Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock with a locking mechanism (2), wherein the locking mechanism (2) comprises a latch (3) which, in the assembled state, interacts with a locking element, in particular a locking bolt, and a locking pawl (4), wherein the locking mechanism (2) can be brought into a closed state in which the latch (3) assumes a closed position and the locking pawl (4) locks the latch (3) in the closed position, wherein the motor vehicle lock (1) has a sensor (8) for detecting a normal lock state, in particular the closed state, wherein the sensor (8) detects a normal position of a lock component for detecting the normal lock state, wherein the lock component is spring-loaded by a spring (10), wherein in the event of a defect, in particular a breakage, of the spring (10), the motor vehicle lock (1) can assume a fault state instead of the normal lock state, which differs from the normal lock state.It is proposed that the center of mass (13) of the lock component is arranged such that, in the assembled state of the motor vehicle lock (1), the lock component assumes a fault position different from the normal position due to gravity, and that the sensor (8) detects the fault position of the lock component for detecting the fault condition.

Description

[0001] The present invention relates to a motor vehicle lock according to the preamble of claim 1, a use of a motor vehicle lock according to claim 9, a motor vehicle lock arrangement with a motor vehicle lock according to the preamble of claim 10, and a motor vehicle with a motor vehicle lock according to claim 11.

[0002] The motor vehicle lock in question is used for all types of locking elements of a motor vehicle. Such locking elements can include, for example, tailgates, trunk lids, hoods, cargo floor panels, but also doors, in particular side doors, rear doors, or sliding doors. In this respect, the term "locking element" is to be interpreted broadly.

[0003] The known prior art (DE 10 2020 115 879 A1), from which the invention is based, relates to a motor vehicle lock according to the preamble of claim 1.

[0004] Vehicle locks typically feature various springs that pre-tension different lock components, particularly the locking mechanism. Locking mechanism components are those that contribute to the actual locking function of the vehicle lock, specifically the latch and the pawl. The latch is often spring-tensioned in the opening direction, while the pawl(s) are spring-tensioned in the closing direction. This pre-tensioning can be direct or indirect.

[0005] Furthermore, motor vehicle locks often have sensors that detect various lock states in order to, for example, control auxiliary functions such as a closing aid or to indicate to a user that a locking element is only partially closed.

[0006] One problem is that a spring can break during the lifespan of a car lock. Depending on the spring and the lock's design, a spring defect can cause the lock to enter a false locked position. The lock then behaves externally like a functioning lock, but due to the lack of spring force, it can accidentally unlock itself when exposed to vibrations. This is particularly likely to happen if a spring that tensions the locking pawl fails. However, other spring defects should also be detected.

[0007] The invention is based on the problem of designing and further developing the known motor vehicle lock in such a way that further optimization is achieved with regard to the aforementioned problem.

[0008] The above problem is solved by the features of the characterizing part of claim 1.

[0009] The invention relates to a motor vehicle lock with a locking mechanism, wherein the locking mechanism comprises a latch which, in the assembled state, interacts with a locking element, in particular a locking bolt, and a locking pawl, wherein the locking mechanism can be brought into a closed state in which the latch assumes a closed position and the locking pawl locks the latch in the closed position, wherein the motor vehicle lock has a sensor for detecting a normal locking state, in particular the closed state, wherein the sensor for detecting the normal locking state detects a normal position of a lock component, wherein the lock component is spring-loaded by a spring, wherein the lock component in the normal locking state is brought into the normal position by the spring and / or is held in the normal position, wherein in the event of a defect, in particular breakage,The spring can cause the vehicle lock to enter a fault state instead of the normal locking state, which differs from the normal locking state.

[0010] The fundamental principle is that the positions of various lock components are detected by sensors, either directly or indirectly via the positions of other lock components, and that one of these lock components can be designed so that, due to gravity, it assumes a different position in the event of a spring failure than it should at a given moment. For this purpose, the center of mass of the lock component can be aligned so that the effect of gravity on the lock component counteracts the spring force. If the spring force is absent, the lock component receives an opposing "preload" from gravity and consequently behaves differently. This altered behavior can be detected in context, thus revealing the spring failure. This design is possible even during the construction of the vehicle lock, since its installation position in the assembled vehicle is usually known.

