Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, which is equipped with a lever train (4, 5, 6, 7, 8) for a locking mechanism (1, 2). The operating lever system (4, 5, 6, 7, 8) has at least one operating lever (5) and a coupling element (7). In addition, an inertial element (9, 10) is provided which acts on the coupling element (7) at least in the event of a crash. In addition, a spring (11) acting on the inertia elements (9, 10) is provided. According to the invention, the spring (11) is designed in a double-acting manner with a collision spring part (11a) and a locking spring part (11b).

Description

Technical Field

[0001] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, comprising: an operating lever system for a locking mechanism, the operating lever system having at least an operating lever and a connecting element; an inertial element, the inertial element loading the connecting element at least in the event of a collision; and a spring acting on the inertial element. Background Art

[0002] The locking mechanism usually consists essentially of a bolt / ratchet and a pawl / pawl. The operating lever system for the locking mechanism usually ensures that, after loading the outside door handle or the inside door handle, the pawl disengages from its locking engagement with the bolt in order to release the locked state of the locking mechanism. As a result, the locking pin previously caught by the bolt is released. Since the motor vehicle lock is usually arranged inside the motor vehicle door, this process results in the associated motor vehicle door being able to be opened. In this case, the locking pin is mostly located on the vehicle body side. However, the prerequisite is that the motor vehicle lock usually occupies its "unlocked" state and the coupling element occupies the "engaged" state, so that the operating lever system is mechanically closed.

[0003] In contrast, the locked state of the motor vehicle lock corresponds to the actuation lever being disconnected and the coupling element being "disengaged". The mechanical connection from the previously mentioned exterior door handle or interior door handle to the pawl is thus interrupted. An actuation of the interior door handle or exterior door handle is therefore load-free with respect to the locking mechanism.

[0004] In the prior art according to DE 10 2017 102 549 A1, the inertial element ensures that the coupling element is transferred from its engaged state to the disengaged state in the event of a crash. As a result, the actuating lever system must be mechanically interrupted. In other words, the inertial element ensures crash unlocking in the event of a crash. Thus, any possible acceleration-related loading of the outer door handle in particular does not lead to an unintentional opening of the motor vehicle door. This provides optimal protection for the passengers in the associated motor vehicle.

[0005] For this purpose, the above-mentioned prior art takes the following measures, that is, the coupling element is loaded with a control rod, which itself cooperates with the inertia element. Here, the control rod is guided in the control profile of the inertia element. This results in forced guidance of the coupling element.

[0006] Since motor vehicles are nowadays typically locked during operation, the known operating methods have the problem that the relevant motor vehicle lock remains in its locked state in connection with a crash situation. This is because a crash situation is usually associated with a power failure. Therefore, even if the previously described crash unlocking has occurred, for example, the arriving rescue personnel cannot usually open the associated motor vehicle door when operating the vehicle door outer handle. This can be attributed to the fact that after the crash situation has ended, the coupling element is transferred from its disengaged state to the engaged state again. However, in this case, for example, a locking lever that is additionally provided and always in the locked state usually ensures that the operating lever system is interrupted unchanged and the locking mechanism cannot be opened.

[0007] Other independent solutions are also proposed in the prior art, which can unlock the associated control lever system in particular in the event of a crash. Therefore, WO 2019 / 210905 A1 is dedicated to a motor vehicle lock, in which the unlocking and disengagement of the motor vehicle lock are implemented by means of a rotational movement of an output wheel. The output wheel is a component of a drive unit with a motor, wherein the output wheel is driven by means of the motor. If the power supply fails in the event of a crash, other solutions are also known, which work with an emergency power supply and thus provide unlocking and disengagement despite failure of the main power supply.

[0008] In this type of prior art according to DE 10 2017 103 472 A1, a coupling rod is arranged between the release lever as part of the actuation lever system and the actuation lever. The actuation lever is coupled to the safety lever in such a way that the coupling rod can be disengaged from the release lever by means of the actuation lever. The safety lever is an inertia lever, which is loaded by means of a spring. The inertia lever reacts to the movement of the actuation lever.

