Motor vehicle lock for closure element of motor vehicle

Abstract

The invention relates to a motor vehicle lock for a closure element (2) of a motor vehicle, the motor vehicle lock (1) comprising a lock catch (3) and a locking pawl system (4), the locking pawl system (4) having a locking lever (7) which can be pivoted about a geometric locking lever axis (6), the motor vehicle lock (1) having an actuating lever (8), the motor vehicle lock (1) having a motorized actuation drive (10), the actuating drive has a drive shaft (12) which can be pivoted coaxially with the locking lever (7) about a geometric drive shaft axis (11), and wherein a coaxial coupling (13) is arranged between the drive shaft (12) and the locking lever (7) in order to produce a motorized opening actuation of the locking lever (7). According to the invention, the coaxial coupling (13) between the drive shaft (12) and the locking lever (7) has a free-running coupling (14).

Description

Technical Field

[0001] The present invention relates to a motor vehicle lock for a motor vehicle as described in the preamble of claim 1. Background Technology

[0002] The prior art upon which this invention is based (EP 4 284 991 A1) relates to a vehicle lock as described in the preamble of claim 1. Known vehicle locks have a latch and a locking pawl system associated with the latch. The function of the locking pawl system is to lock the latch in the closed state and to release the latch. This release of the latch is followed by an opening operation of the locking lever of the locking pawl system. The opening operation of the locking lever can be performed manually by means of a lever and mechanically by means of a drive shaft torsionally connected to the locking lever by means of an actuator.

[0003] A known drawback of vehicle locks is that manual unlocking always involves pivoting of the drive shaft. Depending on the design of the actuator, manual unlocking can cause the entire drivetrain to reverse. This results in increased manual unlocking force and consequently limited operational comfort. Summary of the Invention

[0004] The problem upon which this invention is based is to design and improve known vehicle locks so as to increase the ease of operation in manual opening with less construction cost.

[0005] The above problem is solved by the features of the feature portion of claim 1.

[0006] The most important fundamental consideration is that the disengagement of the drive shaft and locking lever by means of a free-moving portion allows for both motorized and manual operation. This free-moving experience is linked to manual operation, ensuring that manual operation does not produce a reaction force on the drive shaft. This means that manual operation does not require the reverse drive of the entire drive system, which incurs associated force consumption.

[0007] Specifically, the coaxial connector between the drive shaft and the locking lever has a free-running connector, such that at least part of the manual opening operation of the locking lever is accompanied by a free-running experience, thereby having no reaction force on the drive shaft and the operating actuator. Therefore, the connection between the locking lever and the drive shaft is used to achieve the proposed free-running. This can be achieved with particularly simple construction and no additional parts, and is exceptionally compact in terms of structural space technology.

[0008] Claim 2 describes a solution that is particularly simple in construction, wherein the drive profile of the drive shaft interacts with the actuation profile of the locking lever, thereby achieving both actuation of the locking lever and, as suggested, free movement. The term "profile" here refers to a surface surrounding the axis of the locking lever or the axis of the drive shaft, having an outer (outer profile) or inner (inner profile).

[0009] In a further preferred design according to claim 3, a constructionally simple and particularly compact arrangement is produced in such a way that one profile extends into or protrudes through another profile.

[0010] In a further preferred embodiment according to claim 4, the interaction between the drive contour section and the driving contour section is responsible for the driving of the locking lever via the drive shaft. Here, it is further preferred according to claim 5 that a gap is provided between the drive contour section and the driving contour section, which allows free movement between the drive shaft and the locking lever. Free movement is almost impossible to achieve more easily.

[0011] Furthermore, in a further preferred embodiment according to claim 6, the drive bearing profile section and the driving bearing profile section together constitute the pivot bearing between the drive shaft and the locking rod, thereby enabling the interaction between the drive profile and the driving profile to serve a dual function. This results in a reduction in the required components and a particularly compact overall design.

[0012] According to another preferred design of claim 7, the locking lever is used as a support for the latch via a transmission system. With a properly designed transmission system, the support force required for the support can be greatly reduced, and therefore the operating force required to operate the locking lever can be greatly reduced.

[0013] One particularly effective structural implementation for a drive system is a drive system equipped with a first knee-joint assembly (claim 8) and a second knee-joint assembly (claims 9 and 10).

[0014] Claim 11 relates to a particularly advantageous structural arrangement for a motor vehicle lock, in which the drive shaft protrudes through a partition wall that provides separation between wet and dry compartments. The preferred, sealed insertion opening required for this purpose can be implemented with particular simplicity in construction. Attached Figure Description

[0015] The invention will now be explained in more detail with reference to the accompanying drawings, which only present embodiments. In the drawings:

[0016] Figure 1 a) A perspective view from the oblique front and b) a perspective view from the oblique rear show the proposed motor vehicle lock.