[0011] Specifically, it is proposed that the center of mass of the lock component is arranged such that, in the assembled state of the motor vehicle lock in the fault condition, the lock component assumes a fault position different from the normal position due to gravity, and that the sensor for detecting the fault condition detects the fault position of the lock component.

[0012] Preferably, the lock state is a locked state, and in particular a closed state. If the vehicle lock enters a false closed state undetected, in which the locking mechanism is engaged but can be opened due to vibrations or the like because of a defective spring, a safety risk exists. Preferably, the shifted center of gravity of the lock component ensures that the engaged locking mechanism appears to the sensor as an open vehicle lock (claim 2). The user can then receive a notification from the vehicle that the locking element is open, even though it appears to be closed, thus alerting them to the fault.

[0013] In a preferred embodiment according to claim 3, the lock component is a sensor lever that does not directly participate in the holding function of the locking mechanism. The holding force of the lock latch is therefore not transmitted through the sensor lever, but rather absorbed by one or more pawls. If the spring fails, the locking mechanism still withstands at least most loads. Simultaneously, the apparent locked state can be detected via the sensor lever, which is displaced due to gravity.

[0014] According to claim 4, the sensor lever can be provided to indirectly spring-load the locking pawl. The described advantages are particularly pronounced in this lock concept.

[0015] In the embodiments according to claim 5, it can either be provided that the locking pawl falls in due to gravity if the spring is defective, so that the motor vehicle lock nevertheless remains engaged and the locking element does not open directly in response to a breakage of the spring or the like, or that a false locking is completely prevented by balancing the locking pawl so that it does not fall in without the spring.

[0016] In an embodiment according to claim 6, the pawl is arranged above a guide jaw. In many pawls, the center of mass is positioned such that, when located above the latch, they collapse due to gravity, potentially creating the aforementioned false locking. An advantage of the arrangement above the guide jaw is that water and dust entering through the guide jaw less frequently reach the pawl. This can, in particular, prevent the pawl from freezing. In a further embodiment according to claim 6, the spring is arranged below the pawl, so that a fragment of the spring, in the event of spring breakage, does not jam the pawl.

[0017] A similar advantage arises in an embodiment according to claim 7, wherein a spring arm acting on the lock component is arranged below the pivot axis of the lock component. "Below" always refers to the assembled state.

[0018] In an embodiment according to claim 8, the centrifugal force is additionally used when closing the locking element to push the lock component into the fault position.

[0019] According to a further teaching according to claim 9, which has independent significance, a use of a proposed motor vehicle lock in an assembled state is claimed such that, in the assembled state, the lock component assumes the fault position due to gravity in the fault state.

[0020] Reference may be made to all statements concerning the proposed motor vehicle lock.

[0021] According to a further teaching as claimed in claim 10, which also has independent significance, a motor vehicle lock arrangement with a proposed motor vehicle lock is claimed. This arrangement includes a control unit.

[0022] It is essential that the control unit generates a signal in the fault condition that indicates an open locking element to the driver of the motor vehicle.

[0023] Reference may be made to all statements concerning the proposed motor vehicle lock and its proposed use.

[0024] According to a further teaching as per claim 11, which also has independent significance, a motor vehicle with a proposed motor vehicle lock is claimed.

[0025] Reference may be made to all statements concerning the proposed motor vehicle lock, its use and the proposed motor vehicle lock arrangement.

[0026] In the following, the invention is explained in more detail with reference to a drawing which merely represents exemplary embodiments. In the drawing, Fig. 1 a motor vehicle door (a)) with a proposed motor vehicle lock (b)), Fig. 2 the proposed motor vehicle lock in its normal locked state, here a closed state and Fig. 3 the proposed motor vehicle lock in the faulty state.

