Locking bolt receptacle of a motor vehicle lock with damping element

Abstract

Device (1) for a motor vehicle lock (2) with rotary latch (13) and locking pawl (14) comprising an end region (5) of a movement range of a component of the motor vehicle lock (2), which has at least one damping element (6) which can absorb a contact force (7) originating from the component, wherein the at least one damping element (6) has means for deflecting the contact force (7) and interacts with means for introducing a frictional force (8) towards the component, wherein the means for deflecting the contact force (7) comprise at least one pivot arm (9), characterized in that when the rotary latch (13) is rotated in the direction of the so-called "main detent" orin the so-called “overstroke position” this contact the swivel arm (9), whereby the swivel arm (9) is deflected about a pivot point, whereby the damping element (6) positioned at the other end of the swivel arm (9) is brought into contact with the contour of the rotary latch (13) immediately and / or with a time delay in order to generate a frictional force (8).

Description

[0001] The present invention relates to a device for a motor vehicle lock with a rotary latch and locking pawl, comprising an end region of a movement range of a component of the motor vehicle lock, which has at least one damping element. Furthermore, a method for operating a motor vehicle lock of the type described above is also described.

[0002] To reduce noise during lock / door closing, the locking bolt is moved with a bolt section in the lock entry jaw towards a damping element, e.g., located in the lock housing directly next to the rotary latch. The damping element is typically designed to absorb the force exerted by the movement of the locking bolt, in particular by storing the associated energy. Corresponding motor vehicle locks are known, among others, from DE 103 40 152 A1, DE 10 2004 031 266 A1, and US 2005 / 0062295 A1. However, this can potentially generate a considerable restoring force, resulting in an undesirably strong backward movement of the locking bolt or assisting the movement of the locking bolt when opening the motor vehicle door lock. Consequently, the locking bolt can be subjected to continuous stress during vehicle operation.Additionally, a considerable force may be required, for example, during a so-called "overtravel" movement, in which the rotary latch and thus also the locking bolt are moved further in the direction of the closing movement. Devices for motor vehicle locks with means for redirecting a contact force of an incoming locking bolt are known from DE 694 09 002 T2 and JP S47-26917U.

[0003] The object of the present invention is to at least partially solve the problems described with reference to the prior art. In particular, the energy generated upon contact between the locking bolt and the damping element (before rebound) is to be at least partially consumed or converted in another way, so that the engagement of the rotary latch into the "main detent" position can be achieved with a lower impact force and consequently with less noise than in the prior art.

[0004] These problems are solved according to the invention with a device according to the features of claim 1. A further advantageous embodiment of the invention is specified in the dependent claim 2. The invention is also explained and further specified in detail in the description, particularly in connection with the figures.

[0005] The device according to the invention for a motor vehicle lock with rotary latch and locking pawl comprises an end region of a movement range of a component of the motor vehicle lock, which has at least one damping element capable of absorbing a contact force emanating from the component. The at least one damping element has means for redirecting the contact force and interacts with means for introducing a frictional force towards the component. The means for redirecting the contact force comprise at least one pivot arm. According to the invention, when the rotary latch is rotated in the direction of the so-called "main detent" or the so-called "overtravel position," it contacts the pivot arm, thereby deflecting the pivot arm about a pivot point. Immediately and / or with a time delay, the damping element positioned at the other end of the pivot arm is brought into contact with the contour of the rotary latch to generate a frictional force.The motor vehicle lock mentioned here refers specifically to the lock of a motor vehicle door.

[0006] At least one damping element is provided in this end area. This damping element is designed to cushion and redirect an impact or contact of the component, and a suitable damping material may be required. The damping element's primary function is to ensure the quietest possible contact between the component and the end of its range of motion. Therefore, the damping element can be implemented in the contact area with one or more damping pads or similar devices.

