Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock (1) with a tumable tumbler (2) about a tumbler axis (2a), which can be brought into an open position and into at least one locked position, wherein in the installed state the tumbler (2) in the locked position is in retaining engagement with a locking element (3), in particular a lock catch, and in the open position releases the locking element, wherein the motor vehicle lock (1) has a blocking mechanism (4), which can be brought into a blocking state in which the blocking mechanism blocks the tumbler (2) in the locked position and into a release state in which the blocking mechanism releases the tumbler (2) into its open position, wherein the blocking mechanism (4) has a pawl assembly (5) with a pawl (7) for blocking engagement with the tumbler (2), which is rotatably supported via a rotary bearing (6). The invention is distinguished in that a collision stop face (8) is provided and in the event of a collision the engagement face (9) of the pawl (7) forms an engagement with the collision stop face (8) when the pawl (7) or its rotary bearing (6) is bent as a result of deformation, with the collision force being transmitted by the locking element (3), so that at least a part of the collision force is dissipated via the collision stop face (8).

Description

TECHNICAL FIELD

[0001] The invention relates to a motor vehicle lock having a lock bolt which is pivotable about a lock bolt axis. BACKGROUND

[0002] The motor vehicle lock in question can be assigned to every locking element of a motor vehicle. The locking element can be a rear cover, a luggage compartment lid, a bonnet, in particular a motor hood, a side door or the like. These locking elements can be designed to be pivotable or like a sliding door.

[0003] For motor vehicle locks, high crash safety is an important requirement. Here, the aim is to avoid unintentional opening processes in the event of a crash, even with very high crash forces being introduced into the lock bolt via the lock catch.

[0004] The known motor vehicle lock which is the starting point for the invention (EP 2 492 423 B1) has a lock bolt which is pivotable about a lock bolt axis, which lock bolt usually interacts with an upper lock catch. In order to lock the lock bolt in its respective locking position, the motor vehicle lock has a locking mechanism which consists of a detent pawl assembly and a locking assembly which locks the detent pawl assembly. The detent pawl assembly consists of a carrier pawl and a detent pawl which is pivotably supported thereon, which provide a toggle mechanism. Such a two-part detent pawl assembly can achieve high user comfort in principle in view of small actuating forces and small noise generation during the locking process and the opening process. However, the connecting joint between the carrier pawl and the detent pawl is a weak point in terms of withstanding the above-mentioned high crash forces. SUMMARY

[0005] The problem on which the invention is based is therefore to design and improve the known motor vehicle lock such that the crash safety is increased.

[0006] The above problem is solved in the case of the motor vehicle lock according to the preamble of claim 1 by the features of the characterizing part of claim 1.

[0007] It is important to take into account the following principle, namely that a certain bending of the detent pawl or of its pivot bearing, which is caused by a deformation, is to be tolerated, which is caused by the crash forces transmitted by the locking element. However, in order to avoid unintentional opening processes, a crash stop face is provided, against which the detent pawl can be brought to bear in order to dissipate the crash forces. The above-mentioned bending is due to a deformation of the detent pawl or of its pivot bearing or of certain components which are coupled with the detent pawl, via which deformation a part of the crash forces is dissipated.

[0008] In detail, a collision stop face is provided and, in the event of a collision, the engagement face of the stop paw engages with the collision stop face when the stop paw or its swivel bearing is bent due to deformation, which is due to the collision force transmitted by the locking element, such that at least a portion of the collision force is dissipated via the collision stop face.

[0009] With the proposed solution, it is possible to improve the collision safety with simple design measures. In addition, with the proposed solution, the components of the locking mechanism can be designed mechanically weakly and thus cost-effectively without impairing the indicated increase in collision safety.

[0010] Claim 2 relates to a preferred design of the locking assembly for locking the stop paw assembly in the locked state. Here, in a variant, a toggle lever mechanism is also used, which has particular advantages in terms of use comfort.