[0027] The embodiment shown in the figures, and which is preferred in this respect, relates to a motor vehicle lock 1 with a locking mechanism 2, wherein the locking mechanism 2 has, in the usual manner, a latch 3 which, in the assembled state, interacts with a locking element, in particular a locking bolt, and a locking pawl 4. In the assembled state, the motor vehicle lock 1 is, here and preferably, in a locking element 5 of a motor vehicle 6, here the one in Fig. The vehicle door shown in section 1 is mounted. The locking part (not shown) can slide into the vehicle lock 1 through the entry opening 7 shown.

[0028] The lock 2 is in a Fig. The locking state shown in Figure 2 can be brought into which the latch 3 assumes a closed position and the locking pawl 4 locks the latch 3 in the closed position. In this closed position, the latch 3 holds the locking part. The locking part can therefore only leave the vehicle lock 1 if the latch 3 is turned counterclockwise into an open position. This adjustment is made in Fig. 2, however, is prevented by the locking pawl 4.

[0029] The vehicle lock 1 has a sensor 8 for detecting a normal lock state, in particular the locked state. The locked state can be a main locked position or a pre-locked position. The term "normal lock state" refers to any lock state that can occur during normal use of the vehicle lock 1. The sensor 8 can be a Hall sensor, a reed sensor, or a microswitch. A microswitch is shown.

[0030] To detect the normal lock state, the sensor 8 detects a normal position of a lock component. Here, and preferably, this lock component is a sensor lever 9, which will be explained later. The lock component can also be part of the locking mechanism 2, in particular a locking pawl 4.

[0031] The lock component is spring-loaded by a spring 10. In the normal locked state, the lock component is brought into the normal position by the spring 10 and / or is held in the normal position by the spring 10. In this case, both are true. The sensor lever 9 is, as shown in Fig. Figure 2 shows a sensor lever 9, normally spring-loaded. Here, the spring 10 pushes the sensor lever 9 counterclockwise around its pivot axis 11 against the locking pawl 4. The sensor 8 shown here, preferably indirectly via the sensor lever 9, detects the position of the locking pawl 4. The spring 10 is preferably mounted on a lock latch pivot axis 12, resulting in a compact design for the vehicle lock 1. The direction of gravity is shown below in the figures. On the left in the Fig. 2 and Fig. 3 corresponds to the "rear" direction of the motor vehicle 6, as can be seen from the comparison of the Fig. 2 and Fig. 3 with the in Fig. 1 also shown inlet mouth 7 results.

[0032] In the event of a defect, particularly a break, of the spring 10, the vehicle lock 1 can enter a fault state that differs from the normal locked state. Here, and preferably, the locking pawl 4 does not have its own spring 10 and is only indirectly acted upon by the force of the spring 10 via the sensor lever 9. If this spring 10 breaks, the locking pawl 4 lacks spring tension. Since the spring 10 is located here, and preferably, above the lock latch 3 and has a center of gravity positioned such that the locking pawl 4 collapses due to gravity, the locking pawl 4 reaches the point where the locking element 5 closes, as shown in [reference missing]. Fig. Figure 3 shows that the lock retains its closed position even without spring 10. This has the advantage that the vehicle lock 1 does not open immediately if the spring breaks, thus increasing the safety of the occupants if spring 10 breaks while driving.

[0033] It is essential that the center of mass 13 of the lock component is arranged such that, in the assembled state of the vehicle lock 1, the lock component assumes a fault position different from the normal position due to gravity, and that the sensor 8 detects the fault position of the lock component. This fault position, here and preferably of the sensor lever 9, indicates Fig. 3. The center of mass 13 of the sensor lever 9 is schematically marked here. It lies to the right below the pivot axis 11 of the sensor lever 9, so that the sensor lever 9 moves due to gravity in the direction of the fault position. Fig. 3 falls. The fault position of the sensor lever 9 corresponds here, and preferably, to an open position of the sensor lever 9. Thus, the sensor 8 detects the false closing in Fig. 3 an open vehicle lock 1. This detection is usually displayed to the driver on the screen, thus alerting him that the vehicle lock 1 is defective despite the lock being closed.

