Motor vehicle lock arrangement for a locking element of a motor vehicle

Abstract

The invention relates to a motor vehicle lock arrangement for a locking element (2) of a motor vehicle (3) with a motor vehicle lock (4), wherein the motor vehicle lock (4) has a latch (6) and a locking pawl (7) associated with the latch (6) for locking the latch (6) in a closed position, wherein the motor vehicle lock (4) has an electric motor (8) for adjusting a functional element (9), wherein the motor (8) can be actuated in a first direction of rotation (10) and a second direction of rotation (11) to adjust the functional element (9), wherein a first drive train (13) is arranged between the motor (8) and the functional element (9), wherein the motor (8) actuates the first drive train (13) when rotating in the first direction of rotation (10) to adjust the functional element (9), wherein a second drive train (14) is arranged between the motor (8) and the functional element (9).which is at least partially different from the first drive train (13), wherein the motor (8), during rotation in the second direction of rotation (11), actuates the second drive train (14) to adjust the functional element (9). It is proposed that of the first and second drive trains (14), only the second drive train (14) has a flexible traction element (15).

Description

[0001] The present invention relates to a motor vehicle lock arrangement for a locking element of a motor vehicle according to the preamble of claim 1 and to a motor vehicle lock for a locking element of a motor vehicle according to the preamble of claim 13.

[0002] The term "closing element" is to be interpreted broadly in this context. It includes, for example, a tailgate, trunk lid, hood, side door, cargo door, window, sunroof, or similar components of a motor vehicle. The following discussion focuses on the application of this term to the adjustment mechanism of a motor vehicle's side door.

[0003] Electric locks have been known for some time; unlike conventional vehicle locks, they are opened by a motor and not, or only as a backup, mechanically via the door handle. These electric locks are designed to open in virtually any position. This is particularly advantageous when it eliminates the need for mechanical redundancy. However, this requirement becomes problematic if the associated locking element is frozen or warped, the latter of which can occur, for example, in a crash, when reliable opening of the vehicle lock is crucial. Therefore, various force-assisted opening mechanisms are known that provide increased opening force, either once or repeatedly.

[0004] A known prior art, from which the invention is based, relates to a motor vehicle lock arrangement according to the preamble of claim 1. It is known to use two directions of rotation of a motor to implement normal opening and force opening. Different gear ratios can be provided for this purpose, depending on the direction of rotation. Flexible pull cords in motor vehicle locks are also known in principle. These are versatile and inexpensive, but depending on the application, they can break under frequent stress or require complex tear-resistant designs. Depending on the design of the motor vehicle lock, operation via a flexible pull cord is also slower.

[0005] It is a challenge to flexibly adjust a functional element in two directions with regard to the design of the vehicle lock.

[0006] The invention is based on the problem of designing and further developing the known motor vehicle lock arrangement in such a way that further optimization is achieved with regard to the aforementioned challenge.

[0007] The above problem is solved by the features of the characterizing part of claim 1.

[0008] The essential consideration is that a flexible traction element can be combined with a rigid drive train in order to exploit the advantages of both the flexible traction element and the rigid drive train, depending on the direction of rotation of the motor.

[0009] Specifically, it is proposed that of the first and second drive trains, only the second drive train should have a flexible traction element.

[0010] In a particularly preferred embodiment according to claim 2, the functional element is a pawl. The two directions of rotation can then be assigned to opening and force opening, resulting in several advantages. If normal opening is performed via a rigid drive train, the normal opening process is usually completed quickly. In particular, it is not necessary to first tighten a flexible cable before force is transmitted. For force opening, on the other hand, a flexible cable can be used, which is therefore only used infrequently and thus does not need to be designed for many load cycles. In addition, a flexible cable can compensate for high tolerances and can be routed almost arbitrarily within the vehicle lock, even around corners.The fact that the flexible pull cord can slow down the opening process due to larger tolerances and potential temperature dependencies is actually an advantage when applying force to open the door. Furthermore, the flexible pull cord, as part of a block and tackle system, can conveniently provide a gear ratio.

[0011] Claim 3 relates to further embodiments of the preferred force-opening mechanism.

[0012] A failure of the normal opening process can be detected by the control unit, whereupon it triggers the force opening (claim 4).

[0013] Claim 5 specifies a compact embodiment in which the drive trains are controlled from a common rotating element. According to claim 6, an actuating contour, particularly on the rotating element, can be provided for the first drive train, which acts directly on the pawl or a release lever. According to claim 7, the flexible traction element can be attached, particularly directly, to the rotating element.