[0011] The proposed solution can be used particularly effectively, inter alia, on two-part stop paw assemblies according to claims 3 to 5. The use comfort of the two-part construction of the stop paw assembly is combined here with particularly high collision safety.

[0012] The cost-effective design of the stop paw assembly referred to above according to claims 6 to 8 is embodied in the use of synthetic material for at least one part of the stop paw assembly. In detail, claim 6 relates to the design of the swivel bearing of the stop paw made of synthetic material, while claim 7 relates to the design of at least one part of the stop paw made of synthetic material.

[0013] According to the likewise preferred design according to claim 8, it can be provided that at least one part of the stop paw, preferably the entire support paw, is designed to be made of synthetic material. Alternatively, however, the support paw according to claim 8 is also designed to be made at least partially of a metal material.

[0014] Claims 9 and 10 describe preferred design solutions for the design of the collision stop face. According to claim 9, the bearing core of the swivel bearing of the support paw is used as the collision stop face. In the likewise preferred design according to claim 10, the engagement face of the stop paw and the collision stop face are coordinated with one another such that, in the event of a collision, the two faces can be at least partially form-locked with one another. Thereby, the slipping of the engagement face of the stop paw off the collision stop face in the event of a collision can be prevented in a simple manner.

[0015] According to claim 11, a variation of the collision stop surface that is particularly easy to manufacture is wherein the collision stop surface is connected to or even constituted by the lock plate of the vehicle lock. In the last mentioned case, it is conceivable that the collision stop surface is provided by the bend of the lock plate, thereby enabling the collision stop surface to be implemented without additional components.

[0016] Finally, the proposed solution can also be applied to locking components as described in claim 12. This would further improve the collision safety of vehicle locks with minimal overhead. Attached Figure Description

[0017] The invention will now be explained in detail with the aid of the accompanying drawings, which illustrate only one embodiment. In the drawings:

[0018] Figure 1 The proposed motor vehicle lock is shown in perspective view with the locking pin in the main locking position.

[0019] Figure 2 Shown from top view according to Figure 1 Motor vehicle locks, and

[0020] Figure 3 The basis is shown in the case of a collision. Figure 2 Motor vehicle locks. Detailed Implementation

[0021] The vehicle lock 1 shown in the accompanying drawings can be assigned to every locking element of a vehicle. Refer to the general section of the instruction manual for details.

[0022] The vehicle lock 1 is equipped with a locking pin 2 that can rotate about the locking pin axis 2a, and the locking pin can be placed in the open position (in... Figure 2 (shown as dashed lines in the middle) and at least one locking pose (in Figure 2 (shown in solid line in the middle). Here, and preferably, the locking pin 2 can be placed not only in Figure 2 The master locking pose shown can also be placed in a pre-locking pose (not shown). However, this is secondary to the proposed solution. Hereinafter, the locking pose is always the master locking pose. All related designs are accordingly adapted to possible pre-locking poses.

[0023] In the shown installation position, the locking pin 2 is in a locked position and is engaged with the locking member 3, and preferably the latch, in a retaining engagement. In the open position, the locking pin 2 releases the locking member 3.

[0024] In the first variant, the vehicle lock 1 is positioned on the associated locking element, while the locking element 3 is positioned on the vehicle body. This can also be reversed.

[0025] In order to hold the locking bolt 2 in its respective locked-in position, the motor vehicle lock 1 has a locking mechanism 4. The locking mechanism 4 can be brought into a locked state in which it locks the locking bolt 2 in the locked-in position. This is shown in the figures. The locking mechanism 4 can also be brought into a released state in which it releases the locking bolt 2 in its open position. This released state is not shown in the figures.

[0026] The locking mechanism 4 has a pawl assembly 5 which has a pawl 7 for locking engagement with the locking bolt 2 which is supported via a swivel bearing 6.

