Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular an electrically actuatable motor vehicle lock, comprising a locking mechanism having a bolt (1, 17) and at least one pawl, the bolt (1, 17) being lockable in at least one locking position by means of the pawl, the bolt (1, 17) is designed with a first load arm (4, 22) which engages with the latch (7) in the locked state and with a second catch arm (5) which engages with the latch (7) during locking, the material thickness (d) of the load arm (4, 22) in the end region (16, 25) differs from the material thickness (D) of the bolt (1, 17) at least at one point, and wherein a locking element (14) is received in the end region (16, 25) of the bolt (1, 17).

Description

TECHNICAL FIELD

[0001] The invention relates to a motor vehicle lock, in particular an electrically operable motor vehicle lock, having a locking mechanism comprising a latch and at least one pawl, wherein the latch can be locked in at least one locking position by means of the pawl, wherein the latch is configured with a first load arm which engages with a strike in the locked state and a second capture arm which engages with the strike during locking, the material thickness of the capture arm in the end region differing from the latch thickness at at least one point. BACKGROUND

[0002] Motor vehicle locks, also known as locking systems, locks or motor vehicle closure systems, are installed at locations at which components arranged in a swingable or displaceable manner on a motor vehicle must be held and secured in their position during driving. The movable components are, for example, hoods, doors, covers or flaps which must be moved, for example, for maintenance purposes or for boarding the motor vehicle. In order to hold the movable components in their position, the motor vehicle lock preferably cooperates with a strike which is in turn preferably arranged on the motor vehicle body. There are of course also applications in which the motor vehicle lock is fixed in the vehicle body and the strike is arranged displaceably on the movable component relative to the motor vehicle lock.

[0003] The strike can be designed as a pin or as a bow and cooperates with a locking mechanism in the motor vehicle lock. Here, the locking mechanism comprises a latch and at least one pawl. In the locking of the movable component, the latch engages with the strike and is turned or swung, wherein the position of the latch is locked by means of the pawl after a corresponding swing angle has been swung. Depending on the requirements for the movable components in the motor vehicle, one or two locking positions are provided. For example, two locking positions are prescribed by law in motor vehicle side doors.

[0004] The motor vehicle lock is preferably used to hold the movable components in their position during driving of the motor vehicle. However, it must also be possible in extreme cases to ensure the "holding of the movable components". Extreme cases occur, for example, in the event of an accident in which the vehicle is subjected to extreme loads. There are also standards which must be observed when designing the locking mechanism in the motor vehicle lock in order to ensure reliable locking of the movable components even in these extreme cases. This standard must be partially adjusted due to the changes in motor vehicles. In particular in new vehicles equipped with electric drives or partial electric drives, a battery is installed which can significantly influence the motor vehicle weight. If these vehicles with greater weight are involved in an accident, the motor vehicle safety structure is subjected to higher loads.

[0005] In order to improve the resistance of the motor vehicle lock to lateral forces, a motor vehicle lock is known from DE 10 2009 048 222 A1, in which the locking mechanism in the motor vehicle lock is additionally supported by a force support surface. The motor vehicle lock comprises a mounting plate on which a bolt is mounted in a manner pivotable about a pivot axis. The mounting plate comprises two legs which together flank a fork-shaped opening of the bolt, wherein a first leg cooperates with a pawl when the bolt is in a locked position and a free end of a second leg overlaps a force distribution element when the bolt is in the locked position, which force distribution element itself overlaps the force support surface on the mounting plate. Here, the bearing pin of the pawl is equipped with an annular flange, wherein the annular flange extends into the pivot region of the bolt to such an extent that the bolt can be supported on the annular flange in the locked state. The resistance is thus improved. In addition, an embossing structure in the form of a recess is arranged on the second leg of the bolt. The rigidity of the bolt can additionally be improved on the basis of the embossing structure of the second leg.

[0006] In order to reduce the weight of the locking mechanism and thus of the motor vehicle lock as a whole, a locking mechanism of a motor vehicle lock is proposed in DE 10 2008 014 405 A1, which is designed with different material thicknesses. In particular in the region in which the bolt cooperates with the pawl, a locking member is provided, which has a smaller material thickness in the engagement region.

