Motor vehicle 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) which mainly comprises a rotary lock lever (1) and a locking claw (2). Furthermore, a lever chain (6, 7, 8, 9) for the locking mechanism (1, 2) is provided. The lever chain (6, 7, 8, 9) has at least a lever (6), a coupling element (7, 8) and a release lever (9) on the locking mechanism side. Additionally, an inertia element (10) is provided for loading the coupling element (7, 8) at least in the event of a crash. According to the invention, the coupling element (7, 8) is separated in normal operation and is only engaged in the event of a crash by means of the inertia element (10).

Description

Technical Field

[0001] The present invention relates to a motor vehicle lock, particularly a motor vehicle door lock, having a locking mechanism and a lever chain for the locking mechanism, the locking mechanism mainly comprising a rotating locking fork and a locking pawl, wherein the lever chain has at least a release lever in terms of a lever, a connecting element and the locking mechanism, wherein an inertial element is additionally provided for loading the connecting element at least in a collision accident. Background Technology

[0002] A lever chain is typically used to mechanically open a locking mechanism. For this purpose, the lever is manually engaged. If the connecting element is engaged or disengaged, and thus the lever chain is mechanically closed, the lever, via the connected element, is ultimately used by means of a release lever to lift the locking pawl from its engagement with the rotating locking fork. Thus, the locking mechanism is opened. The same applies to the corresponding vehicle door. In practice, the aforementioned vehicle lock or vehicle door lock is typically located inside such a vehicle door and interacts with a locking block on the vehicle body. With the locking mechanism open, rotating the locking fork releases the locking block, allowing the vehicle door to be opened.

[0003] The aforementioned lever chain can, in principle, be used alone to open the locking mechanism. To prevent unintentional opening of the locking mechanism during a collision, and in conjunction with the high acceleration present, inertial elements typically ensure that the connecting elements are transferred from their engaged or disengaged state to their disengaged or separated state. Thus, the lever chain is interrupted, and the locking mechanism is not unintentionally opened. This also applies to the associated vehicle doors, allowing safety devices typically installed therein, such as side airbags and seatbelt pretensioners, to function fully in a collision to protect the occupants of the vehicle.

[0004] In the prior art of this type, according to DE 10 2017 102 549 A1, a motor vehicle lock is implemented in which a release lever can be connected to a control lever by means of a connecting element. Furthermore, a component for controlling the connecting lever is also implemented. In effect, the control lever works in conjunction with the inertial lever and is guided within the control profile of the inertial lever for this purpose. In this way, defined control of the connection behavior can be provided.

[0005] The overall design here is such that when the joystick is operated at normal speed, the joystick follows the joystick's movement. This causes the connecting element to remain engaged and act on the release lever to disengage the locking mechanism. However, if, for example, the joystick is loaded with excessively high speeds in a collision, this causes the inertial element, under known instruction, to fail to follow the joystick's movement. As a result, the connecting element disengages from the release lever or is disengaged. The joystick chain breaks as intended.

[0006] Currently, more and more motor vehicles are equipped with electric drive units for electrically opening locking mechanisms. The lever chain is then used either to transmit the opening motion of the electric drive unit, or primarily to address situations where the electric drive unit fails, but the vehicle door should still be opened mechanically. The problem here is that the vehicle is frequently locked while in motion.

[0007] However, mechanical opening, as well as opening by means of an electric drive, cannot be achieved when the relevant vehicle lock is locked. This is because the locked state typically corresponds to the connecting element occupying its disengaged or separated position. This applies at least to external control lever chains, i.e., control lever chains that are loaded from the outside, for example, via the exterior door handle.

[0008] In the event of a collision in a motor vehicle having an electrically driven mechanism for unlocking the locking system and an attached lever chain in the locked state, it is conceivable that the vehicle doors may become (or will no longer be) able to be opened. This is particularly relevant when the vehicle is locked and, additionally, the power supply is lost. To date, no convincing solution has been provided for this purpose. The present invention is proposed based on this premise. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to further improve such vehicle locks, and especially vehicle door locks, so that the vehicle doors can still be unlocked or opened even when the vehicle is locked and, especially, when the power is cut off in a collision.