[0027] It is important that a collision stop face 8 is provided and that, in the event of a collision, the engagement face 9 of the pawl 7 forms an engagement with the collision stop face 8 when the pawl 7 or its swivel bearing is bent as a result of a deformation, such that at least a portion of the collision force is dissipated by the collision stop face 8. This is evident from the illustration according to Figure 3 In the event of a collision, high collision forces Cl, C2, C3, C4 are exerted by the locking element 3 onto the locking bolt 2, which are continued via the locking bolt 2 and the pawl 7 and dissipated by the collision stop face 8. The concept "collision force" generalizes all forces and torques which, in the event of a collision, are attributable to the interaction between the locking element 3 and the locking bolt 2.

[0028] The locking mechanism 4 furthermore has a locking assembly 10 for locking the pawl assembly 5 in the locked state. It is arranged in such a way that, as soon as the locking assembly 10 does not exert a locking action onto the pawl assembly 5, the pawl assembly 5 immediately leaves the locked state under the drive of the locking bolt 2.

[0029] The locking assembly 10 has a first locking lever and a second locking lever which configure a toggle lever mechanism 11 for the locking pawl assembly 5 and are coupled to one another via a toggle joint 12.

[0030] The figures show the locking mechanism 4 in its locked state. The locking assembly 10 can now be manipulated in the context of an opening process in such a way that the locking mechanism 4 is transferred from the shown locked state into the released state. This is only secondary for the proposed solution.

[0031] In order to lock the locking bolt 2, the pawl assembly 5 has, in addition to the pawl 7, a bearing pawl 13 which is pivotably coupled to the pawl 7 by means of a connecting joint 14. Here, the connecting joint 14 preferably provides the pivot bearing 6 of the pawl 7. Alternatively, the pawl 7 can be supported on a pivot bearing which is fixed relative to the housing. The concept "fixed relative to the housing" is always related to the vehicle lock housing 15. Here, the concept "vehicle lock housing" is to be interpreted broadly. In this respect, it includes not only the housing in the narrow sense, but also bearing parts, for example a lock plate, etc. The lock plate is here and preferably a plate made of high-strength steel which provides a pivot bearing for different lock assemblies, in particular for the locking bolt 2 and / or the bearing pawl.

[0032] Here and preferably in such a way that the pawl 7 and the bearing pawl 13 likewise constitute a toggle lever mechanism 16 via the connecting joint 14. Advantageously, however, the fact is that, in order to lock the pawl assembly 5 in the region of the connecting joint 14, the locking assembly 10 is here and preferably coupled or couplable to the pawl assembly 5 via the connecting joint 14.

[0033] The pawl 7 now has, at a point remote from the associated connecting joint 14, at least one stop face 17 for at least one engagement face 18 of the locking bolt 2, wherein the bearing pawl 13 is pivotably supported, at a point remote from the associated connecting joint 14, via a pivot bearing 19 which is here and preferably fixed relative to the housing with respect to the vehicle lock housing 15.

[0034] The toggle lever mechanism 16 of the pawl assembly 5 is designed in such a way that, when the locking assembly 10 does not exert a locking force onto the pawl assembly 5 via the connecting joint 14, the toggle lever mechanism is bent upwards in Figure 2 .

[0035] The pivot bearing 6 of the pawl 7, in particular the connecting joint 14 between the bearing pawl 13 and the pawl 7, is preferably designed at least partially from synthetic material. This is also meaningful in view of the illustration according to Figure 3 , since every deformation by a possible impact force leads to an engagement between the engagement face 9 of the pawl 7 and the impact stop face 8.

[0036] It is even possible to provide that at least one part of the pawl 7 is designed from synthetic material. In a particularly preferred design variant, then, one part of the pawl 7 is designed from a metallic material and another part of the pawl 7 is designed from synthetic material, so that the dissipation of the impact force via the impact stop face 8 takes place essentially via the metallic part of the pawl 7 and not via the part of the pawl 7 composed of synthetic material.