[0007] In addition to the two influencing factors of material thickness and deformation, it is known from EP 3 870 786 B1 to arrange a locking element between the bolt and the pawl. The "arrangement of a further locking mechanism component in the form of a locking element" can be used to achieve a more lightweight opening movement of the locking mechanism. In particular, the locked locking mechanism can be transferred from the locked position into the open position with the aid of the locking element, smoothly and with low force expenditure. This is advantageous in particular in the case of new types of motor vehicle, in which an electrically operated unlocking of the locking mechanism is usually employed. A "mechanical opening of the locking mechanism" is only provided on the motor vehicle lock as an auxiliary measure. By using the locking element and a corresponding design in relation to the torque in the locked position, the lock can be opened lightweight, in particular electrically. Such an electrically operable lock is also referred to as an electronic lock.

[0008] The known prior art has thus proven itself in terms of achieving the rigidity and resistance required to date. As already mentioned, motor vehicles are developing towards greater weight and accordingly higher crash loads, so that higher demands are also being made of the motor vehicle lock. The present invention is based on this. SUMMARY

[0009] It is an object of the present application to provide an improved motor vehicle lock. It is in particular an object of the present application to provide a motor vehicle lock which has a higher resistance and which can in particular provide a higher rigidity in the locking mechanism. It can furthermore always be advantageous to be able to be produced with a smaller material thickness in order to reduce the weight of the locking mechanism components and thus of the motor vehicle lock as a whole.

[0010] The object is achieved according to the application by the features of claim 1. Advantageous design proposals of the application are given in the dependent claims. It should be noted that the embodiments described below are not limiting, but rather any variant of the features described in the description and in the dependent claims is possible.

[0011] According to claim 1, the object of the present application is achieved in that a motor vehicle lock, in particular an electrically operable motor vehicle lock, is provided, which has a locking mechanism comprising a locking bolt and at least one pawl, wherein the locking bolt is lockable in at least one locking position by means of the pawl, wherein the locking bolt is configured with a first load arm which engages with a lock catch in the locked state and a second capture arm which engages with the lock catch during locking, the load arm having at least one subregion in the end region which differs in material thickness from the material thickness of the locking bolt in the remaining position, wherein a locking element is received in the end region of the locking bolt. The following possibility is now achieved by the configuration of the motor vehicle lock according to the application: A motor vehicle lock which can be opened easily can be provided, which can have a smaller material thickness at the same time in the region of the engagement between the locking bolt and the pawl, in particular in the region of the engagement between the locking bolt and the locking element. The different material thicknesses make it possible to design a higher rigidity and thus a higher resistance in the motor vehicle lock. At the same time, the use of the locking element makes it possible to ensure smoothness and thus application in an electric motor vehicle lock. The combination of the material change in the locking bolt and the locking element can thus contribute to an increase in resistance and at the same time to the smoothness of the motor vehicle lock.

[0012] If reference is made to a motor vehicle lock according to the application, synonymous terms such as locking device, lock or door closure system have the same meaning as one another here. The term "motor vehicle lock" is also to be understood as a lock which is applied in a door, a sliding door, a hatch and / or a cover in a motor vehicle, i.e. at a location at which a component which is arranged swingably or displaceably on the motor vehicle has to be held fixedly in its position. Preferably, however, the motor vehicle lock according to the application is not limited to side doors. Such a motor vehicle lock is subjected to extreme loads in the event of a side impact, and such a motor vehicle lock has a locking mechanism comprising a locking bolt and a pawl.

[0013] The locking mechanism can be equipped with two or more locking claws or, for example, with a locking lever or dead lever. Such locking claws are known from the prior art. Here, the locking claws engage directly with the locking element or are arranged on the locking tongue, and the locking lever or dead lever fixes the position of the locking claws in the locked position, the pre-locked position and / or the main locked position. According to the application, the locking element is received in a pivotable manner between the locking tongue and the locking claw.

[0014] The locking tongue has a fork-shaped opening. By means of this fork-shaped opening, a lock catch or lock catch arch or pin can be received, and in the mutual cooperation between the locking tongue, the locking element, the locking claw and the lock catch, a reliable locking of the motor vehicle lock is ensured. In the open state of the side door, for example, the locking tongue is in a position in which a part of the fork-shaped opening can engage with the lock catch. When the door element is closed, this part of the locking tongue engages with the lock catch and, as a result, the locking tongue can be turned about the locking tongue axis, so that this part of the locking tongue can also be referred to as a catch arm. After the locking tongue has been turned and locked in the pre-locked position or the main locked position, an opening force acts on the locking tongue, which is blocked by the locking claw. This opening force or relative force acting between the locking tongue and the lock catch is generated, inter alia, by a sealing, in this embodiment a door sealing, wherein the relative force acts between the lock catch and the locking tongue load arm. The load arm must therefore ensure the reliable locking of the locking mechanism, even under extreme conditions, so that opening of the movable element, here the side door, can be prevented in the event of an accident. By configuring different material thicknesses in the load arm, the rigidity of the load arm can be increased and, as a result, the resistance of the motor vehicle lock as a whole can be increased.