[0014] To keep the number of load cycles low, it can be provided according to claim 8 that the flexible traction element is not adjusted during normal opening.

[0015] By wrapping the flexible traction element around the axis of the rotating element, a high tensile force is provided due to the small radius (claim 9).

[0016] An end stop can be efficiently implemented for both directions of rotation together, in particular via the actuation contour (claim 10).

[0017] The flexible tensioning element can be pre-tensioned via a spring element to obtain a controlled position and fewer tolerances (claim 11).

[0018] Claim 12 relates to preferred forces acting on the lock latch before an adjustment operation fails.

[0019] According to a further teaching as per claim 13, which has independent significance, a motor vehicle lock is claimed for a locking element of a motor vehicle.

[0020] It is essential that of the first and second drive trains, only the second drive train has a flexible traction element.

[0021] Reference may be made to all statements regarding the proposed motor vehicle lock arrangement.

[0022] The invention will now be explained in more detail with reference to a drawing that illustrates only one embodiment. The drawing shows Fig. 1 a) a motor vehicle with motor vehicle locks and b) a motor vehicle lock with the essential components for explanation in a main locked position, Fig. 2 a) the motor vehicle lock towards the end of a lifting of the locking pawl by a rotation of the motor in the first direction of rotation and b) an open motor vehicle lock with the motor in a neutral position and Fig. 3 a) the motor vehicle lock during the lifting of the locking pawl by a rotation of the motor in the second direction of rotation and b) the motor vehicle lock towards the end of the lifting by a rotation of the motor in the second direction of rotation.

[0023] The embodiment shown in the figures, which is the preferred embodiment in this respect, relates to a motor vehicle lock assembly 1 for a locking element 2 of a motor vehicle 3. The motor vehicle lock assembly 1 is equipped with a motor vehicle lock 4. Regarding the term "locking element" 2, reference is made to the introduction. Fig. Figure 1a) shows a motor vehicle 3 with several motor vehicle locks 4. The locking element 2 is preferably a side door.

[0024] The motor vehicle lock 4 has a latch 6, which here and preferably interacts with a locking part 5, and a locking pawl 7 associated with the latch 6 for locking the latch 6 in a closed position. Fig. Figure 1b) shows such a closed position, specifically a main closed position. The locking pawl 7 assumes a locked position when the latch 6 assumes the closed position. It is therefore in Fig. 1b) It can be seen that the latch 6 secures the locking element 5 against rotation, here to the right, thus keeping the locking element 2 closed. The locking pawl 7, in turn, secures the latch 6 against pivoting, here clockwise, which would release the locking element 5. If the locking pawl 7 is disengaged, here clockwise, it releases the latch 6, which then releases the locking element 5.

[0025] The vehicle lock 4 has an electric motor 8 for adjusting a functional element 9. The motor 8 can be actuated in a first rotational direction 10 and a second rotational direction 11 to adjust the functional element 9. The motor 8 is, and preferably is, an electric motor that generates rotary motor movements 8, for which purpose the motor 8 has, and preferably has, a motor shaft 12. For the sake of simplicity, the directions of rotation are shown here on an element, which will be explained later, driven by the motor 8.

[0026] A first drive train 13 is arranged between the motor 8 and the functional element 9. During rotation in the first direction 10, the motor 8 actuates the first drive train 13 to adjust the functional element 9. A second drive train 14, which differs at least partially from the first drive train 13, is also arranged between the motor 8 and the functional element 9. During rotation in the second direction 11, the motor 8 actuates the second drive train 14 to adjust the functional element 9. Thus, two different ways of adjusting the functional element 9 are provided.

[0027] It is essential that of the first and second drive trains 14, only the second drive train 14 has a flexible traction element 15. The first drive train 13 therefore has no flexible traction element and preferably no flexible components. Here, the first drive train 13 only has a chain of rigid components.

[0028] The flexible traction element 15 can be a rope, a strap, a wire, a chain, or the like. The flexible traction element can transmit tensile forces, but preferably not compressive forces. Here, and preferably, the flexible traction element 15 is completely enclosed within a lock housing of the motor vehicle lock 4. The first adjustment and the second adjustment are preferably the same adjustment.