[0007] In the device described here, the damping element is provided with means for redirecting the contact force. This means that the kinetic energy of the component is at least partially transferred to the damping element and redirected in a different direction, particularly an oblique or transverse one. This prevents, in particular, the generation of a precisely opposite restoring force. The means for redirecting the contact force can themselves be made of a damping or elastic material (such as that of a damping cushion), but it is also possible for them to be implemented with separate, rigid components.

[0008] Furthermore, means for introducing a frictional force towards the component are also provided. These means for introducing a frictional force are preferably made of a damping or elastic material (such as that of a damping pad). These interact regularly with the means for redirecting the contact force. For this purpose, the means for introducing a frictional force and the means for redirecting the contact force can be brought into contact with each other, at least temporarily. It is also possible for these two means to be moved relative to each other and / or separated from each other. Preferably, the two means are made of different materials or components.

[0009] According to the invention, the means for redirecting the contact force comprise at least one pivot arm. This is intended to express, in particular, that a lever mechanism is used to redirect the contact force directed in the closing movement of the component. A single pivot arm will usually suffice; however, it may be advantageous, for example, to provide two pivot arms that are moved simultaneously to ensure a symmetrical application of the frictional force to the component. Preferably, the pivot arm is designed to be at least as rigid as the damping element in the area of ​​contact force absorption.

[0010] The means for introducing a frictional force towards the component can be formed integrally with the at least one damping element in the contact area and arranged to be movable by means of means for redirecting the contact force. This means that the damping element has at least two distinct sections: a region into which the contact force is introduced, and a spaced-apart region with which the damping element acts on another part of the component and brakes it by means of the introduced frictional force. These two regions are connected to each other by a material bond (but in particular, not in a force-transmitting manner to a significant extent). A type of joint can be formed between these two regions of the damping element to compensate for the relative movement of the individual regions of the damping element (e.g., in the form of a soft (film) joint).In particular, in the case according to the invention where the means for deflecting the contact force comprise a pivot arm, the part of the damper element that serves to introduce the frictional force can be brought partially into contact with a section of the pivot arm.

[0011] In principle, at least one damping element can have at least one contact area that is movably arranged in the direction of the contact force. This means, in particular, that the damping element has both stationary and moving areas. The movement of the contact area affects a partial volume that extends across the entire cross-section of the damping element, thus going beyond, for example, the mere compression of a damping pad positioned there. The movement of the side of the damping element opposite the contact area for the contact force then leads, for example, to the movement of the means for deflecting the contact force. These, in turn, act on other parts of the damping element, thus generating the desired frictional force.

[0012] By rotating the rotary latch towards the so-called "main detent" or "overtravel position," it contacts the pivot arm according to the invention, thereby deflecting the pivot arm about a pivot point. Immediately and / or with a time delay, the damping element positioned at the other end of the pivot arm is brought into contact with the contour of the rotary latch to generate a frictional force. In this way, with a simple design, the energy generated upon contact between the component and the damping element (before rebound) can be at least partially consumed or converted, so that the rotary latch engages the "main detent" position with a lower impact force and is consequently quieter.

[0013] The device according to the invention enables a method for operating a motor vehicle lock with an end region of a movement range of a component of the motor vehicle lock, wherein the end region has at least one damping element, to be carried out, comprising at least the following steps: • a) Introducing the component into the end region with a first direction, • b) Contacting the component with the at least one damping element, thereby generating a contact force, • c) at least partially redirecting the contact force, • d) at least partially introducing the redirected contact force as a frictional force towards the component.

[0014] This method can be implemented with the device described herein according to the invention. Reference is made here to the related explanations. A preferred embodiment is one in which steps b), c), and / or d) occur at least partially in parallel. It is further preferred that the redirection of the contact force occurs such that a reciprocal contact force acts on the component perpendicular to the first direction, generating a corresponding lateral frictional force that opposes the movement of the component.

[0015] In this process, at least one contact area of ​​the damping element can be moved along the first direction during step b). This is intended to clarify that the contact area of ​​the damping element does not have a rigid support, but can also move (partially) in the first direction. This movement can then be used to generate a corresponding frictional force.