[0009] In the event of a crash, the coupling rod is disengaged from the release lever (crash unlocking). This prevents the release lever from being actuated. However, it ultimately remains disconnected, or it is not described in detail how to restore actuation of the known motor vehicle lock after the crash has ended. The present invention remedies this as a whole. Summary of the invention

[0010] The object of the present invention is to further develop such a motor vehicle lock, in particular a motor vehicle door lock, in such a way that a perfect function is achieved both in the event of a crash and afterwards while allowing for a simple design.

[0011] To solve this problem, a motor vehicle lock of this type, in particular a motor vehicle door lock, is characterized within the scope of the invention in that the spring acting on the inertia element is designed in a dual-acting manner with a crash spring part and a locking spring part.

[0012] Here, the inertial element is usually rotatably coupled to the operating lever with the spring connected in between. Advantageously, the operating lever can be an outer operating lever. Here, the following measures are mostly taken, that is, the bearing spindle that passes through the operating lever is provided for rotatably supporting the inertial element.

[0013] In order to equip the spring as a whole with a double-acting crash spring part and a locking spring part, the following provision is usually made: the spring surrounds the aforementioned support mandrel for supporting the inertial element on the actuating lever with a first winding section as the crash spring part. The crash spring part usually ensures that the inertial element remains in a predetermined position relative to the actuating lever during normal operation. In contrast, the crash spring part of the double-acting spring usually deforms in the event of a crash.

[0014] In contrast, the locking spring portion of the double-acting spring is preloaded in the direction of the locking position of the inertial element. Here, the locking position of the inertial element is usually assumed relative to the coupling element. In other words, the inertial element is temporarily locked to the coupling element by the locking spring portion of the spring due to the collision.

[0015] In practice, the coupling element is usually in its "disengaged" position (corresponding to the "locked" functional position) during operation of the associated motor vehicle. The actuating lever is interrupted. If a crash now occurs, the inertial element leaves its position predetermined relative to the actuating lever in normal operation, wherein the crash spring portion of the double-acting spring ensures that this position is maintained in normal operation. In contrast, the crash spring portion deforms in the event of a crash and the inertial element is displaced relative to the actuating lever in the event of a crash. The position of the inertial element in the event of a crash usually corresponds to a temporary locking connection between the inertial element on the one hand and the coupling element on the other hand. This temporary locking connection is assisted by the locking spring portion as a further component of the double-acting spring. The locking spring portion thus ensures that the inertial element is preloaded in the direction of the locking position of the inertial element, specifically in the event of a crash in the direction of the temporary locking connection between the inertial element on the one hand and the coupling element on the other hand.

[0016] Due to the temporary locking connection between the inertial element and the coupling element, the locking mechanism can be opened without problems according to the invention even though the coupling element always and unchanged occupies or has already assumed its "disengaged" position. To open the locking mechanism, it is therefore only necessary to load the actuating lever or the outer actuating lever with one or two strokes in order to first unlock and then open the motor vehicle lock according to the invention by a corresponding action on the coupling element or to achieve unlocking / opening once and with one stroke. In this case, the inertial element thus provides a temporary connection between the actuating lever and the coupling element.

[0017] The double stroke opening by means of the actuating lever is also referred to as the so-called reverse function or ejection function. In this case, in the first stroke of the actuating lever, the coupling element is transferred into its engaged state and thus the motor vehicle lock passes from the "locked" functional state, which it typically occupies during operation, into the "unlocked" functional state. The second stroke then ensures the desired opening of the locking mechanism when the motor vehicle lock is unlocked. Of course, this can also be realized and implemented all at once or with one stroke.

[0018] The actuation of the coupling element by means of the inertia element, which is temporarily locked in connection with the coupling element in the event of a crash, can be realized and realized in any case simply, without problems and reliably. For this purpose, the inertia element is rotatably mounted on an actuating lever, which is usually an outer actuating lever. The temporarily locked connection between the inertia element and the coupling element can be realized particularly advantageously and simply by means of the additional and inventively implemented double-acting spring with a crash spring portion and a locking spring portion.