[0029] The functional element 9 is, and preferably is, the pawl 7. The adjustment of the functional element 9 during rotation of the motor 8 in the first direction of rotation 10 and in the second direction of rotation 11 corresponds to the pawl 7 being disengaged. Thus, both normal opening and forced opening are possible. The aforementioned "same adjustment" is, in each case, a disengagement that, although performed differently, has the same result. A resetting of the pawl 7 after disengagement would not be the "same adjustment." This is achieved here by means of a pawl spring 16. Additionally, a latch spring 17 is shown, which biases the latch 6 in its opening direction. The pawl 7 can be the only pawl 7 of the vehicle lock 4 and / or engage directly with the latch 6.Alternatively, it can also be part of a multi-latch system and, for example, act as a secondary latch to lock a primary latch.

[0030] The motor vehicle lock 4, specifically both drive trains, has a zero position here and preferably ( Fig. 1b), Fig. 2b)). From the zero position, the motor 8 begins rotation in the first direction of rotation 10 and in the second direction of rotation 11. It should be noted that, fundamentally, the rotation in the first direction of rotation 10 and in the second direction of rotation 11 do not constitute a back-and-forth movement, but rather start from the zero position or a zero range, or are otherwise delimited from each other.

[0031] It is conceivable that the vehicle lock 4 is a purely electronic lock without mechanical redundancy. This simplifies the overall design of the vehicle lock 4, but also means that the release of the locking pawl 7 should function particularly reliably.

[0032] In principle, it is preferred that the second drive train 14 has a transmission ratio to exert a stronger adjusting force on the functional element 9 than the first drive train 13.

[0033] Accordingly, it can be provided that a rotation of the motor 8 in the second direction of rotation 11 exerts a stronger adjusting force on the functional element 9 than a rotation of the motor 8 in the first direction of rotation 10. Additionally or alternatively, an adjustment of the functional element 9 by a rotation of the motor 8 in the second direction of rotation 11 can require a longer adjustment time than an adjustment of the functional element 9 by a rotation of the motor 8 in the first direction of rotation 10.

[0034] Here, and preferably, the motor vehicle lock assembly 1 includes a control unit 18. The control unit 18 detects when the adjustment of the functional element 9 fails due to a rotation of the motor 8 in the first direction of rotation 10 and, in response to the detection, triggers a rotation of the motor 8 in the second direction of rotation 11.

[0035] If the adjustment in the first direction of rotation 10 and / or the second direction of rotation 11 fails, the control unit 18 can issue an error message, in particular to a central control unit of the motor vehicle 3.

[0036] A sensor 19 may be provided with which the control unit 18 detects an adjustment of the functional element 9. To detect a failure, the control unit 18 may actuate the motor 8 in the second rotational direction 11 after a certain period of time if a successful adjustment of the functional element 9 has not been detected, in particular via the sensor 19.

[0037] As can be seen from the figures, the motor vehicle lock 4 can be provided with a rotating element 20 driven by the motor 8 with an axis of rotation 21, which rotates in two directions depending on the direction of rotation of the motor 8 and is part of the first drive train 13 and the second drive train 14.

[0038] Based on Fig. Figure 2 shows that the first drive train 13 here, and preferably, has an actuating contour 22 which acts directly, as shown here, on a release lever 23 or, alternatively, directly on the functional element 9. Here, and preferably, the actuating contour 22 is also arranged on the rotating element 20. The release lever 23 acts, here and preferably, directly on the functional element 9. Fig. 2a) shows that the actuation contour 22 engages with a drive contour 24 of the release lever 23 when the rotating element 20 is rotated clockwise, thus adjusting the release lever 23. Fig. 2b) shows the opened vehicle lock 4 after opening.

[0039] The second drive train 14 has here, and preferably, a first attachment point 25 for the flexible traction element 15 and preferably a second attachment point 26 for the flexible traction element 15. Here, and preferably, the first attachment point 25 and / or the second attachment point 26 are arranged on the rotating element 20. Preferably, the second attachment point 26 acts on the functional element 9, in particular, as here, directly on the release lever 23 or, alternatively, directly on the functional element 9. During a counterclockwise rotation of the rotating element 20 according to the sequence of the Fig. 3a) and b) pulls the rotating element 20 on the flexible traction element 15, thereby adjusting its second attachment point 26, here and preferably along a linear guide 27, and adjusting the functional element 9.

[0040] The flexible traction element 15 is wound around the axis of rotation 21 of the rotating element 20, preferably during rotation of the motor 8 in the second direction of rotation 11. This achieves a high torque and, at the same time, drives the flexible traction element 15 through the rotating element 20 in a compact manner.