[0015] It can also be advantageous here for the material thickness present in the end region of the catch arm to have a material thickness which is overall smaller compared to the material thickness of the locking tongue. By reducing the material thickness, the rigidity can be influenced in a targeted manner, so that the requirements placed on the motor vehicle lock can be designed in an adapted manner. In particular, the already increased requirements of the automotive industry can thus be met or, as a result, further increased requirements can be met.

[0016] The "increased rigidity of the locking mechanism components, in particular the locking tongue" can preferably be achieved in that the smaller thickness is achieved by means of a forming process. In particular, the forming process can influence the material properties of the material, which results in a higher strength of the base material of the locking tongue. A low-alloy steel material is preferably used as the material for the locking mechanism. By means of the forming process, in particular the cold forming process, dislocation movements and dislocation accumulations occur in the material, which significantly increase the rigidity of the formed region in terms of material properties. The higher rigidity in the locking mechanism components can withstand higher loads, so that higher loads can be withstood in the locking mechanism in the case of the use of the same material.

[0017] According to the embodiment and variants of the motor vehicle lock, the forming process can be carried out on one side or on both sides of the locking bolt. According to the requirements specified in the locking mechanism, it can be advantageous to carry out one or more forming processes on the locking bolt, which, as described above, can form the formed portion on one side or on both sides of the locking bolt. There is thus the possibility of purposefully reinforcing the locking bolt in order to reinforce the region of the locking bolt that is subjected to high loads, i.e. to purposefully adjust the material properties of the locking bolt.

[0018] It can be advantageous according to the application that a smaller material thickness, i.e. a formed portion, is arranged at least partially encircling in the receiving region of the locking element and / or in the guide-in opening for the locking catch and / or in the bearing point of the locking bolt. A first formed portion, i.e. a smaller first material thickness, can be arranged in the end region of the load arm, i.e. in the receiving region of the locking element. High loads occur in the guide-in region, in particular in the region in which the locking catch lies against the locking bolt in the locked position. High loads occur in particular in the case of extreme loads on the locking mechanism, for example in the case of an accident. The bearing point of the locking bolt is likewise a region that can be subjected to high loads, so that a formed portion in the region of the bearing point of the locking bolt can likewise be advantageous. The locking mechanism can thus be designed in an adapted manner according to the requirements of the motor vehicle lock, so that it can be adapted individually to the requirements. Here, the aim of the formed portion is always to increase the rigidity in the locking mechanism components, so that the ever increasing requirements of new types of vehicles can be met.

[0019] It can also be advantageous according to a further embodiment of the application that the material thickness of the locking element essentially coincides with, in particular is identical to, the smaller material thickness of the locking bolt. Independently of the base body of the metal component or of the locking mechanism component, the locking mechanism component, i.e. the locking bolt, the locking element and the at least one pawl, can have a plastic coating. In the installed state, i.e. with the plastic jacket / overcoat, the locking mechanism component can also have the same material thickness at least locally, so that the plastic region of the locking mechanism component can also serve to guide the movement of the locking mechanism components that engage with one another. According to the requirements of the locking mechanism, the locking element can be manufactured directly with the thickness of the smaller material dimension of the locking bolt, or can also serve as a reinforced, i.e. formed, component in the locking mechanism.

[0020] In another design variant of the application, the material thickness of the bolt is less than 5 mm, preferably 4.5 mm. By means of the shaping or embossing structure in the bolt, the following possibility is achieved: the rigidity of the bolt or other locking mechanism component can be influenced in a targeted manner. By means of targeted increase in rigidity, it is possible to reduce the thickness of the bolt as a whole. If a bolt with a material thickness of 6 mm is used, by means of the shaping or embossing structure according to the application in the locking mechanism component, preferably in the bolt, it is possible to reduce the material thickness of the bolt as a whole. It can also be advantageous here for the material thickness of the bolt as a whole to be 5 mm, wherein the rigidity in the shaped region can be increased in a targeted manner by means of the embossing structure. Preferably, however, the material thickness of the bolt as a whole is 4.5 mm. By means of the reduction in material thickness of the bolt as a whole, it is possible to save weight, which in turn has a positive effect on the overall weight of the motor vehicle lock. Furthermore, the use of a bolt with a thickness of 4.5 mm offers cost advantages in the production of the motor vehicle lock.

