Motor vehicle lock, in particular motor vehicle door lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, which is equipped with a locking mechanism (1, 2) comprising a rotary lock lever (1) and a locking claw (2). At least one actuating lever (4, 5) and a release lever (6) are also implemented, which can be engaged in at least one engagement position of a coupling element (7) and disengaged in a disengagement position of the coupling element by means of the coupling element. An inertia lever (8, 9) is also provided for loading the coupling element (7) into the disengagement position of the coupling element at least in the event of a collision. According to the invention, the coupling element (7) can be manipulated into a first engagement position and a second engagement position depending on the configuration of the actuating lever (4, 5).

Description

TECHNICAL FIELD

[0001] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, having a locking mechanism which mainly comprises a rotary latch and a locking claw, having at least one actuating lever and a release lever which can be engaged in at least one engagement position of a coupling element and disengaged in a disengagement position of the coupling element, and having at least one inertia lever for loading the coupling element into its disengagement position at least in the event of a crash. BACKGROUND

[0002] The actuating lever thus acts on the release lever in the engagement state of the coupling element. By means of the actuating lever and by the release lever in the engagement position of the coupling element, the locking mechanism, which is normally in a locked state, can thus be opened. To this end, the release lever loads the locking claw which is part of the locking mechanism, which is thereby lifted out of its locking engagement with the associated rotary latch. If the coupling element is in its disengagement position, however, the loading of the actuating lever does not have an effect, since the associated actuating lever chain between the actuating lever and the release lever is interrupted. The locking mechanism, which is in a locked state, remains in its locked functional position.

[0003] The inertia lever now ensures that the coupling element, which is in its engagement position, is disengaged, at least in the event of a crash. A crash corresponds to a high acceleration or lateral acceleration of typically 5 g or more, so that unintentional opening of the locking mechanism is thereby avoided. The associated motor vehicle door thus remains locked and can mostly fully exert its effect on the safety systems located in the motor vehicle door, such as side impact protection or side airbags, in order to protect the motor vehicle occupants.

[0004] To this end, in such prior art according to WO 2017 / 076395 A1, in addition to the inertia lever, a control lever is provided which cooperates with the inertia lever. The control lever is guided in a control contour of the inertia lever here. A prescribed control of the coupling behavior is thereby to be provided.

[0005] It is important after a crash that the motor vehicle lock and in particular the motor vehicle door lock can be opened without problems. This should be possible as far as possible not only from the inside by possibly uninjured or slightly injured occupants, but also from the outside by rescue personnel. Here, it is often more difficult in practice if the individual or all motor vehicle doors are locked before the crash, so that certain problems can arise thereby.

[0006] A crash protection device for a motor vehicle door is described in further prior art according to DE 20 2016 102 209 U1, which actually only acts on the outer door handle. For this purpose, a holding device is provided for connecting a pulling element for operating a motor vehicle lock via the door handle. The locking of the pulling element is achieved by means of a crash element.

[0007] Finally, a further prior art according to DE 10 2016 124 941 A1 also describes a crash locking mechanism, which has a locking device and a release device. The release device is equipped with a mechanical time limit element. Thereby, after a predetermined time, the movable parts of the motor vehicle and in particular the motor vehicle door can be opened. Here, a time period of 1 to 5 seconds is involved.

[0008] The prior art has basically proven to be advantageous, however, there is still room for improvement. Thus, it can occur in practice that the inertia lever reliably switches the coupling element into its disengagement position in the event of an accident or in the event of a crash, so that a deflection of the outer door handle caused for example by a crash is not transmitted to the release lever. The locking mechanism remains latched like the motor vehicle door belonging thereto. After the end of the crash process, the inertia lever returns into its initial position. Depending on whether for example the latching device additionally acts on the coupling element, it is then not possible in some cases to open from the inside nor from the outside. Rather, it is a prerequisite that first of all the latching has to be released. This is problematic in the case of an injured occupant. Here, the invention is to provide a remedy overall. SUMMARY

[0009] The technical problem addressed by the invention is that such a motor vehicle lock and in particular a motor vehicle door lock is to be further improved in such a way that a particularly reasonable structure is provided, which enables and provides a simple opening from the inside or from the outside after a crash.

[0010] In order to solve this technical problem, within the scope of the invention, such a motor vehicle lock and in particular a motor vehicle door lock is characterized in that the coupling element can be manipulated into a first engagement position and a second engagement position depending on the configuration of the actuation lever.

