 of the stop pawl 7 rests against the arc-shaped abutment surface 23 of the rotary latch 6, wherein the support tenon 25 of the stop pawl 7 keeps the restraint lever 14 spaced apart from the rotary latch 6. If the pre-locked position of the rotary latch 6 is detected, the drive element 5 begins to operate. Therefore, the drive element 5 pulls the tension lever 8 and causes the tension lever to rotate clockwise around the lever axis 20, thereby moving the operating arm 28 toward the rotary latch 6. Figure 7 The position of the tensioning rod 8 shown corresponds to the neutral position of the tensioning rod 8, in which the tensioning rod 8 does not act on the rotating latch 6, and the operating protrusion 27 and the operating arm 28 are arranged spaced apart from each other. Figure 8 In the middle, the operating arm 28 of the tensioning rod 8 rests against the operating protrusion 27 of the rotating locking tongue 6, wherein, when the tensioning rod 8 rotates, the offset protrusion 30 additionally moves towards the offset tenon 21 of the constraint rod 14. Figure 9 In the middle, the tensioning rod 8 has moved the rotating latch 6 towards the main locking position. The protruding protrusion 30 of the tensioning rod 8 abuts against the protruding tenon 31 of the constraint rod 14, preventing the locking tenon 21 of the tensioning rod 8 from moving towards the rotating latch 6. This is in... Figure 10 As shown in the diagram, this illustration is Figure 9 An enlarged and three-dimensional view. More precisely, the offset protrusion 30 of the tensioning rod 8 keeps the locking tenon 21 of the tensioning rod 8 in a position spaced apart from the radial recess 22. Figure 11 In the middle, the tensioning lever 8 has moved the rotary latch 6 to its final locked position, where the stop pawl 7, which had previously moved along the abutment surface 23 of the rotary latch 6 toward the main locking portion 29, is now engaged with the rotary latch 6 in such a way that the locking hook 12 of the stop pawl 7 is engaged in the main locking portion 29 of the rotary latch 6. During the closing assist operation of the vehicle lock 3, when the tensioning lever 8 moves from the neutral position to the end-of-operation position, the operating arm 28 of the tensioning lever 8 acts on the operating protrusion 27 of the rotary latch 6, and rotates the rotary latch 6 about its rotation axis 10 to its locked position. Only the locking tenon 21 of the restraining lever 14 has not yet fallen into the radial recess 22 of the rotary latch 6. Therefore, only when the rotary latch 6 reaches its locked position and the stop pawl 7 reaches its stopped position (see Figure 11 When the locking tenon 21 of the constraint rod 14 falls into the radial recess 22 of the rotating locking tongue 6, the tension rod 8 is in... Figure 11The tension lever 8 is positioned in the end-of-operation position. In the end-of-operation position, the tension lever 8 is no longer rotated by the drive element 5. More precisely, when the rotary latch 6 is in the main locking position and the stop pawl 7 is in its stop position, the tension lever 8 moves back to its neutral position (see [link]). Figure 12 ).exist Figure 12 In this configuration, the locking tenon 21 of the constraint rod 14 is now positioned in the radial recess 22 of the rotating latch 6, thereby preventing the rotating movement of the rotating latch 6. In summary, Figures 7 to 12 The diagram illustrates the closing assistance operation of the vehicle lock 3, wherein the tensioning lever 8 moves the rotary latch 6 from a pre-locked position between the open position and the main locking position to its main locking position, wherein the drive element 5 moves the tensioning lever 8 from the neutral position (see [reference]). Figure 7 The movement proceeds to the end-of-operation position. In the end-of-operation position, the rotary latch 6 is positioned in its main locking position, and the stop pawl 7 is positioned in its stop position. For the closure auxiliary operation, the offset device 38 therefore has an offset protrusion 30 formed on the tension rod 8 and an offset tenon 31 formed on the constraint rod 14. In the neutral position, the offset protrusion 30 and the offset tenon 31 are spaced apart, wherein, as the tension rod 8 moves from the neutral position to the end-of-operation position, the offset protrusion 30 is positioned abutting against the offset tenon 31, and the constraint rod 14 is pushed about the pivot axis 15 in the direction pointing away from the rotary latch 6. Therefore, according to the invention, for the closure auxiliary operation, the constraint rod 14 is pivoted out by the tension rod 8 and stopped by the rotary latch 6. Only when the tension rod 8 moves back to its neutral position does the constraint rod 14 become free in its movement and its locking tenon 21 fall into the radial recess 22 of the rotary latch 6, thus preventing the rotary latch 6 from rotating.