[0034] The center of mass 13 can be relocated, for example, by appropriately designing a metal insert or an accumulation of plastic.

[0035] The term "lock state" refers to one of several possible functional states of the lock components. Lock states are always functionally distinct; tolerances and slightly different insertion depths of lock components do not automatically lead to different lock states as defined in this teaching. However, the absence of a planned spring force is sufficient to achieve a different lock state, specifically to transform the normal lock state into a fault state (false locking). The proposed teaching ensures that the fault state is also accompanied by a detectable difference in the position of the lock component compared to the normal lock state. Lock states are generally deterministic and can only be transitioned into one another via a few defined actuations. The transitions between lock states are therefore also deterministic.

[0036] As mentioned, it is preferably provided here that the normal lock state is a locked state, preferably that the normal lock state is a closed state, in particular a main closed state or a pre-lock state, and further preferably that in the fault state the sensor 8 detects an open state or a non-main closed state. Alternatively, the normal lock state can be an open state of the vehicle lock 1.

[0037] The figures show that, preferably in the closed position, the latch 3 is supported by the pawl 4, thus generating a holding force flow from the latch 3 to the pawl 4. The lock component is preferably a sensor lever 9, which is arranged outside the holding force flow between the latch 3 and the pawl 4. Preferably, in the fault state, the latch 3 and the pawl 4 assume their closed positions ( Fig. 3) In the fault state, the sensor lever 9 preferably assumes an open position in which the sensor 8 detects an open position of the locking mechanism 2, in particular the pawl 4.

[0038] Furthermore, it is preferably provided that the sensor lever 9 is directly spring-loaded by the spring 10 and preferably that the pawl 4 is indirectly spring-loaded via the sensor lever 9 by the spring 10.

[0039] If the spring 10 fails, the pawl 4 can fall into its closed position, preferably due to gravity. Alternatively, the center of mass 13 of the pawl 4 is conceivable such that, if the spring 10 fails, the pawl 4 falls into an open position due to gravity. Preferably, the locking component is then the pawl 4. For this to be the case, the center of mass of the pawl 4 would have to be moved to the left side of the pawl pivot axis 14.

[0040] Here, and preferably, it is provided that in the assembled state of the motor vehicle lock 1 the locking pawl 4 is arranged above an entry jaw 7, and / or that the spring 10 is arranged below the locking pawl 4 in the assembled state of the motor vehicle lock 1.

[0041] Furthermore, it is preferably provided that a spring arm 15 of the spring 10 acts on the lock component, in particular directly against it, and that the spring arm 15 is arranged below a pivot axis 11 of the lock component.

[0042] As in Fig. As can be seen in Figure 3, a fragment 16 of the spring arm 15 falls away from the pawl pivot axis 14 and the pivot axis 11 of the sensor lever 9, thereby reducing the probability of jamming.

[0043] It is also conceivable and illustrated that the center of mass 13 of the lock component is arranged in the assembled state such that, in the event of a fault, closing the locking element 5 forces the lock component towards the fault position due to centrifugal force. This increases the probability that the lock component will actually assume the fault position.

[0044] According to a further teaching, it is proposed to use a proposed motor vehicle lock 1 in an assembled state such that, in the assembled state, the lock component assumes the fault position due to gravity in the fault state.

[0045] Reference may be made to all statements concerning the proposed motor vehicle lock 1.

[0046] According to a further teaching, a motor vehicle lock arrangement 17 with a proposed motor vehicle lock 1 is proposed, wherein the motor vehicle lock arrangement 17 has a control 18.

[0047] Essentially, according to this further teaching, the control unit 18 generates a signal in the fault state that indicates to a driver of the motor vehicle 6 that a locking element 5 is open.

[0048] Reference may be made to all statements concerning the proposed motor vehicle lock 1 and its proposed use.

[0049] According to a further teaching, a motor vehicle 6 with a proposed motor vehicle lock 1 is proposed. The motor vehicle 6 can also have the motor vehicle lock assembly 17. In that case, the motor vehicle lock 1 is part of this motor vehicle lock assembly 17.