[0017] Figure 2 The previous view showed the data in the off state. Figure 1 Motor vehicle locks

[0018] Figure 3 The following is shown at the end of a) maneuver and b) manual opening of the control. Figure 2 Motor vehicle locks

[0019] Figure 4 The exploded diagram shows the results based on Figure 1 Motor vehicle locks. Detailed Implementation

[0020] The preferred embodiment shown in the figure relates to a vehicle lock 1 for a closure element 2 of a motor vehicle, the vehicle lock being in Figure 1 In the assembly state and Figure 4 The image is shown exploded in its disassembled state. The vehicle lock 1 has a latch 3 and a lock in the closed state (…). Figure 2 ) Locking latch 3 is in the open state ( Figure 3 The locking pawl system 4 releases the latch 3. In the closed state, the latch 3 is normally engaged with the closing component (here, the closing bracket 5), wherein the closing component is held in the closed state by means of the locking force exerted on the latch 3 by the locking pawl system 4.

[0021] The locking pawl system 4 has a locking lever 7 that is pivotable about a geometric locking lever axis 6, which is in the locked position ( Figure 2 ) to release position ( Figure 3 The opening operation in the lock causes the latch 3 to be released, and thus causes the vehicle lock 1 to change from the closed state to the open state.

[0022] The proposed vehicle lock 1 can be opened both manually and mechanically. Accordingly, the vehicle lock 1 has a lever 8 that interacts with a locking lever 7 to produce a manual opening operation of the locking lever 7. For this purpose, the lever 8 has an operating arm that can interact with the driving arm of the locking lever 7 to perform the manual opening operation. The lever 8 is pivotable about a lever axis 9. In the assembled state, the lever 8 is preferably connected to the door handle via a Bowden cable for opening operation.

[0023] On the other hand, the vehicle lock 1 is equipped with a motorized operating actuator 10, which has a drive shaft 12 that is pivotable about a geometric drive shaft axis 11 coaxial with the locking lever 7. A coaxial connector 13 is provided between the drive shaft 12 and the locking lever 7 to generate a motorized opening operation of the locking lever 7. Currently, the term "coaxial" means that the geometric drive shaft axis 11 and the geometric locking lever axis 6 are oriented coaxially with each other.

[0024] Importantly, the coaxial connector 13 between the drive shaft 12 and the locking lever 7 has a free-running connector 14, such that at least a portion, preferably the entire opening movement of the locking lever 7 is accompanied by a free-running experience, and thus there is no reaction on the drive shaft 12 and the operating actuator 10. The manual opening operation and therefore the free-running experience arise from… Figures 2 to 3 The transformation of b is derived. In Figure 2 In this manual opening operation, the locking lever 7 pivots clockwise in return, a pivot caused by the operating lever 8. The term "no reaction" means that the positions of the drive shaft 12 and the operating actuator 10 are unaffected by the manual opening operation. Nevertheless, it is suggested that during the manual opening operation, frictional forces may act on the drive shaft 12 and / or the operating actuator 10, but these frictional forces will not affect the positions of the drive shaft 12 and / or the operating actuator 10.

[0025] Furthermore, it is preferably configured here that the drive shaft 12 has a drive profile 15 and the locking lever 7 has a driving profile 16, and the drive profile 15 interacts with the driving profile 16 in such a way that, on the one hand, the locking lever 7 is driven by the drive shaft 12 to generate a motorized opening operation, and on the other hand, it allows for (preferably limited within the pivot angle range) pivoting between the drive shaft 12 and the locking lever 7 to provide free operation of the free-running coupling 14. As can be seen from... Figure 2 As can be seen from the illustration, the driving profile 15 and the driving profile 16 are preferably formed with a gap in their shape fit.

[0026] Furthermore, and preferably here, one of the drive contour 15 and the driving contour 16 has an outer contour 17, and the other of the drive contour 15 and the driving contour 16 has an inner contour 18, with the inner contour 18 extending into the outer contour 17. In the presented and, in this regard, preferred embodiment, the drive contour 15 is thus positioned such that the drive contour 15 has an outer contour 17 and the driving contour 16 has an inner contour 18. Alternatively or additionally, the drive contour 15 may be configured to protrude through the driving contour 16, as shown here.

[0027] Various advantageous variations are conceivable for the aforementioned shape fit with gaps. Here, and preferably, the drive profile 15 has at least one drive profile segment 19 that differs from a circular shape in cross-section (preferably radial), and the drive profile 16 has at least one drive profile segment 20 that differs from a circular shape in cross-section (preferably radial). Here, the drive profile segment 19 and the drive profile segment 20 are arranged to interact with each other to drive the locking lever 7 via the drive shaft 12, thus generating a motorized opening operation. Figure 3 a).