[0011] That is to say, according to the application, the coupling element can be shifted into at least two different engagement positions, namely a first engagement position and a second engagement position. There is thus the possibility of differentiation with respect to the actuation lever. If the actuation lever is, for example, an inner actuation lever, the coupling element is in this example case manipulated into the first engagement position. This first engagement position can correspond to the associated inner actuation lever being continuously engaged with the release lever. Here, the application proceeds from the recognition that in the event of a crash almost exclusively forces act on the door handle outside and thus on the associated outer actuation lever, whereas the door handle inside and thus the inner actuation lever remain unaffected. This can basically be attributed to the fact that the force direction (in the event of a crash) loading the door handle inside acts in the closing direction of the motor vehicle door, whereas the force direction coincides with the opening direction in the door handle outside.

[0012] The first engagement position can thus in this example case reflect the situation in which the door handle inside and thus the inner actuation lever are continuously engaged with the release lever even in the event of a crash, so that after such an accident the motor vehicle occupant can be released from the associated motor vehicle without problems.

[0013] In contrast, in this first engagement position of the coupling element, the following is done with respect to the outer actuation lever, namely that this outer actuation lever, like the associated door handle outside, is not engaged with the release lever in the event of a crash. That is to say, in the event of a crash the coupling element in the first engagement position is loaded by means of the inertia lever, so that the outer actuation lever is disengaged from the release lever.

[0014] As a rule, not only the inner actuation lever but also the outer actuation lever is implemented. Here, the design is mostly such that in the first engagement position of the coupling element and in the case of the coupling element being loaded by the inertia lever only the outer actuation lever is disengaged from the release lever. In contrast, the inner actuation lever in this case in the first engagement position of the coupling element and in the case of the coupling element being loaded by the inertia lever is as before engaged with the release lever. That is to say, the inertia lever swing movement occurring in the event of a crash and typically observed does not act with respect to the inner actuation lever in the first engagement position of the coupling element. Rather, in the event of a crash the coupling element in the first engagement position is loaded by means of the inertia lever, so that the outer actuation lever is disengaged from the release lever.

[0015] In contrast, the second engagement position of the coupling element corresponds to the outer actuation lever and the inner actuation lever both not being disengaged from the release lever when the coupling element is loaded by the inertia lever, since the outer actuation lever and the inner actuation lever in the second engagement position of the coupling element occupy or have occupied such a disengagement position. That is to say, in the event of a crash an empty stroke of the inertia lever with respect to the coupling element is formed in the second engagement position of the coupling element.

[0016] In order to actuate the coupling element into the first and second engagement position, a locking element is generally provided. The first engagement position corresponds to the "unlocked" position here. In this unlocked position or first engagement position of the coupling element, both the inner actuation lever and the outer actuation lever are mechanically connected to the release lever. This also applies to the door inside handle and the door outside handle. In order to prevent the door outside handle from unintentionally causing the opening of the associated motor vehicle door in the event of a crash in this first engagement position and "unlocked" position of the coupling element, the inertia lever ensures that only the outer actuation lever is disengaged from the release lever in this first engagement position and when the coupling element is loaded by the inertia lever. In contrast, the door inside handle and the inner actuation lever remain permanently engaged with the release lever.

[0017] In contrast, the second engagement position of the coupling element corresponds to the "locked" position of the locking element. In this functional position, both the inner actuation lever and the outer actuation lever are disengaged from the release lever. As a result, the inertia lever "freewheels" in relation to the coupling element in the event of a crash, since neither of the two actuation levers has a mechanical connection to the release lever.

[0018] The locking element that controls the coupling element is generally loaded electrically / electrically motorically and / or manually. In the case of an electrical loading, the locking element is typically equipped with a gear crown and is configured as an actuation cam for the coupling element. The actuation cam has the gear crown on one end thereof and is articulatedly connected to the coupling element with the other end thereof.

[0019] According to an advantageous design, the coupling element is supported in a linearly movable manner on the release lever. As a result, the different functional positions of the coupling element can be implemented without any problems by corresponding linear movements on the release lever. Furthermore, the coupling element advantageously has an outer actuation lever contour and an inner actuation lever contour. To this end, the outer actuation lever contour is mostly implemented on the top side of the coupling element. While the inner actuation lever contour is a peg that adjoins the outer actuation lever contour on the inside. In order to interact with the inner actuation lever, the peg can be engaged from behind by a bent edge on the inner actuation lever.