[0049] exist Figures 13 to 21 The diagram illustrates the closing operation, in which the trunk lid is slammed shut quickly and forcefully by the operator, causing the rotary latch 6 to move beyond the main locking position into the overtravel position (see [link]). Figure 19 ), and then immediately moves to its main locking position. The offset device 38, which ensures that the restraint rod 14 is engaged with the rotary latch 6 only when the rotary latch 6 is in its main locking position and the stop pawl 7 is in its stop position, has a raised surface 33 that is radially outwardly curved about the rotation axis 10 for this closing operation. Figures 13 to 21 The pre-locking lever 16 and the tension lever 8 are not shown because these two components will not function during the closing process, which will be described later. Figure 13The starting position for the closing process is shown. In the starting position, the rotary latch 6 and the stop pawl 7 are not engaged, and the rotary latch 6 is positioned between the open position and the main locking position. Therefore, the locking hook 12 of the stop pawl 7 rests against the arc-shaped abutment surface 23 of the rotary latch 6. The support surface 26 of the restraint bar 14 rests against the peripheral section of the support tenon 25 opposite to the rotary latch 6. When the trunk lid 2 is now quickly and forcefully closed by the operator, the bolt (not shown in the figure) reaches the mouth of the rotary latch 6 and ensures that the rotary latch 6 rotates counterclockwise about the rotation axis 10 towards its main locking position. This condition is... Figure 14 As shown, the rotary latch 6 rotates toward its main locking position. The locking hook 12 of the stop pawl 7 is always arranged on the arc-shaped abutment surface 23 and slides along the abutment surface toward the main locking part 29 of the rotary latch 6. When the rotary latch 6 moves from... Figure 14 The position shown moves to Figure 15 In the position shown, the stop pawl 7 accelerates away from the rotating bolt 6. This acceleration of the stop pawl 7 is caused by the movement of the locking hook 12 of the stop pawl 7 over the outwardly arched raised surface 33, thereby subjecting the stop pawl 7 to a force that pulls it away from the rotating bolt 6, ensuring that the stop pawl 7 pivots out. Figure 16 It shows Figure 15 A magnified detailed view shows that during the closing process, the locking hook 12 of the stop pawl 7 moves past the outwardly arched raised surface 33. Therefore, based on the acceleration of the stop pawl 7 in the direction away from the rotary latch 6, the restraint bar 14 also moves away from the rotary latch 6, because the support tenon 25 abuts against the support surface 26, thereby causing the restraint bar 14 to move away from the rotary latch 6 together with the stop pawl 7. Further in the closing process, the rotary latch 6 then reaches its main locking position, as in... Figure 17 As shown in the diagram. However, due to the inertia of the stop pawl 7, the locking hook 12 has not yet reached the engagement state with the main locking part 29, as also... Figure 18 As can be seen in the attached diagram, Figure 17 A detailed view. More precisely, the rotary latch 6 rotates due to the rapid, forceful slamming of the trunk lid 2. Figure 19 In the overtravel position shown, the stop pawl 7 has only now reached its stop position. Therefore, the stop pawl 7, due to its higher mass, moves back towards the rotary latch 6 faster than the restraint bar 14. In the overtravel position, the locking tenon 21 of the restraint bar 14 is positioned between the radial recess 22 and the raised surface 33 of the arc-shaped abutment surface 23. The rotary latch 6, spring-loaded in its open position, rotates back to its main locking position after reaching the overtravel position, as shown. Figure 20As shown. Therefore, the main locking part of the rotary latch 6 reaches the engagement state with the locking hook 12 of the stop pawl 7, which is already positioned in its stopped position. Therefore, the vehicle lock 3 reaches its closed position and locks the trunk lid 2. Only when the rotary latch 6 is positioned in its main locking position and the stop pawl 7 is positioned in the stopped position, does the locking tenon 21 of the restraint bar 14 fall into the radial recess 22 of the rotary latch 6, thereby preventing the rotary latch 6 from rotating. In summary, it must be noted that during the closing operation, the rotary latch 6 moves beyond the pre-locked position and the main locking position due to the closing force applied by the operator or user until it reaches an overtravel position beyond the main locking position, wherein the stop pawl 7 has a larger mass than the restraint bar 14. Based on inertia, during the closing operation, the stop pawl 7 is pushed and accelerated in the direction away from the rotating latch 6, so that the support surface 26 and the support tenon 25 are arranged spaced apart from each other at the latest in the overtravel position. According to the invention, the stop pawl 7 is arranged in the stop position in the overtravel position of the rotating latch 6, wherein the rotating latch 6 is spring-preloaded in the direction of its open position in such a way that the rotating latch 6 rotates from the overtravel position to the main locking position and engages with the stop pawl 7 in the main locking position. According to the invention, the high inertia and the accelerating impact of the stop pawl 7 in the direction of its open position are utilized during the closing operation, so that the locking tenon 21 of the constraint bar 14 only falls into the radial recess 22 of the rotating latch 6 when the rotating latch 6 moves back from the overtravel position to the main locking position.

