Vehicle lock, especially vehicle door lock

Description

[0001] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, furthermore with an electric motor drive and with a securing element acted upon by the drive.

[0002] Motor vehicle locks are used in a wide variety of designs and in different variations in and on motor vehicles. For example, motor vehicle door locks are observed and implemented in or on motor vehicle doors. This also includes tailgate locks, hood locks, fuel filler flap locks, etc. Seat locks are also equipped with motor vehicle locks.

[0003] Motor vehicle door locks can assume different security positions, which are realized and implemented with the help of the security element. The security element may, but is not limited to, a locking element. The locking element can assume functional positions such as "locked," "unlocked," but also "theft-proof" and "theft-unlocked." In addition, particularly on rear side doors, such security elements or locking elements are used to realize and implement additional functional positions such as "child-proof" and "child-unlocked." For convenience, this is often achieved today with the help of an electric motor drive, which, by applying force to the security element, ensures that the previously specified functional positions, i.e., generally "unlocked" or "secured," are assumed.

[0004] In fact, the generic DE 10 2017 106 707 A1 procedure involves a coupling element interacting with a drive element of the drive. The coupling element can be transferred into various positions, such as "locked," "unlocked," and "theft-proof and child-proof." The coupling element is connected to the drive element to assume its positions. The drive element, in turn, can be mechanically and / or electrically controlled into the various positions. The respective position change occurs either purely mechanically or purely electrically. In this way, the overall number of required drives is reduced and, at the same time, cost and weight advantages can be observed.

[0005] Furthermore, the prior art according to DE 10 2013 006 521 A1 describes a motor vehicle door lock that provides an additional emergency locking function for a locking element when the electric drive is inactive. The associated security unit or security element is configured accordingly for this purpose.

[0006] The teaching according to DE 10 2012 111 298 A1 uses an electric motor drive for the electrical opening of the locking mechanism and an additional drive that moves an operating lever chain to its "locked" position as needed. Only then is an opening signal generated for the drive for the electrical opening of the locking mechanism. Only in the event of an emergency opening or in the event of a crash is the operating lever chain previously moved to its "unlocked" position, so that, for example, rescue personnel can open an associated vehicle door. This corresponds to the so-called "temporary crash redundancy (TCR)." This means that the operating lever chain is normally open during normal operation, so that the locking mechanism cannot be actuated by the operating lever chain during normal operation. Instead, the motor drive for the electrical opening ensures this.

[0007] However, if an emergency operation occurs and emergency opening is required, for example, in the event of a crash or if a vehicle battery does not have sufficient voltage to power the electric opening drive, is discharged, or is damaged, the operating lever chain is closed. This requires that the safety element, which is in its "locked" position during normal operation, first assumes its "unlocked" position in order to close the operating lever chain for emergency opening.

[0008] From the further prior art according to JP 2002 129 812 A, US 2016 / 010364 and EP 3 800 310 A1 it is known to design the safety element in two parts with a safety lever and a safety transmission lever.

[0009] The state of the art has generally proven itself. However, the numerous functions are relatively complex to implement and realize. In fact, the electrical or electromotoric opening of the locking mechanism usually requires a separate electric motor drive. Furthermore, additional functional positions such as "locked" and "unlocked" usually require an additional drive, as does the implementation of additional security positions such as "anti-theft unlocked / anti-theft secured" and "child unlocked / child secured." This results in considerable design and financial expenditure. In addition, the aforementioned temporary crash redundancy (TCR) is increasingly required for such motor vehicle locks.This requires that the safety element assigned to a mechanical operating lever chain, for example, for emergency opening, is moved from its permanently occupied "locked" position to the "unlocked" position during emergency operation, so that emergency operation and emergency opening can subsequently be achieved with the help of the then closed operating lever chain. To date, no convincing, compact, cost-effective, and functionally reliable solutions are available for this.

[0010] The invention is based on the technical problem of further developing such a motor vehicle lock and in particular a motor vehicle door lock in such a way that the design and financial expenditure are reduced while at the same time ensuring perfect functionality.