[0020] Now, the first engagement position of the coupling element corresponds to the fact that the bent edge on the inner actuation lever can act on the peg. Likewise, the outer actuation lever can be moved against the outer actuation lever contour on the top side. If a crash situation occurs, the coupling element in the first engagement position is disengaged by means of the inertia lever. This results in the outer actuation lever contour being moved out of the range of action of the outer actuation lever, whereas the peg on the coupling element can permanently interact with the bent edge on the inner actuation lever. In the second engagement position of the coupling element, neither the outer actuation lever contour nor the peg is in the range of action of the outer actuation lever or the inner actuation lever.

[0021] The result is a motor vehicle lock, in particular a motor vehicle door lock, which functions in particular in compliance with the functional requirements. In fact, it is possible to drive and predefine by means of the blocking element whether the inertia lever is to load the coupling element only in relation to the outer actuation lever or to be completely idle in the event of a crash. Furthermore, it is not necessary for any additional operating element or lever to deactivate the inner actuation lever in any way. Rather, after a crash, the motor vehicle door in question can be opened from the inside without problems in the unlocked state or with the coupling element in the first engagement state. Finally, the swivel movement of the inertia lever in the event of a crash actually only acts on the outer actuation lever, i.e. in such a way that the outer actuation lever is disengaged in the event of a crash as soon as the unlocked state has been assumed. Otherwise, the loading of the outer actuation lever by means of the inertia lever is not necessary in the same way as the loading of the inner actuation lever, thereby additionally increasing the functional reliability. This is the main advantage of the invention. BRIEF DESCRIPTION OF DRAWINGS

[0022] The invention is explained in detail below on the basis of the drawings, which show only one embodiment; in which:

[0023] Figure 1 A motor vehicle lock according to the invention is shown in a basic overview,

[0024] Figure 2A A motor vehicle lock according to Figure 1 in the unlocked state and in the event of a crash is shown in an elevation,

[0025] Figure 2B A motor vehicle lock according to Figure 2A is shown in a perspective partial view,

[0026] Figure 3 A motor vehicle lock according to Figure 2B is shown in a side view from the X direction of view,

[0027] Figure 4 A motor vehicle lock according to figure 2 in the blocked state is shown in an elevation, and

[0028] Figure 5 The object according to Figure 4 is again shown in a side view from the Y direction of view. DETAILED DESCRIPTION

[0029] A motor vehicle lock is shown in the drawings, which is a motor vehicle door lock. The motor vehicle lock has a locking mechanism 1, 2, which is shown only in Figure 1 , and which mainly comprises a rotary latch 1 and a locking claw 2. The rotary latch 1 as well as the locking claw 2 are each supported in a lock housing 3 made of steel.

[0030] The basic structure also comprises a blocking element 4, which is shown in Figure 2BThe internal actuating rod 4 and the external actuating rod 5 are visible. Additionally, a release rod 6 and a connecting element 7 are implemented. Furthermore, inertia rods 8 and 9 are also provided.

[0031] The connecting element 7 can move in its longitudinal direction, such as Figure 1 As indicated by the arrow in the diagram. Therefore, according to this embodiment, the connecting element 7 is supported on the release lever 6 in a linearly movable manner. To be able to occupy different positions, in this embodiment, the connecting element 7 is electrically loaded by means of a locking element 10. For this purpose, the locking element 10 is configured as an actuating cam that can oscillate about a shaft 11. One end of the locking element 10 is equipped with a gear crown 10a for engaging with an electric actuator (not shown). The other end of the locking element 10 is engaged with the connecting element 7 via a hinge 10b and is used to allow the connecting element 7 to perform the described linear movement relative to the release lever 6.

[0032] As can be seen, the inertia rods 8 and 9 are constructed as a single piece and include a mass element 8 and an adjusting element 9 hingedly coupled to the mass element. The mass element 8 is rotatably supported in the lock box 3 about the shaft 12. In addition, springs 13 are provided for the inertia rods 8 and 9.

[0033] exist Figure 1 In the normal state shown, the inertia rods 8 and 9 rest against the stop portion 14 of the lock housing with their mass element 8. Furthermore, in this condition, the connecting element 7 is not loaded by the adjusting element 9. However, in the event of a collision, as per [the diagram / description]... Figure 2A , Figure 2B and Figure 4 Understandably, the associated impact acceleration is used to cause the mass element 8 to oscillate clockwise around its axis 12. This is in Figure 1 The arrows indicate this. This causes the adjusting element 9, which is hinged to the mass element 8, to move against the connecting element 7, and in this embodiment, the adjusting element moves to the left. The previously described spring 13 has one spring leg inserted into the guide opening 15 in the mass element 8, while the other spring leg is fixedly fixed in the lock housing or lock box 3. Furthermore, the stop 14 for the inertia rods 8 and 9 ensures that loading on the inertia rod can only be performed clockwise around the axis 12, and not counterclockwise. Here, the locking element 10 remains in its position.