[0050] The invention described above is not limited to the embodiments illustrated and shown. It is evident that numerous variations readily conceived by those skilled in the art in relation to the intended application can be implemented in the embodiments shown in the accompanying drawings without departing from the scope of the invention. All content contained herein and / or shown in the accompanying drawings is part of the invention, including those variations that are readily conceived by those skilled in the art.

Claims

1. A vehicle lock (3), the vehicle lock having a carrier element (9), a rotating bolt (6) rotatably supported on the carrier element (9), a stop pawl (7) pivotally supported on the carrier element (9), and a restraint bar (14), the rotating bolt being movable from an open position to a main locking position, the stop pawl being movable to a stop position engaging with the rotating bolt (6) arranged in its main locking position and having a locking hook (12), the restraint bar being pivotally supported on the carrier element (9) in a restrained position, in which the restraint bar (14) prevents rotational movement of the rotating bolt (6) arranged in its main locking position. Its features The device has an offsetting device (38) configured to push the constraint rod (14) away from the rotating bolt (6) in the direction of its main locking position as the rotating bolt (6) moves toward its main locking position. The offsetting device (38) is connected to the constraint rod (14) such that the constraint rod (14) only pivots into its constraint position when the rotating bolt (6) is in its main locking position and the stop pawl (7) is in its stop position. The rotary latch (6), which is supported in a manner that allows it to rotate on the rotating shaft (10), has an arc-shaped abutment surface (23) constructed at a first radius (32) from the rotating shaft (10). A radial recess (22) is formed in the arc-shaped abutment surface (23). When the constraint rod (14) is arranged in its constraint positioning, a locking tenon (21) formed on the constraint rod (14) is inserted into the radial recess in a manner that prevents the rotary latch (6) from rotating.

2. The motor vehicle lock (3) according to claim 1, characterized in that, The stop pawl (7), which is supported in a manner that allows it to pivot about the stop pawl axis (11), has a support tenon (25) extending in the axial direction (24), the support tenon being arranged between the stop pawl axis (11) and the locking hook (12), and a support surface (26) being constructed on the constraint bar (14), wherein when the locking hook (12) of the stop pawl (7) is positioned on the arc-shaped abutment surface (23), the support surface (26) abuts against the peripheral section of the support tenon (25) away from the rotating latch (6).