[0010] To address this technical problem, the present invention proposes a type of motor vehicle lock in which the connecting element is separated during normal operation and is engaged indirectly or directly by means of an inertial element only in the event of a collision.

[0011] Therefore, the present invention operates in the opposite manner to the prior art. In the prior art, the connecting elements are in their engaged or connected state during normal operation, as further taught by DE 10 2017 102 549A1, which has already been referenced. In contrast, according to the present invention, the connecting elements are disengaged during normal operation.

[0012] Here, the present invention is based on the understanding that a joystick chain is not needed during normal operation because normal operation corresponds to opening the locking mechanism by means of an additional electric drive. Therefore, the joystick chain is mainly used in collision accidents. Thus, the joystick chain can be interrupted during normal operation, and a design scheme is also recommended to avoid undesirable interaction between the electric drive used to open the locking mechanism on the one hand and the release lever, which is part of the joystick chain on the other.

[0013] Only in a collision and under the associated and corresponding acceleration is the connecting element engaged, more precisely, engaged by means of an inertial element. Here, the inertial element can load the connecting element both indirectly and directly. However, according to the invention, the connecting element is typically engaged indirectly by means of an inertial element. That is, the inertial element allows the connecting element to move into the engaged state.

[0014] Here, the invention proceeds from the further understanding that, in such a collision, the power supply is typically cut off, rendering the electric drive unit (or no longer) usable for opening the locking mechanism. In this situation, the lever chain is mechanically closed. This, in particular, allows the relevant vehicle door to be opened from the outside, for example, by arriving rescue personnel. That is, the lever chain serves as a "backup solution" for collisions in this context, and according to the invention, the lever chain is only fully effective in such collisions.

[0015] Specifically, for this purpose, the connecting element is composed of at least two parts: a connecting rod and a transmission rod. Here, the connecting rod can be transferred from a disengaged position to an engaged position by means of the transmission rod. As already explained, the connecting rod is in its disengaged position during normal operation. Therefore, only in the event of a collision does the transmission rod ensure the transfer of the connecting rod from its normally disengaged position to the engaged position. In the engaged position of the connecting rod, the lever chain is mechanically closed, thereby lifting the locking pawl from its engagement with the rotating locking fork via the lever, the connecting element or the connected connecting rod, and ultimately via the release rod. The locking stop, which was previously captured by the rotating locking fork, is released. This also applies to the corresponding motor vehicle doors.

[0016] For this purpose, the connecting rod is advantageously supported on the release rod, or more precisely, it is typically supported on the release rod in a rotatable manner. Furthermore, it proves advantageous in this case that the release rod is supported coaxially with the operating lever. This allows for a construction that is generally simple and space-saving.

[0017] Furthermore, the design typically aligns the operating lever and release lever mechanically in the engaged position. In the disengaged position, the connecting rod mechanically separates the operating lever from the release lever. This corresponds to the normal operating state. The transition of the connecting rod from its predominantly disengaged position to the engaged position can now be achieved and caused simply by swinging the connecting rod, which is rotatably supported on the release lever. This swinging motion of the connecting rod from its disengaged to engaged position corresponds to the connecting rod typically moving against a stop on the operating lever. Thus, the operating lever is mechanically connected to the connecting rod, which in turn establishes the desired mechanical connection with the locking pawl via its rotatable support on the release lever.

[0018] Furthermore, the design typically involves pre-tensioning the transmission rod against the inertial element using a spring. The spring ensures that the transmission rod is pre-tensioned towards the inertial element. Here, during normal operation, two contact surfaces, one on the transmission rod and the other on the inertial element, are in contact with each other. Through the mutual contact of these two surfaces, the inertial element is held in its associated undeflected position during normal operation by the friction between the contact surfaces. The friction between the contact surfaces can be varied, either by using roughened or smooth contact surfaces.

[0019] However, in the event of a collision, the inertial element ensures, and in the associated deflection position, that the transfer rod is released. This is because the contact surface on the inertial element is moved away from the corresponding contact surface on the transfer rod due to the deflection of the inertial element. Because the transfer rod is spring-loaded, it typically swings. This swinging of the transfer rod during a collision ensures that the transfer rod is connected to the connecting rod.