[0021] The application of a locking element in the bolt, which is received in the bolt in an advantageous manner in an oscillating manner, is advantageous here. It is advantageous here for the bearing point or receiving region of the locking element to be designed at least partially as a shaped region. It is thus possible to provide the locking element with a reinforced bearing point.

[0022] Additional strength increases can be applied in the bolt by means of at least one shaping in the form of a press-in recess in the bolt. The press-in recess can be provided in the catch arm and the load arm of the bolt, so that it is possible to influence the resistance of the bolt in a targeted manner. It is thus possible to support the position of the maximum load in a targeted manner and to reinforce the bolt as a whole. BRIEF DESCRIPTION OF DRAWINGS

[0023] The application is explained in detail below with reference to the drawings. The following principles apply, however: the embodiments do not limit the application, but merely illustrate one advantageous design form. The features shown can be implemented individually or in combination with other features from the description and the claims, either individually or in combination.

[0024] In the drawings:

[0025] Figure 1 a three-dimensional view of a bolt designed according to the application is shown, which has a shaping, a deflection / bend and a press-in recess, and

[0026] Figure 2 An alternative embodiment of a bolt designed according to the application is likewise shown, which has a press-in recess and a plurality of shapings, wherein the position and shape of a locking element are shown by way of example. DETAILED DESCRIPTION

[0027] In Figure 1A three-dimensional view of a locking bolt 1 of a motor vehicle lock is shown in a three-dimensional view of the separate components. An opening in the form of a bore 2 can be seen, wherein the bore 2 serves to receive a not shown shaft of the locking bolt 1, so that the locking bolt can be supported in a manner rotatable about a swivel axis 3. The locking bolt mainly comprises a load arm 4 and a catch arm 5. An opening 6, which can be described as fork-shaped, extends between the load arm 4 and the catch arm 5. The opening simultaneously forms a recess in the locking bolt 1. Exemplarily, a lock catch is drawn into the opening 6, wherein the position of the lock catch 7 illustrates a position of the lock catch 7 in which the lock catch 7, for example in a main locking position of a locking mechanism, rests against the load arm 4.

[0028] A transition region 8 is provided between the load arm 4 and the catch arm 5, wherein in this embodiment a deflection 9 is provided in the locking bolt 1 in the transition region 8. Next to the deflection 9, an embossing structure 10 in the form of a press-in portion is configured in the locking bolt 1. The embossing structure 10 extends from an upper end 11 of the load arm 4 into the transition region 8. Here, the embossing structure 10 ends before the upper end 11 of the load arm 4.

[0029] The dotted line represents a plastic jacket 12, which can extend locally on the locking bolt 1. A recess 13 in the locking bolt 1 can serve to receive a Figure 2 A locking element 14 is shown exemplarily in the middle. If the locking bolt 1 according to Figure 1 The illustration in the middle shows the mutual cooperation of the lock catch 7 in the main locking position. A force F acts on the load arm 4, whereby the locking bolt 1 is loaded as a whole. Preferably in the case of the engagement of the locking claw with the locking element 14, the greatest load is generated in the transition region 8. If now also the case of an extreme load, for example an accident, is considered, a greater force F acts on the load arm 4, which is transmitted via the transition region 8 onto the catch arm and thus onto the locking element 14. In particular, a reinforcement and thus an increase in resistance can be carried out in the locking bolt by means of the profiled portion 15 in the end region 16. If the locking bolt has a first material thickness D, the end region 16 has a smaller material thickness d. Independently of the material thickness D, d of the metal component of the locking bolt 1, the locking bolt 1 in combination with the plastic jacket 12 can have a greater material thickness Md as a whole. That is to say, in the case that the plastic jacket 12 also extends on the metal base body of the locking bolt 1. The profiled portion 15 leads to a material reinforcement, so that greater forces can be withstood by means of the locking bolt 1. Thus, the metal base body of the locking bolt 1 can be configured with a smaller material thickness D as a whole, and the material thickness of this metal base body is for example 4.5 mm.