[0016] In this regard, it is particularly preferred that the corresponding frictional force is increased at least in a first phase of movement of the at least one contact area. This means that the frictional force or braking force is increased as the movement of the contact area increases. This phase of movement is located particularly in the initial time interval of the movement.

[0017] Furthermore, it is also possible that in a second phase of movement of at least one contact area, the frictional force is lower than in the first phase. This applies, for example, if the component (or its maximum diameter) has passed the point where the frictional force is applied.

[0018] Finally, the process can also be implemented such that, during the removal of the component from its end area, an inverse frictional force moves at least one damping element into a starting position. This utilizes the (slightly) greater force required to return the damping element to its initial position, shape, etc., so that the damping element functions similarly during the next closing operation. This ensures comfortable, quiet, and secure closing of the vehicle lock over a long period. Simultaneously, this reduces the energy exerted on the component during removal.

[0019] The device according to the invention is particularly useful in a motor vehicle or a motor vehicle lock provided therein.

[0020] The invention and its technical context will now be explained in more detail with reference to the figures. It should be noted that the illustrations shown in the figures depict particularly preferred embodiments, to which, however, this invention is not limited. The figures schematically show: Fig. 1: a first design variant of a motor vehicle lock, Fig. 2: a further illustration of a device according to the invention for a motor vehicle lock, Fig. 3: another view of device 1 Fig. 2 , Fig. 4: another design variant of a motor vehicle lock in the open state, Fig. 5: the vehicle lock Fig. 4 in the locked position Fig. 6: Another design variant of a motor vehicle lock in perspective view, Fig. 7: A top view of a motor vehicle lock as shown in Fig. 6, and Fig. 8: yet another variant of a motor vehicle lock.

[0021] Fig. Figure 1 illustrates an embodiment of a device 1 not according to the invention for a motor vehicle lock 2 of a motor vehicle 12. The locking bolt 4, which here has a substantially U-shaped profile, is visible. To lock the door, the locking bolt 4 penetrates the receptacle 3, this movement ultimately being stopped or locked by the rotary latch 13 and the locking pawl 14. A damping element 6 is provided in the end region 5 of the receptacle 3. When the locking bolt 4 penetrates far enough into the receptacle 3, it generates a contact force 7 that acts on the damping element 6. This actuates the means for redirecting the contact force, which here are designed as pivot arms 9 positioned on both sides and pivotably mounted. This compresses the sections of the damping element 6 shown above and below, generating the frictional force 8 towards the locking bolt 4.

[0022] The individual movements also emerge from the representation in Fig. 2. The locking bolt 4 is moved in the first direction 11, whereby contact with the damping element 6 in the area of ​​the contact area 10 generates a relative movement of the entire contact area 10 also in the first direction. This causes the pivot arms 9, which are located on the rear side of the contact area 10, to pivot about their respective pivot points 15. This results in a portion of the pivot arm 9, located on the other side of the pivot point 15, acting in a second direction 19 on a braking section 16 of the damping element 6. The force generated there, pointing in the second direction, leads to the frictional force 8, which ultimately impedes the movement of the locking bolt 4.

[0023] In such a one-piece design (the contact area and the braking area are made of the same damping material and connected to each other), it is preferred that a bearing section 18 of the damping element 6 is positioned essentially stationary relative to the vehicle lock 2, meaning, for example, that complete pivoting does not occur and no actual movement of the damping element takes place here. To compensate for the relative movement between the stationary bearing sections 18 of the damping element 6 and the movable contact area 10 of the damping element 6, correspondingly thin-walled deformation areas 17 are provided. These are easily deformable and can, in particular, compensate for the relative movement of these individual areas of the damping element 6 in the manner of a soft (film) joint. In the braking area 16, the damping element 6 preferably interacts directly with the locking bolt 4.It regularly features a (correspondingly one-piece formed) essentially abrasion-resistant surface, which thus generates the same frictional effects even with frequent use.