[0020] The inertial element is advantageously constructed as a pendulum element / single pendulum element. Here, the pendulum element is typically capable of oscillating about a point of rotation or axis of rotation. For this purpose, the pendulum element is typically supported rotatably within the housing of the vehicle lock. The oscillation plane covered by the pendulum element during its deflection can typically coincide with the lateral plane of the vehicle, i.e., with the XY plane. Here, the X direction generally aligns with the longitudinal direction of the vehicle, while the lateral direction of the vehicle is identified using the Y direction. Therefore, the pendulum element or inertial element is unaffected by possible accelerations in the vertical axis direction or the Z direction. This is, of course, merely exemplary, and other spatial arrangements are equally conceivable and included in this invention.

[0021] As mentioned above, the specially designed connecting element can be part of a joystick chain, which, in the event of a collision, allows the locking mechanism to be opened by means of the joystick chain itself. Typically, the joystick chain can also be combined with an additional locking chain. However, generally, the joystick chain is typically added as a redundancy solution to the electrically driven mechanism used to open the locking mechanism.

[0022] In any case, the invention is structurally particularly simple and compact, and is practically an addition to and complement to an electric drive system, and can also realize a joystick chain or external joystick chain. The main advantage can be seen here in combination with the simple and properly functioning release in the event of a collision. Attached Figure Description

[0023] The present invention will now be described in detail with reference to the accompanying drawings, which illustrate only one embodiment. Figure 1 This schematically illustrates a vehicle lock according to the present invention, which is constructed as a vehicle door lock:

[0024] Figure 1 This shows the vehicle lock in normal operation.

[0025] Figure 2 The vehicle locks are shown after the collision. Detailed Implementation

[0026] exist Figure 1 The image shows a vehicle lock, designed as a vehicle door lock, with its main components simplified. In reality, it includes locking mechanisms 1 and 2, comprising a rotating locking fork 1 and a locking pawl 2. Figure 1 In the locked state of the locking mechanisms 1 and 2 shown, rotating the locking fork 1 ensures that the locking block 3 is captured by means of the rotating locking fork. Thus, the vehicle door, which internally receives a vehicle lock and is not shown, is locked relative to the vehicle body having the locking block 3 mounted thereon.

[0027] To open locking mechanisms 1 and 2, an electric drive device 4 is typically provided. The electric drive device 4... Figure 1 The arrows are used to indicate this. During the opening motion, the electric drive unit 4 acts on the locking pawl 2, causing it to swing counter-clockwise around its axis 5. Therefore, in... Figure 1 In the locked state shown, the rotating locking fork 1 is in locked engagement with the locking pawl 2 before the locking pawl 2 is released. Therefore, the rotating locking fork 1 can move along the spring-assisted path. Figure 1 When opened counterclockwise as shown, the locking block 3 can disengage from the entry port of the rotating locking fork 1. This allows the vehicle door to be opened.

[0028] In addition to the electric drive device 4 for opening the locking mechanisms 1 and 2, the lever chains 6, 7, 8, and 9 are also implemented. By means of the lever chains 6, 7, 8, and 9, the mechanical redundancy of opening the locking mechanisms 1 and 2 can be achieved, more specifically, according to this embodiment, opening is achieved particularly in the event of a collision.

[0029] Therefore, the control lever chains 6, 7, 8, and 9 include a control lever 6, connecting elements 7 and 8, and a release lever 9 for the locking mechanism. Additionally, an inertial element 10 is provided to load the connecting elements 7 and 8 at least in the event of a collision.

[0030] The joystick 6 is not limited to an external joystick 6. Therefore, joystick chains 6, 7, 8, and 9 are not limited to being external joystick chains. Figure 2 In the engaged or connected state of the connecting elements 7 and 8 shown, the loading of the control lever or external control lever 6 by means of the door handle 11 (indicated by the arrow) causes the control lever 6 to move clockwise. This clockwise movement of the control lever or external control lever 6 is transmitted to the release lever 9 via the engaged or connected connecting elements 7 and 8, which also swings clockwise, thereby causing the locking pawl 2 to rotate counterclockwise about its axis 5, as if by… Figure 1 and Figure 2 As indicated by the corresponding arrows. In this way, the lever chains 6, 7, 8, and 9 can mechanically and redundantly open the locking mechanisms 1 and 2 via the external door handle 11.