[0030] In the case of a Figure 2An alternative embodiment of the locking bolt 17 is likewise shown in a three-dimensional view and in a manner separate from the motor vehicle lock. On the one hand, the locking bolt 17 is shown, and on the other hand, the locking element 14 is shown, which is received in an oscillating manner in the locking bolt 17. The locking element can be moved in the direction of the arrow P in a manner that interacts with the locking claw. Alternatively, a spring element can also be used, which can position the locking element 14. Formed in the metal base body are the formations 18, 19, 20, 21. The formation 21 is configured as a stamping structure or as a stamping recess in the load arm 22 of the locking bolt 17 and extends from the load arm 22 up to the bearing point 23 of the locking bolt 17. The formations have been respectively configured by compacting the base body material around the bearing point 23 in the region of the opening 24 and in the end region 25. The partial formation of the locking bolt 17 can be achieved, for example, by means of stamping or punching and on one or both sides of the locking bolt 17.

[0031] In Figure 2 It can also be seen in that the locking element 14 has a material thickness d, which coincides with the material thickness d of the formation 20. Whereas the base body 26 of the locking bolt itself or of the locking bolt 17 has a greater material thickness D. The base body 26 can also be partially surrounded by a plastic jacket 27, wherein the plastic jacket 27 is only partially shown here in dotted lines.

[0032] Overall, a locking bolt or a locking mechanism having a higher rigidity and featuring a greater strength value can be provided in a motor vehicle by means of the structure of the locking mechanism components 1, 14, 17 according to the application. In particular, the following strength value can be achieved, which is comparable to the strength value of a locking bolt 1, 17 having a greater material thickness D even in the case of a locking bolt 1, 17 having a smaller material thickness D. Thus, in the locking mechanism, a strength that is adapted to a smaller material thickness can be provided with a lower material consumption and a smaller weight. In particular, the stamping structures 15, 18, 19, 20, 21 achieve a strength increase here, which can be advantageously integrated into the motor vehicle lock.

[0033] List of reference signs:

[0034] 1, 17 locking bolt

[0035] 2, 23 bore

[0036] 3 oscillation axis

[0037] 4, 22 load arm

[0038] 5 capture arm

[0039] 6, 24 opening

[0040] 7 catch

[0041] 8 transition region

[0042] 9 deflection

[0043] 10 indentation

[0044] 11 upper end

[0045] 12, 27 plastic jacket

[0046] 13 recess

[0047] 14 locking element

[0048] 15, 18, 19, 20, 21 shaped portion

[0049] 16, 25 end region

[0050] 26 base body

[0051] D, d, MD material thickness

[0052] P arrow

Claims

1. Motor vehicle lock, in particular electrically operable motor vehicle lock, having a locking mechanism, which comprises a locking bolt (1, 17) and at least one pawl, wherein The locking tongue (1, 17) can be locked in at least one locking position by means of the locking claw, wherein the locking tongue (1, 17) is configured with a first load arm (4, 22) which engages in the locked state with the strike (7) and a second capture arm (5) which engages during locking with the strike (7), the material thickness (d) in the end region (16, 25) of the load arm (4, 22) differing at least in one location from the locking tongue thickness (D) of the locking tongue (1, 17), characterized in that In the end region (16, 25) of the locking tongue (1, 17) there is received a locking element (14).

2. Motor vehicle lock according to claim 1, characterized in that The material thickness (d) present in the end region (16, 25) of the capture arm (5) has a material thickness (d) which is smaller compared to the material thickness (D) of the locking tongue (1, 17).

3. Motor vehicle lock according to claim 2, characterized in that The smaller thickness (d) can be realized by means of a forming process.

4. Motor vehicle lock according to claim 2 or 3, characterized in that The forming process is carried out on one or both sides of the locking tongue (1, 17).

5. Motor vehicle lock according to any one of claims 2 to 4, characterized in that The smaller thickness (d) is arranged at least locally around the locking element (14) and / or in the introduction region (6, 24) for the strike (27) and / or in the bearing point (2, 23) of the locking tongue (1, 17).

6. Motor vehicle lock according to any one of claims 2 to 5, characterized in that The material thickness (d) of the locking element (14) essentially coincides with, in particular is identical to, the smaller thickness (d) of the locking tongue (1, 17).

7. Motor vehicle lock according to any one of claims 2 to 6, characterized in that The material thickness (D) of the locking tongue (1, 17) is less than 5 mm, preferably 4.5 mm.

8. Motor vehicle lock according to any one of claims 1 to 7, characterized in that The locking element (14) is received in the locking tongue (1, 17) in a pivotable manner.

9. Motor vehicle lock according to any one of claims 1 to 8, characterized in that The locking element (14) can be at least locally supported in the plastic jacket (12, 27) of the locking tongue (1, 17).

10. Motor vehicle lock according to any one of claims 1 to 9, characterized in that In the locking tongue (1, 17) there is provided at least one formed part (21) in the form of a press-in recess (21).

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