[0028] Furthermore, it is preferably configured such that a gap is provided between the drive profile section 19 and the driving profile section 20 regarding the pivotal movement between the drive shaft 12 and the locking lever 7, this gap allowing free movement between the drive shaft 12 and the locking lever 7. This is from Figure 3 a) and Figure 3 This is derived from the overview in b).

[0029] The pivot support portion of the locking lever 7 is of interest here, and is to some extent part of the coaxial connector 13. The drive profile 15 here and preferably has at least one drive bearing profile segment 21 that is circular in cross-section, and the drive profile 16 here and preferably has at least one drive bearing profile segment 22 that is circular in cross-section, the drive bearing profile segment and the drive bearing profile segment together forming a pivot bearing between the drive shaft 12 and the locking lever 7. Generally, it is advantageously arranged here that the locking lever 7 is pivotally supported on the drive shaft 12.

[0030] Numerous advantageous variations are conceivable for implementing the locking pawl system 4. Preferably, the locking pawl system 4 is configured such that the locking pawl 23 interacts with the latch 3 in the closed state of the vehicle lock 1 to lock the latch 3.

[0031] More preferably, the locking lever 7 is used to support the locking force acting on the latch 3 in the closed state. Accordingly, the locking pawl system 4 has a transmission system 24 between the locking pawl 23 and the locking lever 7, such that the latch 3, in the closed state, is supported by the locking pawl 23 and the transmission system 24 at the locking lever 7 in the locked position. For this purpose, the locking lever 7 has a locking profile 25 that engages with the rest of the locking pawl system 4 to support the locking force. Figure 3 As shown, during the opening operation, the locking profile 25 disengages from the supporting engagement of the remaining locking pawl system 4 by the pivoting of the locking lever 7.

[0032] according to Figure 2 The illustration best shows another preferred configuration of the locking pawl system 4. Accordingly, the transmission system 24 has a carrier pawl 27 pivotable about a geometric carrier pawl axis 26, wherein a locking pawl 23 is pivotally supported on the carrier pawl 27 about a geometric locking pawl axis 28, thereby forming a first knee-joint assembly 29. Here, in the closed state, the engagement portion of the locking pawl 23 at the latch 3 forms the pivot axis of the first knee-joint assembly 29. Another pivot axis of the first knee-joint assembly 29 forms the carrier pawl axis 26 of the carrier pawl 27. The knee joint of the first knee-joint assembly 29 forms the locking pawl axis 28.

[0033] Figure 2 and Figure 3 The overview further shows that the transmission system 24 has a second knee-type assembly 30, which is connected here and preferably at the locking pawl axis 28 to the first knee-type assembly 29. The second knee-type assembly 30 is formed by a drive rod 31 (hinged at the locking pawl axis 28) and a guide rod 32 (pivotable about a guide rod axis 33). The guide rod 32 and the drive rod 31 are connected to each other via a geometric functional axis 34. The locking pawl axis 28, the guide rod axis 33, and the functional axis 34 are associated with the second knee-type assembly 30, wherein the functional axis 34 provides the knee of the second knee-type assembly 30.

[0034] Here, more preferably, the locking lever 7 interacts with the knee joint of the second knee joint assembly 30 via the first knee joint assembly 29 and the second knee joint assembly 30 to support the latch 3 in the closed state. For this purpose, as mentioned above, the locking lever 7 has a locking profile 25, which here and preferably in the region of the functional axis 34 interacts with the remaining locking pawl system 4.

[0035] It should be noted that the locking axis 35 is neither part of the first knee-type assembly 29 nor part of the second knee-type assembly 30. The locking axis 35 is arranged away from all pivot axes associated with the first knee-type assembly 29 and the second knee-type assembly 30.

[0036] Furthermore, it is preferably configured such that the transition of the vehicle lock 1 from the closed state to the open state is accompanied by bending of not only the first knee-type component 29 but also the second knee-type component 30. Preferably, this is such that during the transition of the vehicle lock 1 from the closed state to the open state, neither the first knee-type component 29 nor the second knee-type component 30 experiences a corresponding dead point.

[0037] Finally, and preferably here, the vehicle lock 1 has a wet chamber 36 and a dry chamber 37, which are separated from each other by a partition wall 38 having a through-hole 39, through which the drive shaft 12 (preferably in a manner that seals against moisture penetration) protrudes. Here, the drive shaft 12 also serves the additional function of providing the through-hole 39.