[0031] According to the present invention, the connection elements 7 and 8 are now designed such that they can be separated or detached during normal operation. Connection elements 7 and 8 in... Figure 1 The positions in the middle correspond to this. Only in a collision accident are connecting elements 7 and 8 engaged by means of inertial element 10, or more precisely, indirectly engaged. This includes, for example... Figure 2 The positions of connecting elements 7 and 8 and inertial element 10 are shown.

[0032] According to this embodiment, the connecting elements 7 and 8 are constructed as at least two pieces: a connecting rod 7 and a transmission rod 8. As described above, the connecting rod 7 is rotatably supported on the release rod 9. The release rod 9 itself is constructed in a disc shape, wherein the connecting rod 7 is supported on the release rod in a manner that allows it to rotate on the outer periphery of the disc-shaped release rod 9. The transmission rod 8 is also rotatably supported, more precisely, within the housing 13, which is only schematically shown for receiving the vehicle lock. A rotating shaft 14 is provided for this purpose.

[0033] The connecting rod 7 can now be moved from the disengaged position to the engaged position by means of the transmission rod 8 (and, if necessary, moved back from the engaged position to the disengaged position). Figure 1 The diagram shows the disengaged position of the connecting rod 7, which is always occupied and is maintained during normal operation. If the locking mechanisms 1 and 2 should be opened in this situation, the electric drive 4 is applied to ensure that the locking pawl 2 rotates counterclockwise around its axis 5 as described.

[0034] The release lever 9 and the control lever or external control lever 6 are coaxially supported relative to a common axis or rotation axis 12. Thus, the connecting lever 7, according to its... Figure 2 In the engagement position, ensure that the operating lever 6 and the release lever 9 are mechanically connected to each other. This is because the connecting lever 7 moves against the stop edge 6a of the operating lever 6 in its engagement position. Conversely, if the connecting lever 7 occupies its position according to... Figure 1 When the lever is in the disengaged position, the control lever 6 and the release lever 9 are mechanically separated from each other.

[0035] The transmission rod 8 is preloaded by means of a spring 15 in a manner that rests against the inertial element 10. In effect, the spring 15 ensures that the transmission rod 8 swings counterclockwise relative to its axis or rotation axis 14 without resting against the inertial element 10. This, in normal operation, prevents the transmission rod 8 from resting against the corresponding resting surface 10a of the inertial element 10 with its resting surface 8a. The friction between the two resting surfaces 8a and 10a, as observed in this position, ensures that the inertial element 10 is held in its position. Figure 1 In the undeflected position shown.

[0036] If a collision occurs, the inertial element 10 is deflected. According to this embodiment, the inertial element 10 is a pendulum element 10. Therefore, the inertial element or pendulum element 10 is supported in the housing 13 in a manner rotatable about an axis. For this purpose, the pendulum element 10 may be equipped with a generally centered support ball 10b, which engages in a scale-shaped support sleeve 16 and thereby provides centered support and the shape of the axis. An inertial mass 10c is disposed at the end of the inertial element or pendulum element 10.

[0037] If a collision occurs now, the suspension element 10 will swing about its axis, as this is achieved through... Figure 1 As indicated by the corresponding arrows. Therefore, the contact surface 10a on the head side of the suspension element 10 separates from the opposing contact surface 8a of the transmission rod 8. As a result, the transmission rod 8 disengages from the contact surface 10a on the suspension element 10.

[0038] Because the transmission rod 8 is preloaded by the spring 15 in the counterclockwise direction of its movement around its axis 14, the collision generally causes the transmission rod 8 to swing counterclockwise around its axis 14. Figure 2 In the middle position.

[0039] Because the transmission rod 8 is constructed in an arc shape at its end on the connecting rod side, this arc shape of the transmission rod 8 ensures that the connecting rod 7 moves from its position during the counterclockwise oscillating motion. Figure 1 The dissociation position in the middle is transferred to Figure 2 In the connection position, the connecting rod 7 rests against the stop portion 6a of the operating lever 6.