3. The motor vehicle lock (3) according to claim 2, characterized in that, The tensioning rod (8) is supported on the carrier element (9) in a manner that allows it to pivot about the rod axis (20). During the closing auxiliary operation of the motor vehicle lock (3), which moves the rotary latch (6) from the pre-locked position between the open position and the main locking position to its main locking position, the drive element (5) moves the tensioning rod (8) from the neutral position to the end-of-operation position. In the end-of-operation position, the rotary latch (6) is arranged in its main locking position, and the stop pawl (7) is arranged in its stop position.

4. The motor vehicle lock (3) according to claim 3, characterized in that, The rotary latch (6) has a radially extending operating protrusion (27), and the tensioning rod (8) is configured with an operating arm (28), wherein, in the neutral position, the operating protrusion (27) and the operating arm (28) are arranged spaced apart from each other, wherein the operating arm (28) is configured to act on the operating protrusion (27) and cause the rotary latch (6) to rotate about the rotation axis (10) to its main locking position during the closing auxiliary operation of the vehicle lock (3) when the tensioning rod (8) moves from the neutral position to the operation end position.

5. The motor vehicle lock (3) according to claim 3, characterized in that, The deflection device (38) has a deflection protrusion (30) formed on the tension rod (8) and a deflection tenon (31) formed on a constraint rod (14) supported in a manner that allows it to pivot about a pivot axis (15). In the neutral position, the deflection protrusion (30) and the deflection tenon (31) are arranged spaced apart. When the tension rod (8) moves from the neutral position to the end-of-run position, the deflection protrusion (30) is arranged against the deflection tenon (31) and configured to push the constraint rod (14) about the pivot axis (15) in a direction that is away from the rotating latch (6).

6. The motor vehicle lock (3) according to claim 2, characterized in that, A main locking portion (29) is constructed on the end of the arc-shaped abutment surface (23) of the rotary latch (6). When the rotary latch (6) is arranged in its main locking position and the stop pawl (7) is arranged in its stop position, the main locking portion engages with the locking hook (12) constructed on the stop pawl (7). The deflection device (38) has a raised surface (33) that is radially outwardly curved about the rotation axis (10). The raised surface is arranged between the radial recess (22) and the main locking portion (29), and the raised surface extends from the arc-shaped abutment surface (23).

7. The motor vehicle lock (3) according to claim 6, characterized in that, The raised surface (33) extends from the abutment surface (23) with a second radius (34) about the rotation axis (10), wherein the difference between the second radius (34) and the first radius (32) is at least 1.5% and at most 10% relative to the first radius (32).

8. The motor vehicle lock (3) according to claim 6, characterized in that, The arc-shaped abutment surface (23) extends through an arc segment (35) defined by the central angle (36) of the associated axis of rotation (10), which is between 10% and 25% relative to the central angle (37) of the abutment surface (23).

9. The motor vehicle lock (3) according to claim 6, characterized in that, During the closing operation, the rotary latch (6) moves through the pre-locked position and the main locking position between the open position and the main locking position due to the closing force caused by the operator until it enters the overtravel position beyond the main locking position, wherein the stop pawl (7) has a greater mass than the restraint bar (14).

10. The motor vehicle lock (3) according to claim 9, characterized in that, During the closing operation, due to inertial force, the raised surface (33) accelerates and pushes the stop pawl (7) away from the rotating latch (6), so that the support surface (26) and the support tenon (25) are arranged spaced apart from each other at the latest in the overtravel position.

11. The motor vehicle lock (3) according to claim 10, characterized in that, In the overtravel position of the rotary latch (6), the stop pawl (7) is arranged in the stop position, wherein the rotary latch (6) is spring-preloaded in its opening direction such that the rotary latch (6) rotates from the overtravel position to the main locking position and engages with the stop pawl (7) in the main locking position.

12. The motor vehicle lock (3) according to claim 11, characterized in that, In the overtravel position, the locking tenon (21) of the constraint rod (14) is arranged to rest against the arc-shaped abutment surface (23) of the rotating latch (6) between the radial recess (22) and the raised surface (33).

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