[0037] Furthermore, Figure 3It is shown that at least one portion of the bearing claw 13, here and preferably the entire bearing claw 13, can be designed to be made of a synthetic material without impairing the collision safety according to the proposal. But additionally or alternatively it can also be provided that at least one portion of the bearing claw 13, preferably the entire bearing claw 13, is designed to be made of a metallic material.

[0038] In order to realize the collision stop face 8, different advantageous variants are conceivable. Here and preferably the collision stop face 8 is an integral part of a bearing spindle which is an integral part of the swivel bearing 19 of the bearing claw 13. This is known from the illustration according to Figure 3 .

[0039] According to the illustration according to Figure 3 , it is finally shown that the abutment face 9 of the stop claw 7 and the collision stop face 8 are designed in such a way that they can at least partially form a form-locking abutment with one another in the case of a collision. The form-locking is preferably carried out in such a way that it acts transversely to the bending direction of the stop claw 7 or of its swivel bearing 6, so that a lateral slipping out transversely to the bending direction of the stop claw 7 or of its swivel bearing 6 is avoided by the form-locking. This is a particularly simple measure for further improving the collision safety. In order to this additional form-locking, an additional elevation 21 in the abutment face 9 of the stop claw 7 can be seen in Figure 3 .

[0040] It can also be noted that a particularly easily realizable collision stop face 8 consists in that the collision stop face 8 is connected to or consists of a lock plate of the motor vehicle lock 1. As discussed above, this facilitates a particularly cost-effective design, especially since no additional part for realizing the collision stop face 8 is required.

[0041] It is also possible in principle to provide that a further collision stop face is provided and that in the case of a collision the abutment face of the locking assembly 10, in particular of the first locking lever, forms an abutment with the further collision stop face when the locking assembly 10 is bent as a result of a deformation caused by the collision force transmitted by the locking element 3, so that at least a portion of the collision force is dissipated via the further collision stop face. The improved collision safety associated therewith can be achieved even if the first locking lever is configured to be made of a synthetic material.

[0042] It is preferred that one of the locking levers of the locking assembly 10, here the second locking lever, is rotatably, here and preferably relative to the housing fixedly, supported via a swivel bearing 24 at a location remote from the elbow joint 12. The above-mentioned elbow lever mechanism 11 is thus obtained, by means of which a high locking force can be transmitted via the locking assembly 10 to the stop claw assembly 5 without a high support force being required, in particular at the elbow joint 12.

[0043] In a particularly preferred design, the further impact stop face is an integral part of a bearing spindle which is an integral part of the rotary bearing 24 of the second locking lever.

[0044] Finally, it is preferred that the first locking lever's engagement face and the further impact stop face are designed such that they can at least partially form a positive fit with one another in the event of an impact. In this respect, too, the engagement face is prevented from slipping off the further impact stop face here.

Claims

1. Motor vehicle lock having a tumbler (2) which can be pivoted about a tumbler axis (2a), the tumbler being able to be brought into an open position and into at least one locked position, wherein In the installed state the locking bolt (2) is in retaining engagement with the locking element (3) in the locked position and releases the locking element (3) in the open position, wherein the motor vehicle lock (1) has a locking mechanism (4) which can be brought into a locked state in which the locking mechanism locks the locking bolt (2) in the locked position and into a released state in which the locking mechanism releases the locking bolt (2) into its open position, wherein the locking mechanism (4) has a pawl assembly (5) which has a pawl (7) for locking engagement with the locking bolt (2) which is rotatably supported via a swivel bearing (6), characterized in that a collision stop face (8) is provided and in the event of a collision the engagement face (9) of the pawl (7) forms an engagement with the collision stop face (8) when the pawl (7) or its swivel bearing (6) is bent by deformation, by the collision force transmitted by the locking element (3), such that at least a portion of the collision force is dissipated via the collision stop face (8), the pawl assembly (5) has a carrier pawl (13) which is rotatably coupled to the pawl (7) via a connecting joint (14) and the connecting joint (14) provides the swivel bearing (6) of the pawl (7), and the collision stop face (8) is an integral part of a bearing spindle which is an integral part of the swivel bearing (19) of the carrier pawl (13).