[0024] Fig. Figure 3 shows a side view of the device. Fig. 2 from the direction of the locking bolt 4. Particularly visible is the jaw-shaped damping element 6, with the upper and lower pivot arms 9 with their respective pivot points 15, as well as the braking areas 16 positioned between them and the central contact area 10. Preferably, the locking mechanism comprising a rotary latch 13 and a pawl 14 is positioned between the damping element 6 and the mounting plate for the locking bolt.

[0025] The quiet closing of the vehicle lock is achieved by at least partially redirecting the impact energy onto the damping element. This means that when the rotary latch rebounds, at least some of the impact energy is used to brake the locking bolt. This results in exceptionally quiet operation of the device. Additionally, the locking bolt is braked. As a result, the impact energy is converted into braking energy. Furthermore, the flexibility of the contact area allows for easy, low-force operation of the so-called "overtravel." This also reduces damping via the door seal. This reduces the force required for the locking bolt to engage the damping element, generates braking energy, and further reduces door damping.

[0026] According to the invention, such a brake is only designed on one side, so that a frictional force is generated only from one side transverse to the locking bar.

[0027] Such “single-arm” damping and braking devices originate from the Fig. 4 to Fig. Figure 8 illustrates the intended use according to the invention. The figures show (in the open or locked state) the positions of the rotary latch 13, the locking pawl 14, and the locking bolt 4, as well as their position relative to the lock plate 20, which can, for example, be part of the housing of a motor vehicle lock. When the rotary latch 13 rotates towards the so-called "main detent" or the so-called "overtravel position," it contacts the pivotally mounted pivot arm 9. This deflects the pivot arm 9 about the pivot point, whereby a damping pad positioned at the other end of the pivot arm is brought into contact with the contour of the rotary latch immediately and / or with a time delay to generate a frictional force 8. This allows the end position of the rotary latch 13 to be cushioned quietly. Fig. 4, Fig. 5 as well Fig. 6, Fig. 7 as well Fig. 8 differ essentially only in the design of the damping element 6 or the damping cushion 22. In the Fig. 4 and Fig. 5 the damping cushion 22 is designed such that it extends beyond the end of the swivel arm 9; this is in Fig. 8 is not the case. Regarding the Fig. 6 and Fig. Figure 7 shows that a penetration 21 is formed there, so that the damping cushion 22 is positively connected to the swivel arm. In addition, the damping or brake cushion can be glued and / or injection-molded (as in Fig. 8) be. 1 Device 2 Motor vehicle lock 3 recording 4 locking bolts 5 End area 6 damper element 7 Contact force 8 Friction force 9 swivel arm 10 Contact area 11 first direction 12 Motor vehicle 13 Rotary Trap 14 Locking pawl 15 Pivot point 16 Braking area 17 Deformation range 18 storage section 19 second direction 20 Lock plate 21 Penetration 22 cushioning pads

Claims

[1] Device (1) for a motor vehicle lock (2) with rotary latch (13) and locking pawl (14) comprising an end region (5) of a movement range of a component of the motor vehicle lock (2) which has at least one damping element (6) which can absorb a contact force (7) originating from the component, wherein the at least one damping element (6) has means for deflecting the contact force (7) and cooperates with means for introducing a frictional force (8) towards the component, wherein the means for deflecting the contact force (7) comprise at least one pivot arm (9), characterized bythat when the rotary latch (13) is rotated in the direction of the so-called "main detent" or the so-called "overtravel position", it contacts the pivot arm (9), thereby deflecting the pivot arm (9) about a pivot point, whereby the damping element (6) positioned at the other end of the pivot arm (9) is brought into contact with the contour of the rotary latch (13) immediately and / or with a time delay in order to generate a frictional force (8). [2] Motor vehicle (12) comprising a device (1) according to claim 1.

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