[0019] In this case, the collision spring part of the spring holds the inertial element in its predefined position relative to the operating lever during normal operation. As soon as a collision occurs, the inertial element moves against the spring force of the collision spring part. As a result, the collision spring part of the spring, which plays a dual role, is deformed. At the same time, the locking spring part ensures that the desired temporary locking connection between the inertial element and the coupling element is adopted when the inertial element overcomes the spring force of the collision spring part and performs a swinging movement caused by the collision. In this case, the locking spring part preloads the inertial element in the direction of the locking position. After the collision is over, the temporary locking connection between the inertial element and the coupling element is usually released again, so that the motor vehicle lock according to the invention is in its initial state again. This usually presupposes that the operating lever is loaded first. This is a major advantage of the invention.

[0020] According to another advantageous design, the following measures are usually taken, that is, the spring forces respectively established by the impact spring part and the locking spring part act in different planes. Here, the following design is adopted, that is, the impact spring part provides a spring force in the impact surface, and the locking spring part provides a spring force in the locking surface extending essentially perpendicular to the impact surface. In this way, different functions and force effects can be separated from each other particularly effectively, and no overlap or functional interference can occur.

[0021] According to one embodiment, the inertia element is an inertia rod with a through hole, which is used as a U-shaped spring leg of the locking spring portion. In this case, the U-shaped spring leg is used as a similar locking element, which provides a temporary locking connection between the inertia element and the coupling element.

[0022] In another embodiment of the present invention, the inertia element is designed in multiple parts, in particular in two parts. In this case, the inertia element has a first inertia rod and a second inertia rod rotatably connected to the actuating lever. In this case, the first inertia rod is equipped with a second winding section as a locking spring part.

[0023] As described above, the dual-acting spring according to the invention for loading the inertia element has a first winding section as a crash spring part, which surrounds a bearing mandrel for supporting the inertia element on the actuating lever. In the last-mentioned embodiment, it comprises a second inertia rod. In contrast, the first inertia rod is equipped with a second winding section of the dual-acting spring, which thus serves as a locking spring part.

[0024] As a result, a motor vehicle lock, in particular a motor vehicle door lock, is provided, which enables particularly reliable operation in a simple manner. In this case, the motor vehicle lock in question fully assumes its "locked" state in normal operation. In the event of a crash, the inertial element is temporarily locked to the coupling element. As a result, the coupling element, which is disengaged in normal operation, can be engaged and the associated locking mechanism can be opened. This is achieved by a double-stroke loading of the operating lever according to the reverse function or the ejection function. Alternatively, however, a single-stroke operation of the operating lever can also be achieved in which the coupling element is first engaged and the locking mechanism is then or simultaneously opened.

[0025] All of these situations can be realized particularly simply and intuitively, wherein the double-acting spring that loads the inertia element advantageously assists the function. This is because the crash spring part of the spring holds the inertia element in place during normal operation and provides a spring force that must be overcome by the inertia element in the event of a crash. The subsequent temporary locking between the inertia element and the coupling element is assisted by the locking spring part. This is a major advantage of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The invention is described in detail below with reference to the accompanying drawings which show only one embodiment; in the drawings:

[0027] Figure 1 The motor vehicle lock according to the present invention is shown in an overall diagram.

[0028] Figure 2A and Figure 2B In the first variant ( Figure 2A ) and the second variant ( Figure 2B ) shows a joystick,

[0029] Figure 3 The inertial element within the scope of the first variant is shown partly in an exploded view,

[0030] Figure 4A and Figure 4B A crash situation is shown using the inertial element of the first variant. Figure 5 an inertial element, shown partially in exploded view in another second variant, and

[0031] Fig. 6A and Figure 6B A crash situation is shown using an inertial element according to a second variant. DETAILED DESCRIPTION

[0032] The motor vehicle lock is shown in the accompanying drawings, which is not limited to a motor vehicle door lock. The motor vehicle lock has only Figure 1 The locking mechanism 1 and 2 shown in FIG. 1 mainly include a locking tongue 1 and a locking claw 2. Figure 1 It can be seen that the locking mechanisms 1, 2 are arranged substantially perpendicular to the drawing plane shown in the drawings. Here, the drawing plane coincides with a plane E spanned by the housing or lock housing 3, which is the impact surface E to be described below.