[0011] To solve this technical problem, the invention proposes that, in a generic motor vehicle lock, the securing element be constructed in two parts with a securing lever and a securing transmission lever. Both levers are mechanically coupled in the securing direction to assume a securing position by means of the drive and mechanically decoupled by rotating the securing lever in the opposite direction. Both levers, i.e., the securing lever and the securing transmission lever, are mounted coaxially to one another, and the electric motor drive has a reversible drive worm. According to the invention, the drive worm is semicircular and equipped with two end-side cams, one of the two cams being designed as a transmission lever cam and the other as a coupling lever cam.

[0012] The two-part safety element consists of the safety lever and the safety transmission lever. The safety transmission lever generally interacts with the drive. In order to achieve individual safety positions such as "theft-proof," "child-resistant," "locked," or generally "secured," the drive regularly interacts with the safety transmission lever, thus ensuring the safety position is assumed. Both levers are mechanically coupled in the direction of the safety device with the help of the drive to assume this safety position.This means that as soon as the drive actuates the safety transmission lever in the securing direction to assume the securing position, for example, the "child-resistant" position, the mechanical coupling of both levers in this securing direction ensures that during this process the safety transmission lever blocks the safety lever in the desired "secured" position, in this case the "child-resistant" position. Preferably, the mechanical coupling of both levers ensures that the "child-resistant" function coincides with the "theft-proof" function, so that in this case the mechanical actuation chains are deactivated for both mechanical opening from the inside and the outside, while electrical opening, i.e. opening by separate control of a motor, remains possible.

[0013] In the opposite direction, the two levers are mechanically decoupled. This opposite direction to the safety direction therefore corresponds to the release direction. Since the electric motor drive – as described – usually acts on the safety transmission lever to assume the safety position and rests against it, the mechanical decoupling of the two levers in the opposite direction, and consequently the release direction, ensures that the safety lever can leave the "safe" position previously assumed by the drive.

[0014] This means that even if the safety transmission lever and the electric motor drive for actuating the safety transmission lever are in the "locked" functional position, the mechanical decoupling allows the safety lever to be moved and adjusted in the opposite direction to the locking direction, i.e., in the unlocking direction. This allows the previously mentioned temporary crash redundancy to be realized, because the safety lever can be moved to the unlocked position in such a case. As a result, an additional and previously opened operating lever chain is now closed, and an emergency opening of the locking mechanism can be achieved via this operating lever chain.

[0015] The procedure involves reversing an additional electric motor opening drive compared to the electric opening of the locking mechanism. This opposite action on the electric motor opening drive allows the safety lever to be moved from its previously occupied "secured" position to the "unsecured" position, so that, as a result, the mechanical operating lever chain is now closed for emergency opening. The electric motor drive and, with it, the safety transmission lever, remain unchanged in their "secured" position. This is possible because the two levers, i.e., the safety lever and the safety transmission lever, are mechanically decoupled in the opposite direction, or unlocking direction.

[0016] This reversible drive worm allows the two positions of the two-part safety element to be implemented: "locked" and "unlocked." The transmission lever cam generally interacts with a blocking contour on the safety transmission lever. In contrast, the clutch lever cam generally engages a recess in a clutch lever or connecting lever.

[0017] All of this is possible and can be implemented and realized with a minimum of drives and consequently reduced effort. Ultimately, in addition to the electric motor drive for the locking element, typically only the electric motor opening drive is required, which, during normal operation, also ensures the electrical opening of the locking mechanism. The additional operating lever chain is ineffective in this case because it is open. This is because the locking element, or rather the locking lever, and the safety transmission lever are together in their "secured" position, into which they have been transferred with the help of the electric motor drive for the locking element.

[0018] However, if emergency operation or an emergency occurs, the reversing electromotive opening drive ensures that the safety lever, as part of the two-part safety element, is moved to the "unlocked" position. The safety transmission lever and the electromotive drive for the safety element are not affected by this. Moving the safety lever to the "unlocked" position now results in the actuating lever chain, which was previously open during normal operation, being closed, and the desired emergency opening of the locking mechanism can be achieved via the then closed actuating lever chain. This represents the key advantage.