[0034] The internal actuating rod 4 and the external actuating rod 5 can be engaged with the release rod 6 in an engaged position and disengaged from the release rod 6 in a disengaged position via the connecting element 7, respectively. Therefore, according to this embodiment, the connecting element 7 can be transferred according to the construction of the actuating rods 4 and 5. Figure 2A and Figure 3 The first engagement position shown and the transfer to Figure 4 andFigure 5 The locking element 10 is used to manipulate the coupling element 7 into the first engagement position and the second engagement position, respectively. In this case, the first engagement position according to Figure 2A and Figure 3 corresponds to the "unlocked" position of the locking element 10, while the second engagement position according to Figure 4 and Figure 5 corresponds to the "locked" position of the locking element 10.

[0035] It can be seen that the coupling element 7 has an outer actuation lever contour 7a and an inner actuation lever contour 7b. In this case, the outer actuation lever contour 7a is arranged on the top side of the coupling element 7. Correspondingly, the inner actuation lever contour 7b is a peg 7b which is adjacent to this outer actuation lever contour 7a on the inside.

[0036] It is designed in such a way that, when the coupling element 7 is in its initial position shown in Figure 1 or in the first engagement position according to Figure 2A , Figure 2B and in the "unlocked" state, the outer actuation lever 5 can interact with the outer actuation lever contour 7a with a protrusion 5a. This interaction corresponds to the fact that the coupling element 7 and the release lever 6 can perform a swivel movement shown in Figure 1 in the clockwise direction about their common axis, which swivel movement lifts the locking claw 2 out of its engagement with the rotary latch 1. Figure 1

[0037] The same applies to the inner actuation lever contour or peg 7b. This peg can interact with a bent edge 4a on the inner actuation lever 4 in the "unlocked" state or the first engagement position of the coupling element 7. This interaction takes place again in such a way that the inner actuation lever 4 acts on the coupling element 7 such that the coupling element 7 swivels together with the release lever 6 in the clockwise direction about the common axis according to the illustration in Figure 1 , so that the locking claw 2 can be lifted off the rotary latch 1. In both cases described above, the locking mechanism 1, 2 is opened.

[0038] Overall, the following design is further pursued, namely that, in the first engagement position according to Figure 2A , Figure 2B and in the event of a collision, only the outer actuation lever 5 is disengaged from the release lever 6. That is to say, the collision event ensures in the first engagement position according to Figure 2A , Figure 2B with the coupling element 7 in its right-hand end position that the inertia lever 8, 9 or mass element 8 swivels in the clockwise direction about its axis 12, so that the adjustment element 9 acts on the coupling element 7 and this coupling element moves to the left in this embodiment relative to the release lever 6 (see​Figure 1 ). This results in that, as can be seen from the side view according to Figure 3 , the protrusion 5a on the release lever 5 is disengaged from the outer actuation lever contour 7a and, as a result, the displacement of the outer actuation lever 5 caused by the impact cannot act on the coupling lever 7 and, as a result, cannot act on the release lever 6. The locking mechanism 1, 2 remains latched.

[0039] At the same time, in this first engagement position, more precisely not only in the case of an impact but also outside of this, the inner actuation lever 4 engages in the relevant first engagement position in the "unlatched" manner as before and without change with the release lever 6. Because in the first engagement position the bent edge 4a on the inner actuation lever 4 can reach the peg 7b on the coupling element 7 as before, more precisely even when the adjustment element 9 loads the coupling lever 7 in the case of an impact.

[0040] However, in the second engagement position according to the illustrations in Figure 4 and Figure 5 , it results that in the case of an impact neither the outer actuation lever 5 nor the inner actuation lever 4 (must) disengage from the release lever 6. Because the position of the coupling element 7 disengaged from the release lever 6 already exists, because in Figure 4 and Figure 5 the coupling element 7 already occupies its "latched" second engagement position. Correspondingly to this is the position of the coupling element 7 in its left-hand end position, which in this embodiment is shifted further to the left relative to the first engagement position according to Figure 2A . By this, the peg 7b on the coupling element 7 also moves outside the reach of the bent edge 4a on the inner actuation lever 4, so that in this case the "latching" actuation of the inner actuation lever 4 and the outer actuation lever 5, respectively, in the second engagement position of the coupling element 7 does not take effect.