[0033] The basic structure includes at least one operating lever system 4, 5, 6, 7, 8 for the locking mechanism 1, 2. The operating lever system 4, 5, 6, 7, 8 is equipped with at least one operating lever 5 and a coupling element 7. The operating lever 5 is not limited to being an external operating lever 5 according to this embodiment. In addition, the operating lever system 4, 5, 6, 7, 8 also has a release lever 4 and a locking lever 8. In addition, an electric drive device A, which is not explicitly shown and is only briefly outlined, can be assigned to the locking lever 8, by means of which the locking lever 8 can be moved in the counterclockwise direction and the clockwise direction around its axis. Figure 1 The coupling element 7 in this embodiment is used as a transmission lever as a whole and thus ensures a mechanical connection between the locking lever 8 and the coupling lever 6 as a further component of the actuating lever system 4, 5, 6, 7, 8. In practice, the coupling lever 6 in question is rotatably mounted on the release lever 4 and is connected between the actuating lever 5 and the release lever 4.

[0034] The basic structure also includes inertial elements 9, 10, which load the coupling element 7 at least in the event of a crash. For this purpose and according to this embodiment, the inertial elements 9, 10 perform a combined oscillating / reciprocating movement and thus engage in a locking manner in the coupling element 7 in the locking area 7a here. The combined oscillating / reciprocating movement of the inertial elements 9, 10 is manifested in that the inertial elements 9, 10 according to this embodiment not only move or can move in the plane or collision surface E that is spread out by the lock housing 3 (and coincides with the plane of the drawing), but also move perpendicularly thereto in the locking surface R.

[0035] For this purpose, the inertial elements 9, 10 are coupled to the cantilever 5A of the joystick 5. It can also be seen that a spring 11 is provided which acts on the inertial elements 9, 10. Figure 2A and Figure 2B In the figure, the operating lever or outer operating lever 5 is shown in two different variants together with the inertial elements 9, 10, which will be discussed in detail below. In addition, a spring 11 can be seen in the relevant figures.

[0036] According to the present invention, the spring 11 is configured to have a double effect of a crash spring portion 11a and a locking spring portion 11b for loading the inertial elements 9 and 10. Figure 2A and Figure 2B The two variants of the invention clearly show that the inertial elements 9, 10 are each rotatably coupled to the respective actuating lever 5 with an interposed spring 11. For this purpose, a bearing mandrel 12 is provided which passes through the actuating lever 5. It can be seen that the spring 11 which loads the inertial elements 9, 10 surrounds or encloses the respective bearing mandrel 12 with a first winding section 11a as a crash spring section 11a. In addition, according to Figure 2A or Figure 3 In a variant of , the spring 11 is provided with a second winding section 11 b as a locking spring portion 11 b. It comprises a first embodiment with a first inertia rod 9 and a further second inertia rod 10 .

[0037] In accordance with Figure 2B and Figure 5 In another second variant of the illustration in FIG. , the first winding section or the collision spring part 11a is realized again. In contrast, in this variant, the locking spring part 11b of the spring 11 is designed as a U-shaped spring leg 11b. In this case, a two-part, but integral inertia lever 9, 10 is realized. The inertia lever comprises a front lever arm 9 with a through hole 13 for the U-shaped spring leg 11b and another lever arm 10 for rotatably supporting the inertia element or the inertia lever 9, 10 on the associated support mandrel 12 in the second variant.

[0038] In both embodiment variants, the crash spring portion 11a ensures that the inertial elements 9, 10 maintain a predetermined position relative to the actuating lever 5 during normal operation and deform in the event of a crash. Figure 4A and in the second embodiment Fig. 6A , respectively, and the collision situation corresponds to the deflected position of the associated inertial element 9, 10, which is shown in dashed lines. It can be seen that the collision spring portion 11a of the inertial element 9, 10 remains in a predetermined position relative to the actuating lever 5 during normal operation, which is shown in solid lines.

[0039] The predetermined position of the inertial elements 9, 10 relative to the actuating lever 5 corresponds to the inability of the inertial elements 9, 10 to interact with the locking region 7a of the coupling element 7. In fact, the coupling element 7 not only has the locking region 7a in question for temporary coupling with the inertial elements 9, 10. In addition, a bolt receiving portion 7b of the coupling element 7 is provided, into which the locking lever 8 engages or can engage with a bolt 8a. Here, the bolt receiving portion 7b is arranged adjacent to the locking region 7a of the coupling element 7 (see Figure 1 ).