[0019] According to an advantageous embodiment, both levers are mechanically coupled via a unidirectionally acting drive contour for assuming the safety position. This means that the drive contour is designed such that the two levers, i.e., the safety lever and the safety transmission lever, are mechanically connected in the safety direction. In contrast, the two levers are mechanically separated in the opposite direction, or the unlocking direction, and the safety lever, in particular, can be moved from its previously assumed "locked" position to the "unlocked" position independently of the safety transmission lever. This applies even if the safety transmission lever is blocked by the electric motor drive.

[0020] To assume the safety position, the transmission lever cam moves into the pivoting path of the safety transmission lever, blocking any possible pivoting of the safety transmission lever. At the same time, the clutch lever cam holds the clutch lever or connecting lever in place to assume the safety position. In fact, the clutch lever or connecting lever is often part of an internal control lever chain, so this also disables an internal control lever.

[0021] In contrast, the locking position for emergency operation or emergency actuation allows a pivoting movement of the locking lever from its "locked" position in the locking position to the "unlocked" position. The electric motorized opening drive, as described, may provide this. As a result, an exterior operating lever chain is typically closed, so that the associated vehicle door can still be opened via an exterior operating lever for emergency opening following such a crash or battery failure.

[0022] This means that, according to the invention, the essential functional positions of the motor vehicle lock, and in particular positions such as "theft-proof," "theft-unlocked," or "child-proof" and "child-unlocked," can be implemented on a rear motor vehicle side door with particularly low effort. For this purpose, a two-part securing element with a securing lever and a securing transmission lever, and only a single electric motor drive for the securing element, is used. At the same time, the typically required temporary crash redundancy can still be realized and implemented because, despite assuming the "locked" position and thus the ineffective interior operating lever in the example case, the securing lever can still be acted upon in the unlocking direction and assumes the "unlocked" position. This is typically ensured by the reversing and additionally provided electric motor opening drive.As a result, the released safety lever generally closes an external operating lever chain that was previously and continuously open. Using this external operating lever chain and an external operating lever, the desired emergency opening of the vehicle door can now be performed from the outside. This represents the key advantages.

[0023] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings: Fig. 1 the motor vehicle lock according to the invention in the form of a motor vehicle door lock in all its details in a front view, Fig. 2A and 2B the motor vehicle door lock according to the Fig. 1 in the front view ( Fig. 2A ) and rear view ( Fig. 2B ) in the position "central locking engaged" or "child lock unlocked" or "theft lock unlocked" and Fig. 3A and 3B the vehicle door lock in the position "central locking engaged" in the front view ( Fig. 3A ) and rear view ( Fig. 3B ) or "theft-proof" or "child-proof".

[0024] The figures show a motor vehicle lock, which in this case is designed as a motor vehicle door lock. The motor vehicle door lock is provided, according to the example and not restrictively, on a rear side door of a motor vehicle. In the illustration according to the Fig. 1 as well as in the Fig. 2A and 2BThe vehicle door lock is shown and displayed in the "central locking engaged" and "anti-theft unlocked" or "child unlocked" positions, which coincide in this case. This means that the vehicle door lock can be opened from the inside using an interior operating lever and an (interior) operating lever chain.

[0025] Opening from the outside is not possible during normal operation due to the implemented TCR function and the "locked" functional position of the associated (outside) operating lever chain. Instead, opening is performed electrically using an electric motor-driven opening drive 1, 2, 3. Only in the event of an emergency opening does the TCR operation ensure that the (outside) operating lever chain is closed, allowing an outside operating lever to operate on a locking mechanism (not shown in detail), essentially consisting of a rotary latch and pawl.