[0050] Reference may be made to all statements concerning the proposed motor vehicle lock 1, the proposed use and the proposed motor vehicle lock arrangement 17. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2020 115 879 A1

[0003]

Claims

[1] Motor vehicle lock with a locking mechanism (2), wherein the locking mechanism (2) has a lock latch (3), which in the assembled state interacts with a locking part, in particular a striker, and a pawl (4), wherein the locking mechanism (2) can be brought into a closed state in which the lock latch (3) assumes a closed position and the pawl (4) locks the lock latch (3) in the closed position, wherein the motor vehicle lock (1) has a sensor (8) for detecting a normal locking state, in particular the closed state, wherein the sensor (8) detects a normal position of a lock component for detecting the normal locking state, wherein the lock component is spring-biased by a spring (10), wherein the lock component in the normal locking state has been brought into the normal position by the spring (10) and / or is held in the normal position, wherein in the event of a defect, in particular breakage, of the spring (10), the motor vehicle lock (1) can assume a fault state which differs from the normal lock state instead of the normal lock state, characterized by , that the center of mass (13) of the lock component is arranged such that in the assembled state of the motor vehicle lock (1) in the fault state the lock component assumes a fault position different from the normal position due to gravity, and that the sensor (8) for detecting the fault state detects the fault position of the lock component. [2] Motor vehicle lock according to claim 1, characterized by that the normal lock state is a locking state, preferably that the normal lock state is a locking state, in particular a main locking state or a pre-locking state, further preferably that in the error state the sensor (8) detects an open state or a non-main locking state. [3] Motor vehicle lock according to claim 1 or 2, characterized by that in the closed position the lock latch (3) is supported by the pawl (4) and thus generates a holding force flow from the lock latch (3) to the pawl (4), that the lock component is a sensor lever (9), that the sensor lever (9) is arranged outside the holding force flow between the lock latch (3) and the pawl (4), preferably that in the fault state the lock latch (3) and the pawl (4) assume their closed positions, further preferably that the sensor lever (9) assumes an open position in which the sensor (8) detects an open position of the locking mechanism (2), in particular of the pawl (4). [4] Motor vehicle lock according to claim 3, characterized by that the sensor lever (9) is directly spring-loaded by the spring (10), preferably that the locking pawl (4) is indirectly spring-loaded via the sensor lever (9) by the spring (10). [5] Motor vehicle lock according to one of the preceding claims, characterized by that in the event of a defect in the spring (10) the pawl (4) can fall into its closed position due to gravity, or that the center of gravity (13) of the pawl (4) is arranged such that in the event of a defect in the spring (10) the pawl (4) falls into an open position due to gravity, preferably that the lock component is the pawl (4). [6] Motor vehicle lock according to one of the preceding claims, characterized by that in the assembled state of the motor vehicle lock (1) the pawl (4) is arranged above an inlet mouth (7), and / or that the spring (10) is arranged below the pawl (4) in the assembled state of the motor vehicle lock (1). [7] Motor vehicle lock according to one of the preceding claims, characterized bythat a spring arm (15) of the spring (10) acts on the lock component, in particular lies directly against it, that the spring arm (15) is arranged below a pivot axis (11) of the lock component. [8] Motor vehicle lock according to one of the preceding claims, characterized by , the center of mass (13) of the lock component in the assembled state is arranged such that in the fault state, closing of the locking element (5) pushes the lock component in the direction of the fault position due to centrifugal force. [9] Use of a motor vehicle lock (1) according to one of the preceding claims in an assembled state, such that in the assembled state in the fault state the lock component assumes the fault position due to gravity. [10] Motor vehicle lock arrangement with a motor vehicle lock (1) according to one of the preceding claims, wherein the motor vehicle lock arrangement (17) has a control (18), characterized bythat the control (18) generates a signal in the error state which indicates an open closure element (5) to a driver of the motor vehicle (6). [11] Motor vehicle with a motor vehicle lock (1) according to one of claims 1 to 8.

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