[0041] If in this case a collision acceleration of the inertia lever 8, 9 occurs, this collision acceleration again ensures that the mass element 8 swings in the clockwise direction about its axis 12. However, the said clockwise movement of the mass element 8 results in that the adjustment element 9 in this case does not (again) reach the coupling element 7 and, as a result, in this case an empty stroke of the inertia lever 8, 9 relative to the coupling element 7 is observed in the second engagement position of the coupling element 7.

[0042] Thus, after the collision acceleration has disappeared, in the first engagement position according to Figure 2A , Figure 2B and Figure 3 the locking mechanism 1, 2 can be opened directly and without change by means of the inner actuation lever 4. An actuation can then likewise take place by means of the outer actuation lever 5, because the coupling element 7 returns (under spring support) to its position in the first engagement position according toFigure 1 the right end position or initial position shown in the middle. In contrast, in the embodiment according to Figure 4 and Figure 5 What is needed first after the disappearance of the collision acceleration in the embodiment according to

[0043] List of reference signs:

[0044] 1, 2 locking mechanism

[0045] 1 swivel lock

[0046] 2 locking claw

[0047] 3 lock housing

[0048] 4, 5 actuating lever

[0049] 4 inner actuating lever

[0050] 4a bent edge

[0051] 5 outer actuating lever

[0052] 5a protrusion

[0053] 6 release lever

[0054] 7 coupling element

[0055] 7a outer actuating lever contour

[0056] 7b inner actuating lever contour / stud

[0057] 8, 9 inertia lever

[0058] 8 mass element

[0059] 9 adjustment element

[0060] 10 blocking element

[0061] 10a gear crown

[0062] 10b hinge

[0063] 11, 12 shaft

[0064] 13 spring

[0065] 14 stop

[0066] 15 guide opening

Claims

1. A vehicle lock having a locking mechanism (1, 2) mainly comprising a rotating locking fork (1) and a locking pawl (2), the vehicle lock further having a release lever (6) and at least one actuating lever (4, 5), the release lever and the at least one actuating lever being engageable and disengageable via a connecting element (7), the vehicle lock further having at least one inertia lever (8, 9) for loading the connecting element (7) at least in the event of a collision. Its features are, It is equipped with an internal actuating rod (4) and an external actuating rod (5). The connecting element (7) can be manipulated to a first engagement position and a second engagement position according to the construction of the actuating rods (4, 5). In the first engaged position of the connecting element (7), both the internal actuating rod and the external actuating rod are mechanically connected to the release rod. In the first engaged position of the connecting element (7), and when the connecting element (7) is loaded by the inertial rods (8, 9), only the external actuating rod (5) disengages from the release rod (6). In the second engagement position of the connecting element (7), the external actuating rod and the internal actuating rod disengage from the release rod, and in the second engagement position of the connecting element (7) and in the event of a collision, an inertial rod is formed with a free stroke relative to the connecting element.

2. The motor vehicle lock according to claim 1, characterized in that, The first engagement position and the second engagement position of the connecting element (7) are set by means of the locking element (10).

3. The motor vehicle lock according to claim 2, characterized in that, The first engagement position of the connecting element (7) belongs to the "unlocked" position of the locking element (10), while the second engagement position of the connecting element (7) belongs to the "locked" position of the locking element (10).

4. The motor vehicle lock according to claim 2 or 3, characterized in that, The locking element (10) is electrically and / or manually loaded.

5. The motor vehicle lock according to claim 2 or 3, characterized in that, The locking element (10) is designed to be used as an actuating cam of the connecting element (7) equipped with a gear crown (10a).

6. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The connecting element (7) is supported on the release rod (6) in a manner that allows for linear movement.

7. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The connecting element (7) has an outer actuator rod profile (7a) and an inner actuator rod profile (7b).

8. The motor vehicle lock according to claim 7, characterized in that, An external actuator rod profile (7a) is formed on the top side of the connecting element (7), while an internal actuator rod profile (7b) is designed as a plug (7b) adjacent to the external actuator rod profile on the inside.

9. The motor vehicle lock according to claim 1, characterized in that, The vehicle lock mentioned is a vehicle door lock.

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