[0026] Typically, the aforementioned locking mechanism, consisting essentially of a rotary latch and a pawl, is actuated by means of the electric motor-driven opening drive 1, 2, 3. For this purpose, the opening drive 1, 2, 3 in question comprises an electric motor 1, an output worm 2 arranged on an output shaft, and a reversible output disk 3 meshing with the output worm 2. Fig. 1 A rotational movement of the driven pulley 3 of the electromotive opening drive 1, 2, 3 in the counterclockwise direction corresponds to the locking mechanism (not expressly shown) being opened in a known manner via a cam provided on the rear side of the driven pulley 3, directly or indirectly, with the interposition of a release lever (also not shown). In contrast, a movement of the driven pulley 3 in the clockwise direction corresponds to the fact that a cam 4 provided on the driven pulley 3 interacts with a stop contour 5 of a safety lever 6, which, as a result of this clockwise rotation of the driven pulley 3, Fig. 1 is pivoted counterclockwise around its axis 7 as indicated.

[0027] According to the invention, the safety lever 6, together with a safety transmission lever 8, defines a two-part safety element 6, 8 which can be pivoted about the axis 7 common to both levers 6, 8. In the example shown, both levers 6, 8 are mounted coaxially to each other, namely, they have the same axis 7.

[0028] The basic structure also includes another electric motor drive 9, 10, 11, which, in contrast to the electric motor opening drive 1, 2, 3, functions as a safety drive 9, 10, 11 and interacts, among other things, with the previously mentioned two-part safety element 6, 8. The safety drive 9, 10, 11 is composed of an electric motor 9, an output worm 10 on an output shaft of the electric motor 9, and an output disk 11 meshing with the output worm 10, which can perform reversing movements around its axis.

[0029] The design according to the invention is such that the safety element 6, 8 is not only formed in two parts with the safety lever 6 and the safety transmission lever 8. But both levers 6, 8 are also designed to take up a Fig. 1 and 3A , 3B The locking position shown is mechanically coupled with each other by means of the drive or locking drive 9, 10, 11. This corresponds to a locking direction S, as shown in the front view after the Fig. 3A by a clockwise arrow for a corresponding rotation of the driven pulley 11 of the safety drive 9, 10, 11. In contrast, a release direction E corresponds to a rotational movement of the driven pulley 11 in the counterclockwise direction, as the Fig. 2A suggests.

[0030] The two levers 6, 8 of the two-part locking element 6, 8 are coupled to each other via a unidirectionally acting driving contour 12. If the locking element 6, 8 has the Fig. 2A and 2B shown position "central locking engaged", an interior operating lever can be activated via a Fig. 1 The clutch lever 14 can be seen, which in turn opens the locking mechanism. At the same time, the inner operating lever actuates a spring 13, which is designed as a leg spring and which engages around the safety transmission lever 8. The safety transmission lever 8 has a driving contour 12, by means of which it takes the safety lever 6 along and moves it to the "unlocked" position, as indicated by an arrow in a counterclockwise direction in the Fig. 2B This indicates that the safety element 6, 8 has not already assumed the "unlocked" position. This enables a so-called "override" function, meaning that the actuation of the internal operating lever simultaneously ensures that the safety element 6, 8 assumes its "unlocked" position - if necessary.

[0031] Now starting from the "unlocked" position, as shown in the Fig. 2A and 2B with the help of the safety drive 9, 10, 11 in the Fig. 3A and 3B shown functional position "secured", the already mentioned loading of the output pulley 11 in the securing direction S corresponds to this as shown in the Fig. 3A , that is, clockwise. Since the output worm 11 of the safety drive 9, 10, 11 is not only designed to be reversible, but also semicircular, two end-side cams 15, 16 can be realized and implemented according to the invention at both ends of the semicircular output worm 11. One cam 15 is designed as a transmission lever cam 15, namely, interacts with the safety transmission lever 8. In contrast, the other cam 16 is a coupling lever cam, which engages in a recess of a connecting lever 17.