[0041] Furthermore, it is preferably provided here that the first drive train 13 has a freewheel 28, so that a rotation of the motor 8 in the first direction of rotation 10 does not displace the flexible traction element 15, in particular the first fastening point 25 ( Fig. 2a)). Furthermore, the vehicle lock 4 has a housing-fixed limit 29 for the first mounting point 25, so that it is not carried along in the first direction of rotation 10 by friction or the like. The vehicle lock 4 here has, and preferably, a deflection 30 for the flexible traction element 15, which is particularly housing-fixed. As an alternative to the illustrated embodiment, the flexible traction element 15 can also be part of a pulley system, which further increases the adjusting force on the functional element 9.

[0042] The vehicle lock 4 preferably has a stop 31 which serves as an end stop in one or both directions of rotation of the motor 8, particularly for the actuating contour 22. Preferably, the stop 31 is arranged on the release lever 23. Particularly preferably, as shown, the stop 31 is the drive contour 24. In this way, several functions are implemented with few elements. It would also be conceivable for the rotating element 20 to rotate more than 360°, more than 400°, or more than 500°, especially during rotation in the second direction of rotation 11. For example, the actuating contour 22 could engage the drive contour 24.

[0043] Furthermore, as in Fig.1b) shown, preferably provided that the motor vehicle lock 4 has a spring element 32 which pre-tensions the flexible tension member 15. A spring (not shown) may also be provided to press the first mounting point 25 against the housing-fixed limit 29 and return it to that position.

[0044] The maximum pressure exerted by the locking element 2 on the latch 6, at which an adjustment of the locking pawl 7 in the first direction of rotation 10 does not fail, can be at most 1500 N, preferably at most 1000 N, and more preferably at most 750 N. Additionally or alternatively, the maximum pressure exerted by the locking element 2 on the latch 6, at which an adjustment of the locking pawl 7 in the second direction of rotation 11 does not fail, can be at least 2000 N, preferably at least 3000 N, more preferably at least 4000 N, and even more preferably at least 5000 N.

[0045] The motor 8 can be operated in both directions of rotation with the same input power, resulting in a favorable design.

[0046] According to a further teaching, a motor vehicle lock 4 for a locking element 2 of a motor vehicle 3 is proposed, wherein the motor vehicle lock 4 has a latch 6 and a pawl 7 for locking the latch 6 in a closed state, wherein the motor vehicle lock 4 has an electric motor 8 for adjusting a functional element 9, in particular for disengaging the pawl 7 as functional element 9, wherein the motor 8 can be actuated in a first direction of rotation 10 and a second direction of rotation 11 in order to adjust the functional element 9, wherein a first drive train 13 is arranged between the motor 8 and the functional element 9, wherein the motor 8 actuates the first drive train 13 when rotating in the first direction of rotation 10 in order to adjust the functional element 9, wherein a second drive train 14 is arranged between the motor 8 and the functional element 9.which is at least partially different from the first drive train 13, wherein the motor 8, during a rotation in the second direction of rotation 11, actuates the second drive train 14 in order to adjust the functional element 9.

[0047] The essential point of this further teaching is that of the first and the second drive train 14, only the second drive train 14 has a flexible traction element 15.