[0040] In this way, by means of the drive device A, Figure 1 The "locked" position shown in FIG. 1 starts with loading the locking lever 8 in the clockwise direction of the coupling element 7, resulting in the coupling lever 6 being transferred from its disengaged position belonging to the unlocked position to the unlocked position according to FIG. Figure 1 engaged position.

[0041] Inertial elements 9, 10 are Figure 4A and Fig. 6A The transition from the position shown in solid lines to the collision position shown in dashed lines in each case corresponds to the inertial elements 9, 10 being temporarily coupled to the coupling element 7, i.e., to the locking region 7a of the coupling element 7. For this purpose, the already mentioned locking spring portion 11b, as a further component of the double-acting spring 11, ensures that the inertial elements 9, 10 are loaded in the direction of the locking position 7a of the coupling element 7 in relation to the inertial elements 9, 10. To achieve this, the spring forces established by the collision spring portion 11a on the one hand and by the locking spring portion 11b on the other hand act in different planes. In fact, the collision spring portion 11a establishes a spring force primarily in the plane of the drawing or in the plane or collision surface E coinciding with the lock housing 3. In contrast, the force established by the locking spring portion 11b corresponds to a force extending perpendicularly thereto. Therefore, the spring force established by the collision spring portion 11a extends in the collision surface E coinciding with the plane E, while the locking spring portion 11b provides a spring force in the locking surface R extending substantially perpendicularly thereto.

[0042] According to Figure 3 as well as Figure 4A , Figure 4BAs can be seen from the illustration in , the inertia elements 9, 10 are designed in the first variant as a first inertia lever 9 and a second inertia lever 10 rotatably connected to the operating lever 5. Here, the first inertia lever 9 is equipped with a second winding section 11b or a locking spring portion 11b. It can be seen that the first inertia lever 9 is connected to the second inertia lever 10 via an axis 13 arranged mainly in the collision surface or plane E. In practice, this axis 13 is provided by a supporting mandrel or a fastening pin extending in the collision surface or plane E in question. In contrast, the second inertia lever 10 ensures that the inertia elements 9, 10 are supported perpendicularly to the collision surface or plane E in question in the first variant.

[0043] And according to Figure 5 and Fig. 6A , Figure 6B In the second variant, the first front lever arm 9 ensures the pivoting movement in the impact surface or plane E, ie about the axis defined by the bearing mandrel 12. For this purpose, the second lever arm 10 provides a corresponding bearing hole for passing the bearing mandrel 12.

[0044] In comparison Figure 4A and Figure 4B or Fig. 6A and Figure 6B It can be seen that in the event of a collision, the inertial elements 9, 10 not only mainly perform a pivoting movement in the collision surface or plane E. Moreover, the locking spring portion 11b of the dual-acting spring 11 ensures during or after this pivoting process that the inertial elements 9, 10 also perform a reciprocating movement or a descending movement in the locking surface R. In fact, the inertial elements 9, 10 are preloaded in the direction of the locking position 7a on the coupling element 7 by means of the locking spring portion 11b. As a result, the inertial elements 9, 10 or the first inertial lever 9 in the first variant or the front lever arm 9 in the second variant respectively perform a descending movement in the direction of the locking position 7a of the coupling element 7, which can be particularly advantageous according to the embodiment of the present invention. Figure 4B and Figure 6B After this, the inertial elements 9 , 10 have each assumed a temporary locking position relative to the coupling element 7 .

[0045] As a result, the actuating lever 5 as a whole is temporarily connected to the coupling element 7 in a releasable locking manner. In this case, the coupling element 7 typically occupies its disengaged position and the motor vehicle lock according to the invention is unchanged in its "locked" position. If now starting from this locked position in the clockwise direction and corresponding to the Figure 2A and Figure 2B as well as Figure 1In the diagram in FIG. 1 , if the operating lever 5 is loaded, the loading of the operating lever 5 in the first stroke causes the coupling element 7 to pivot about its axis in the clockwise direction through the locking coupling of the operating lever 5 with the coupling element 7. The clockwise movement of the coupling element 7 causes the coupling element 7 to be engaged and thus transfer the coupling rod 6 to the engaged position. The operating lever 5 and the release lever 4 are now mechanically connected to each other via the engaged coupling rod 6, so that another second stroke of the operating lever 5 in the clockwise direction causes the locking mechanism 1, 2 to be opened.