[0032] The transmission lever cam 15 interacts with a blocking contour 8a of the safety transmission lever 8. In fact, the transmission lever cam 15 is in the "secured" position according to the Fig. 3A and 3Bon this blocking contour 8a of the safety transmission lever 8. When the inner operating lever is pulled, the coupling lever cam 16 engages in a recess of the connecting lever 17 and in this way and as shown in the Fig. 3A that the previously mentioned clutch lever 14 is blocked. Since the clutch lever 14 is blocked, corresponding movements of the internal operating lever interacting with the clutch lever 14 are also idle, so that in the Fig. 3A and 3B In the "secured" position shown, opening the vehicle door lock using the interior operating lever is not possible. An "override" is also not possible because the transmission lever cam 15 blocks the safety transmission lever 8.

[0033] On the other hand, the position "secured" according to the Fig. 3A and 3BThe locking lever 6 is still actuated counterclockwise relative to its axis 7. This is ensured by the electromotive opening drive 1, 2, 3, which in this case rotates the output disk 3 clockwise, so that the cam 4 can act on the stop contour 5 on the locking lever 6, and the locking lever 6 assumes the "unlocked" position. As a result, an external operating lever, as part of an external operating lever chain, can now act on the locking mechanism to open or emergency open it. This is because the previously opened external operating lever chain is closed when the locking lever 6 is in the "unlocked" position, so that the opening of the associated motor vehicle door from the outside, as already described above, is possible.

[0034] In the Fig. 1 You can also see a nut 18 or child safety nut, which is connected to the connecting lever 17. With the help of the nut 18, the connecting lever 17 can be actuated independently of the safety drive 9, 10, 11 in order to achieve the "secured" position as shown in the Fig. 3A To do this, the connecting lever 17 is moved in the direction Fig. 3A The locking lever 6 is moved downwards in the direction of the arrow shown. As a result, opening via the internal operating lever is again prevented, and override is also not possible. Nevertheless, the locking lever 6 can be unlocked again via the "TCR barrel" as described. In an alternative variant, a microswitch can be used instead of a socket 18 to activate the child safety lock. Bezugszeichenliste:

[0035] 2, 3 Opening drive 1 Electric motor 2 Output worm 3 Output pulley 1, 4 Cam 5 Stop contour 6 Safety lever 7 Axis 8 Safety transmission lever 6, 8 Safety element 8a Blocking contour 9, 10, 11 Safety drive 9 Electric motor 10 Output worm 11 Output pulley 12 Driving contour 13 Spring or leg spring 14 Coupling lever 15 Transmission lever cam 16 Coupling lever cam 17 Connecting lever 18 Nut or child safety nut S Safety direction E Release direction

Claims

1. Motor vehicle latch, in particular a motor vehicle door latch, having a locking mechanism substantially comprising a catch and a pawl, further having an electric motor drive (9, 10, 11), and having a securing element (6, 8) which can be acted upon by the drive (9, 10, 11), the securing element (6, 8) being designed in two parts with a securing lever (6) and a securing transmission lever (8), both levers (6, 8) being mechanically coupled in the securing direction (S) to assume a securing position with the aid of the drive (9, 10, 11) and mechanically decoupled by rotation of the securing lever (6) in the opposite direction (unlocking direction E), both levers (6, 8) being mounted coaxially to one another, the electric drive (9, 10, 11) having a reversible output worm (11), characterized in that the output worm (11) is semicircularly equipped with two end cams (15, 16), one cam (15) being designed as a transmission lever cam (15) and the other cam (16) as a coupling lever cam (16).

2. Motor vehicle latch according to claim 1, characterized in that both levers (6, 8) are mechanically coupled via a unilaterally acting driving contour (12) to assume the securing position.

3. Motor vehicle latch according to claim 1 or 2, characterized in that the transmission lever cam (15) interacts with a blocking contour (8a) on the securing transmission lever (8).

4. Motor vehicle latch according to any of claims 1 to 3, characterized in that the coupling lever cam (16) engages in a recess of a connecting lever (17).

5. Motor vehicle latch according to any of claims 1 to 4, characterized in that to assume the securing position, the transmission lever cam (15) moves against the blocking contour (8a) and at the same time the coupling lever cam (16) holds the connecting lever (17).