[0040] Previously, the loading of the control lever or external control lever 6 may have been achieved by the door handle 11 around its axis 12 in a clockwise direction relative to the release lever 9 being unloaded. At this time, the connecting rod 7 is in its connected state against the stop part 6a of the control lever 6, thereby ensuring that the control lever 6 is mechanically connected to the release lever 9 through the connecting rod 7.

[0041] Therefore, the loading of the control lever 6 by the external door handle 11 causes the control lever 6 to rotate counterclockwise about its axis 12, and this rotational movement is transmitted in phase to the release lever 9. As a result, the release lever 9 moves against the locking pawl 2 with its release edge 9a and ensures that the locking pawl 2 swings counterclockwise about its axis 5. This causes the locking pawl 2 to be lifted from its locked engagement with the rotating locking fork 1. The rotating locking fork 1 opens with the assistance of a spring, thereby releasing the previously captured lock stop 3. This also applies to vehicle doors (not explicitly shown) that house the vehicle lock internally, even when the vehicle door lock is fully locked.

[0042] List of reference numerals in the attached diagram:

[0043] 1. Rotate the locking fork

[0044] 2 Locking claws

[0045] 3 Locking blocks

[0046] 4. Drive unit

[0047] 5-axis

[0048] 6, 7, 8, 9 control lever chains

[0049] 6. Control joystick

[0050] 6a Stop edge

[0051] 7 and 8 connecting elements

[0052] 7 Connecting rod

[0053] 8. Passing rod

[0054] 8a Surface against

[0055] 9. Release lever for locking mechanism

[0056] 9a Release edge

[0057] 10. Inertial elements or suspension elements

[0058] 10a corresponding mating surface

[0059] 10b Support ball

[0060] 10c quality

[0061] 11. Exterior door handle

[0062] 12 axes or rotating shafts

[0063] 13. Shell

[0064] 14 Rotating shaft

[0065] 15 Springs

[0066] 16. Scale pan-shaped support sleeve

Claims

1. A motor vehicle lock having a locking mechanism (1, 2) and a lever chain (6, 7, 8, 9) for the locking mechanism (1, 2), the locking mechanism including a rotating locking fork (1) and a locking pawl (2), wherein, The control lever chain (6, 7, 8, 9) includes at least a control lever (6), connecting elements (7, 8), and a release lever (9) for locking mechanisms, wherein an inertial element (10) is additionally provided for loading the connecting elements (7, 8) at least in the event of a collision. Its features are, The connecting elements (7, 8) are separated during normal operation and are only engaged by means of the inertial element (10) in the event of a collision. The connecting elements (7, 8) are composed of at least two parts: a connecting rod (7) and a transmission rod (8).

2. The motor vehicle lock according to claim 1, characterized in that, The connecting rod (7) is transferred from the disengaged position to the connected position by means of the transmission rod (8), and can be transferred from the connected position back to the disengaged position.

3. The motor vehicle lock according to claim 1 or 2, characterized in that, The connecting rod (7) is supported on the release rod (9).

4. The motor vehicle lock according to claim 1 or 2, characterized in that, The release lever (9) is coaxially supported with the control lever (6).

5. The motor vehicle lock according to claim 2, characterized in that, The connecting rod (7) mechanically connects the control lever (6) and the release lever (9) to each other in the connected position and separates the control lever and the release lever from each other in the disengaged position.

6. The motor vehicle lock according to claim 1 or 2, characterized in that, The transmission rod (8) is pre-tensioned by means of a spring (15) in a way that it rests against the inertial element (10).

7. The motor vehicle lock according to claim 1 or 2, characterized in that, The inertial element (10) releases the transmission rod (8) in the collision accident and in the deflection position, the transmission rod itself being connected to the connecting rod (7).

8. The motor vehicle lock according to claim 1 or 2, characterized in that, The inertial element (10) is constructed as a pendulum element (10).

9. The motor vehicle lock according to claim 8, characterized in that, The pendulum element (10) is rotatably supported in the housing (13).

10. The motor vehicle lock according to any one of claims 1, 2, 5 and 9, characterized in that, The vehicle lock mentioned is a vehicle door lock.

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