Claims

1. A motor vehicle lock for use as a sealing element (2) in a motor vehicle, wherein, The vehicle lock (1) has a latch (3) and a locking pawl system (4) that locks the latch (3) in the closed state and releases the latch (3) in the open state. The locking pawl system (4) has a locking lever (7) pivotable about a geometric locking lever axis (6). An opening operation of the locking lever from the locked position to the released position causes the latch (3) to be released, and thus causes the vehicle lock (1) to transition from the closed state to the open state. The vehicle lock (1) has a joystick (8) that interacts with the locking lever (7) to produce a manual opening operation of the locking lever (7). The vehicle lock (1) also has a motorized actuator (10) having a drive shaft (12) pivotable coaxially with the locking lever (7) about a geometric drive shaft axis (11). A coaxial connector (13) is provided between the drive shaft (12) and the locking lever (7) to produce the motorized opening operation of the locking lever (7). Its features are, The coaxial connector (13) between the drive shaft (12) and the locking lever (7) has a free-running connector (14), such that at least part of the manual opening operation of the locking lever (7) is accompanied by a free-running experience, and thus has no reaction on the drive shaft (12) and the operating actuator (10).

2. The motor vehicle lock according to claim 1, characterized in that, The drive shaft (12) has a drive profile (15) and the locking lever (7) has a drive profile (16), and the drive profile (15) interacts with the drive profile (16) such that, on the one hand, the locking lever (7) is driven by the drive shaft (12) to generate a motorized opening operation, and on the other hand, the drive shaft (12) and the locking lever (7) are preferably limited to pivoting within a pivot angle range to provide free operation of the free-running coupling (14). Preferably, the drive profile (15) and the drive profile (16) are configured to have a shape fit with a gap for this purpose.

3. The motor vehicle lock according to claim 1 or 2, characterized in that, One of the drive contour (15) and the driving contour (16) has an outer contour (17) and the other of the drive contour (15) and the driving contour (16) has an inner contour (18), and the inner contour (18) extends into the outer contour (17) and / or the inner contour (18) protrudes through the outer contour (17).

4. The motor vehicle lock according to any one of the preceding claims, characterized in that, The drive profile (15) has at least one drive profile segment (19) that is different from a circular shape in cross-section, preferably radial, and the drive profile (16) has at least one drive profile segment (20) that is different from a circular shape in cross-section, preferably radial, the drive profile segment and the drive profile segment interact with each other to drive the locking lever (7) via the drive shaft (12) and thus generate the motorized opening operation.

5. The motor vehicle lock according to any one of the preceding claims, characterized in that, Between the drive profile section (19) and the driving profile section (20), a gap is provided regarding the pivotal movement between the drive shaft (12) and the locking rod (7), the gap allowing free movement between the drive shaft (12) and the locking rod (7).

6. The motor vehicle lock according to any one of the preceding claims, characterized in that, The drive profile (15) has at least one drive bearing profile segment (21) that is circular in cross-section, and the drive profile (16) has at least one drive bearing profile segment (22) that is circular in cross-section. The drive bearing profile segment and the drive bearing profile segment together form a pivot bearing between the drive shaft (12) and the locking rod (7).

7. The motor vehicle lock according to any one of the preceding claims, characterized in that, The locking pawl system (4) has a locking pawl (23), and the locking pawl (23) interacts with the latch (3) in the closed state of the vehicle lock (1) to lock the latch (3). Preferably, the locking pawl system (4) has a transmission system (24) between the locking pawl (23) and the locking lever (7), such that the latch (3) is supported at the locking lever (7) in the locked position via the locking pawl (23) and the transmission system (24) in the closed state.

8. The motor vehicle lock according to any one of the preceding claims, characterized in that, The transmission system (24) has a carrier pawl (27) that is pivotable about a geometric carrier pawl axis (26), and a locking pawl (23) that is pivotally supported on the carrier pawl (27) about a geometric locking pawl axis (28), such that the carrier pawl (27) and the locking pawl (23) constitute a first knee joint assembly (29).

9. The motor vehicle lock according to any one of the preceding claims, characterized in that, The transmission system (24) has a second knee joint assembly (30) connected to the first knee joint assembly (29), and the locking rod (7) interacts with the knee joint of the second knee joint assembly (30) via the first knee joint assembly (29) and the second knee joint assembly (30) to support the latch (3) in the closed state.

10. The motor vehicle lock according to any one of the preceding claims, characterized in that, The transition of the vehicle lock (1) from the closed state to the open state is accompanied by bending of not only the first knee joint component (29) but also the second knee joint component (30). Preferably, during the transition of the vehicle lock (1) from the closed state to the open state, neither the first knee joint component (29) nor the second knee joint component (30) experiences a corresponding dead point.

11. The motor vehicle lock according to any one of the preceding claims, characterized in that, The vehicle lock (1) has a wet chamber (36) and a dry chamber (37) separated from each other by a partition wall (38) having a through opening (39), and the drive shaft (12) preferably protrudes through the through opening (39) in a manner that seals against moisture penetration.

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