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

Claims

[1] Motor vehicle lock arrangement for a locking element (2) of a motor vehicle (3) with a motor vehicle lock (4), wherein the motor vehicle lock (4) has a lock latch (6) and a locking pawl (7) associated with the lock latch (6) for locking the lock latch (6) in a closed state, wherein the motor vehicle lock (4) has an electric motor (8) for adjusting a functional element (9), wherein the motor (8) can be actuated in a first direction of rotation (10) and a second direction of rotation (11) in order to adjust the functional element (9), wherein a first drive train (13) is arranged between the motor (8) and the functional element (9), wherein the motor (8) actuates the first drive train (13) when rotating in the first direction of rotation (10) in order to adjust the functional element (9), wherein a second drive train (14) is arranged between the motor (8) and the functional element (9), which is at least partially different from the first drive train (13), wherein the motor (8) actuates the second drive train (14) when rotating in the second direction of rotation (11) in order to adjust the functional element (9), characterized by , that of the first and second drive train (14) only the second drive train (14) has a flexible traction element (15). [2] Motor vehicle lock arrangement according to claim 1, characterized by , that the functional element (9) is the pawl (7), and, that the adjustment of the functional element (9) during a rotation of the motor (8) in the first direction of rotation (10) and in the second direction of rotation (11) is a lifting of the pawl (7). [3] Motor vehicle lock arrangement according to claim 1 or 2, characterized by, that a rotation of the motor (8) in the second direction of rotation (11) exerts a stronger adjusting force on the functional element (9) than a rotation of the motor (8) in the first direction of rotation (10), and / or that an adjustment of the functional element (9) by a rotation of the motor (8) in the second direction of rotation (11) requires a longer adjustment time than an adjustment of the functional element (9) by a rotation of the motor (8) in the first direction of rotation (10). [4] Motor vehicle lock arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock assembly (1) has a control unit (18) that the control unit (18) detects when the adjustment of the functional element (9) fails by a rotation of the motor (8) in the first direction of rotation (10) and triggers a rotation of the motor (8) in the second direction of rotation (11) in response to the detection. [5] Motor vehicle lock arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock (4) has a rotating element (20) driven by the motor (8) with an axis of rotation (21) which rotates in two directions depending on the direction of rotation of the motor (8) and is part of the first drive train (13) and the second drive train (14). [6] Motor vehicle lock arrangement according to one of the preceding claims, characterized by , that the first drive train (13) has an actuating contour (22) that acts directly on a release lever (23) or the functional element (9), preferably that the actuating contour (22) is arranged on the rotating element (20), and / or that the release lever (23) acts directly on the functional element (9). [7] Motor vehicle lock arrangement according to one of the preceding claims, characterized by, that the second drive train (14) has a first attachment point (25) for the flexible traction element (15) and preferably a second attachment point (26) for the flexible traction element (15), preferably that the first attachment point (25) and / or the second attachment point (26) is arranged on the rotating element (20), and / or that the second attachment point (26) acts on the functional element (9), in particular directly on the release lever (23) or the functional element (9). [8] Motor vehicle lock arrangement according to one of claims 5 to 7, characterized by , that the flexible traction element (15) is wound around the axis of rotation (21) of the rotating element (20) when the motor (8) rotates in the second direction of rotation (11). [9] Motor vehicle lock arrangement according to one of the preceding claims, characterized by, that the first drive train (13) has a freewheel (28) so that a rotation of the motor (8) in the first direction of rotation (10) does not displace the flexible traction element (15), in particular the first attachment point (25). [10] Motor vehicle lock arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock (4) has a stop (31) which serves as an end stop in both directions of rotation of the motor (8), in particular for the actuating contour (22), preferably that the stop (31) is arranged on the release lever (23). [11] Motor vehicle lock arrangement according to one of the preceding claims, characterized by , that the motor vehicle lock (4) has a spring element (32) which pre-tensions the flexible traction element (15). [12] Motor vehicle lock arrangement according to any one of claims 2 to 11, characterized by, that a maximum pressure of the locking element (2) on the lock latch (6), at which an adjustment process of the locking pawl (7) in the first direction of rotation (10) does not fail, is at most 1500 N, preferably at most 1000 N, further preferably at most 750 N, and / or that a maximum pressure of the locking element (2) on the lock latch (6), at which an adjustment process of the locking pawl (7) in the second direction of rotation (11) does not fail, is at least 2000 N, preferably at least 3000 N, further preferably at least 4000 N, and even more preferably at least 5000 N. [13] Motor vehicle lock for a locking element (2) of a motor vehicle (3), wherein the motor vehicle lock (4) has a latch (6) and a locking pawl (7) for locking the latch (6) in a closed position, wherein the motor vehicle lock (4) has an electric motor (8) for adjusting a functional element (9), in particular for lifting the locking pawl (7) as functional element (9), wherein the motor (8) can be actuated in a first direction of rotation (10) and a second direction of rotation (11) in order to adjust the functional element (9), wherein a first drive train (13) is arranged between the motor (8) and the functional element (9), wherein the motor (8) actuates the first drive train (13) when rotating in the first direction of rotation (10) in order to adjust the functional element (9), wherein a second drive train (14) is arranged between the motor (8) and the functional element (9), which is at least partially different from the first drive train (13), wherein the motor (8) actuates the second drive train (14) when rotating in the second direction of rotation (11) in order to adjust the functional element (9), characterized by, that of the first and second drive train (14) only the second drive train (14) has a flexible traction element (15).

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