[0046] Instead of a two-stroke actuation of the operating lever 5, i.e. first unlocking and then opening, it is of course also conceivable within the scope of the invention that a combined unlocking and opening with the stroke of the operating lever 5 can be realized and implemented in one go. In this case, there is also the possibility that the inertial elements 9, 10 act directly on the locking lever 8 and not indirectly via the coupling element 7. In this case, the locking position 7a is not provided on the coupling element 7, but directly on the locking lever 8, which, however, is first unlocked again in this case before the locking mechanism 1, 2 can be opened.

[0047] List of reference numerals:

[0048] Locking mechanism 1, 2

[0049] Lock tongue 1

[0050] Locking claw 2

[0051] Lock housing 3

[0052] Joystick system 4, 5, 6, 7, 8

[0053] Release lever 4

[0054] Joystick 5

[0055] Cantilever 5a

[0056] Connecting rod 6

[0057] Connecting element 7

[0058] Lock zone 7a

[0059] Bolt receiving portion 7b

[0060] Locking rod 8

[0061] Hitch 8a

[0062] Inertial element 9, 10

[0063] Inertia rod 9, 10

[0064] Spring 11

[0065] Winding section 11a

[0066] Collision spring portion 11a

[0067] Lock spring portion 11b

[0068] Spring legs 11a, 11b

[0069] Winding section 11b

[0070] Supporting mandrel 12

[0071] Axis 13

[0072] Drive device A

[0073] Plane E

Claims

1. A motor vehicle lock, in particular a motor vehicle door lock, comprising: An operating lever system (4, 5, 6, 7, 8) for a locking mechanism (1, 2), the operating lever system having at least an operating lever (5) and a coupling element (7); an inertial element (9, 10), the inertial element loading the coupling element (7) at least in the event of a collision; a spring (11) acting on the inertial element (9, 10), It is characterized in that The spring (11) is constructed to have a double effect and includes a collision spring portion (11a) and a locking spring portion (11b).

2. The motor vehicle lock according to claim 1, characterized in that: The inertial elements (9, 10) are rotatably coupled to the operating lever (5) with the spring (11) interposed therebetween.

3. The motor vehicle lock according to claim 1 or 2, characterized in that: A bearing spindle (12) extending through the operating lever (5) is provided for rotatably supporting the inertial elements (9, 10).

4. The motor vehicle lock according to any one of claims 1 to 3, characterized in that: The spring (11) surrounds the support mandrel (12) with a first winding section (11a) as a crash spring portion (11a).

5. The motor vehicle lock according to any one of claims 1 to 4, characterized in that: The crash spring portion (11a) holds the inertial element (9, 10) in a predetermined position relative to the actuating lever (5) during normal operation and deforms in the event of a crash.

6. The motor vehicle lock according to any one of claims 1 to 5, characterized in that: The locking spring portion (11b) is preloaded in the direction of the locking position (7a) of the inertial element (9, 10).

7. The motor vehicle lock according to any one of claims 1 to 6, characterized in that: The spring forces respectively established by the collision spring portion (11a) and the locking spring portion (11b) act in different planes.

8. The motor vehicle lock according to any one of claims 1 to 7, characterized in that: The collision spring portion (11a) provides a spring force in a collision surface (E), and the locking spring portion (11b) provides a spring force in a locking surface (R) extending substantially perpendicularly to the collision surface.

9. The motor vehicle lock according to any one of claims 1 to 8, characterized in that: The inertia element (9, 10) is designed as an inertia rod (9, 10) having a through hole (13), and the through hole is used for a U-shaped spring leg (11b) as a locking spring part (11b).

10. The motor vehicle lock according to any one of claims 1 to 8, characterized in that: The inertia element (9, 10) comprises a first inertia lever (9) and a second inertia lever (10) rotatably coupled to the operating lever (5), wherein the first inertia lever (9) is provided with a second winding section (11b) as a locking spring portion (11b).

Images