2. Motor vehicle lock according to claim 1, characterized in that The locking mechanism (4) has a locking assembly (10) for locking the pawl assembly (5) in the locked state and the locking assembly (10) has a first locking lever and a second locking lever which are configured as a toggle lever mechanism (11) for locking the pawl assembly (5) and are coupled to one another via a toggle joint (12).

3. Motor vehicle lock according to claim 1 or 2, characterized in that The pawl (7) and the carrier pawl (13) are configured as a toggle lever mechanism (16) via the connecting joint (14).

4. Motor vehicle lock according to claim 1 or 2, characterized in that The pawl (7) has at least one stop face (17) for at least one engagement face (18) of the locking bolt (2) at a location remote from the associated connecting joint (14) and the carrier pawl (13) is rotatably supported via a swivel bearing (19) at a location remote from the associated connecting joint (14).

5. Motor vehicle lock according to claim 1 or 2, characterized in that The swivel bearing (6) of the pawl (7) is designed at least partially from synthetic material.

6. Motor vehicle lock according to claim 1 or 2, characterized in that At least one part of the pawl (7) is designed from synthetic material.

7. Motor vehicle lock according to claim 1 or 2, characterized in that At least one part of the carrier pawl (13) is designed from synthetic material or at least one part of the carrier pawl (13) is designed from a metallic material.

8. Motor vehicle lock according to claim 1 or 2, characterized in that The engagement face (9) of the pawl (7) and the collision stop face (8) are designed such that they can at least partially form a form-locking engagement with one another in the event of a collision.

9. Motor vehicle lock according to claim 1 or 2, characterized in that The collision stop face (8) is connected to or formed by a lock plate of the motor vehicle lock (1).

10. The automotive lock of claim 2, wherein A further impact stop face is provided and, in the event of an impact, the engagement face of the locking assembly (10) engages the further impact stop face by the impact force transmitted by the locking element (3) when the locking assembly is bent as a result of the deformation, such that at least a portion of the impact force is dissipated via the further impact stop face.

11. The automotive lock of claim 1, wherein The locking element (3) is a latch.

12. The automotive lock of claim 2, wherein The locking assembly (10) is coupled or couplable to the pawl assembly (5) for locking the pawl assembly (5) in the region of the connecting joint (14).

13. The automotive lock of claim 2, wherein The first locking lever is coupled or couplable to the pawl assembly (5) via the connecting joint (14) for locking the pawl assembly (5) in the region of the connecting joint (14).

14. The automotive lock of claim 4, wherein The carrier pawl (13) is rotatably supported about the housing fixedly relative to the housing (15) via a rotary bearing (19) at a location remote from the associated connecting joint (14).

15. The automotive lock of claim 5, wherein The connecting joint (14) between the carrier pawl (13) and the pawl (7) is designed at least partially from a synthetic material.

16. The automotive lock of claim 6, wherein One part of the pawl (7) is designed from a metal material and one part of the pawl (7) is designed from a synthetic material, such that the dissipation of the impact force via the impact stop face (8) takes place substantially via the metal part of the pawl (7).

17. The automotive lock of claim 7, wherein The entire carrier pawl (13) is designed from a synthetic material or the entire carrier pawl (13) is designed from a metal material.

18. The automotive lock of claim 10, wherein, In the event of an impact, the engagement face of the first locking lever engages the further impact stop face by the impact force transmitted by the locking element (3) when the locking assembly is bent as a result of the deformation, such that at least a portion of the impact force is dissipated via the further impact stop face.

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