VEHICLE 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, and with an actuating lever chain for the locking mechanism, wherein the actuating lever chain has at least one actuating lever, a coupling element and a release lever on the locking mechanism side, and wherein an inertia element is additionally provided for acting on the coupling element at least in the event of a crash.

[0002] The operating lever chain is generally used to mechanically open the locking mechanism. To do this, the operating lever is manually actuated. If the coupling element is engaged or inserted and the operating lever chain is therefore mechanically closed, the operating lever, via the engaged coupling element, ensures that the pawl can be lifted from its engagement with the rotary latch with the help of the release lever. This opens the locking mechanism. The same applies to an associated motor vehicle door. In fact, the motor vehicle lock or motor vehicle door lock in question is usually located inside such a motor vehicle door and interacts with a locking bolt on the body. When the locking mechanism is open, the rotary latch releases the locking bolt, allowing the motor vehicle door to be opened.

[0003] The aforementioned operating lever chain can generally be used alone to open the locking mechanism. To prevent unintentional opening of the locking mechanism in the event of a crash, and in conjunction with the high accelerations that occur there, the mass inertia element typically ensures that the coupling element is transferred from its engaged or engaged state to the disengaged or disengaged state. This interrupts the operating lever chain, preventing the locking mechanism from opening accidentally. This also applies to the associated vehicle door, so that the safety devices typically provided at this location, such as side airbags, belt tensioners, etc., can exert their full effect in the event of a crash to protect the occupants of the vehicle in question.

[0004] The generic prior art according to DE 10 2017 102 549 A1 involves a motor vehicle lock in which the release lever can be coupled to the actuating lever using the coupling element. A means for controlling the clutch lever is also provided. In fact, a control lever interacts with an inertia lever and is guided in a control contour of the inertia lever. In this way, a defined control of the clutch behavior can be provided.

[0005] The overall design is such that when the operating lever is operated at normal speed, the control lever follows the movement of the operating lever. This results in the coupling element remaining engaged and being able to act on the release lever to open the locking mechanism. However, if the operating lever is subjected to excessive speed, for example in the event of a crash, this results in the mass inertia element not being able to follow the movement of the operating lever according to the known teachings. As a result, the coupling element disengages from the release lever or is disengaged. The operating lever chain is interrupted as desired.

[0006] Today, motor vehicles are increasingly equipped with an electric motor drive for motorized opening of the locking mechanism. The operating lever chain is then either used to transmit the opening movements of the electric motor drive or is primarily designed for the case where the electric motor drive fails and the associated vehicle door still needs to be opened mechanically. This poses the problem that motor vehicles are often locked while driving.

[0007] However, when the associated motor vehicle lock is locked, mechanical opening is not possible, nor is opening using the electric motor drive. This is because the locked state usually corresponds to the coupling element assuming its disengaged or disengaged position. This applies at least to an external operating lever chain, i.e., an operating lever chain that is actuated from the outside, for example, by an exterior door handle.

[0008] If a crash occurs in such a motor vehicle with an electric motor drive for opening the locking mechanism and an additionally locked operating lever chain, situations are conceivable in which the vehicle door can no longer be opened. This is particularly true if the vehicle is locked and the power supply also fails. To date, no convincing solutions have been available for this purpose. US 2020 / 263455 A1 proposes that the coupling element be designed for normal operation and only be engaged directly or indirectly in the event of a crash with the help of the inertia element. This is where the invention comes in.

[0009] 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 motor vehicle door can still be unlocked or opened even when the motor vehicle is locked and the power supply fails, in particular in the event of a crash.

[0010] To solve this technical problem, the invention proposes that in a generic motor vehicle lock, the coupling element is designed for normal operation and is only inserted directly or indirectly in the event of a crash with the aid of the inertia element, wherein according to the invention the coupling element is designed at least in two parts with a coupling lever and a transmission lever.

[0011] The invention therefore operates contrary to the prior art. In the prior art, the clutch element is in its engaged or engaged state during normal operation, as taught, among other things, by DE 10 2017 102 549 A1, already referenced above. In contrast, according to the invention, the clutch element is designed for normal operation.

[0012] The invention is based on the realization that the operating lever chain is not required during normal operation, because normal operation corresponds to the locking mechanism being opened by means of an additional electric motor drive. Therefore, the operating lever chain is primarily used in the event of a crash. Therefore, the operating lever chain can be interrupted during normal operation, and such a design is also recommended to prevent undesirable interactions between, on the one hand, the electric motor drive for opening the locking mechanism and, on the other hand, the release lever as a component of the operating lever chain.

[0013] Only in the event of a crash and the associated accelerations that occur accordingly is the clutch element engaged, with the aid of the inertia element. The inertia element can act on the clutch element directly and immediately. However, according to the invention, the clutch element is usually engaged indirectly with the aid of the inertia element. This means that the inertia element allows the clutch element to move into the engaged state.

[0014] The invention is based on the further finding that in such a crash, the power supply is generally interrupted, so that the electric motor drive for opening the locking mechanism can no longer be used. In such a case, the operating lever chain is mechanically closed. This makes it possible, in particular, for the relevant motor vehicle door to be opened from the outside, for example by arriving emergency personnel. This means that in such a case, the operating lever chain represents a kind of "backup solution" for the crash and, according to the invention, is only effective in such a crash.

[0015] According to the invention, for this purpose, the coupling element is designed in at least two parts with a coupling lever and a transmission lever. The coupling lever can be moved from a disengaged to an engaged position with the aid of the transmission lever. As already explained, the coupling lever is in its disengaged position during normal operation. Only in the event of a crash does the transmission lever ensure that the coupling lever is moved from its disengaged position assumed during normal operation to the engaged position. In the engaged position of the coupling lever, the actuating lever chain is mechanically closed, so that the pawl can be lifted from its engagement with the rotary latch via the actuating lever, the coupling element or the engaged clutch lever, and finally the release lever. A locking bolt previously caught by the rotary latch is released.The same applies to the corresponding vehicle door.

[0016] For this purpose, the clutch lever is advantageously mounted on the release lever, usually in a rotatable manner. Furthermore, it has proven effective in this context to mount the release lever coaxially with the operating lever. This allows for an overall simple and space-saving design.

[0017] Furthermore, the clutch lever is usually used in the engaged position to mechanically connect the actuating lever and the release lever. In the disengaged position, the clutch lever mechanically separates the actuating lever and the release lever. Normal operation corresponds to this. The change of the clutch lever from the predominantly disengaged position to the engaged position can now be effected and brought about simply by pivoting the clutch lever, which is pivotally mounted on the release lever. The pivoting movement of the clutch lever from its disengaged to the engaged position now corresponds to the clutch lever generally moving against a stop on the actuating lever.As a result, the operating lever is mechanically connected to the clutch lever, which in turn, through its rotatable bearing on the release lever, ultimately creates the desired mechanical connection to the pawl via the release lever.

[0018] Furthermore, the transmission lever is usually preloaded against the inertia element by means of a spring. The spring thus ensures that the transmission lever is preloaded towards the inertia element. Two contact surfaces lie against each other during normal operation, one on the transmission lever and the other on the inertia element. Due to the mutual contact of the two contact surfaces, the inertia element is held in its associated undeflected position during normal operation by friction between the contact surfaces. The friction between the contact surfaces can be varied by using roughened or smoothed contact surfaces.

[0019] However, in the event of a crash, the inertia element, in the associated deflected position, ensures that the transmission lever is released. This is because the contact surface on the inertia element, due to its deflection, moves away from the corresponding contact surface on the transmission lever. Since the transmission lever is spring-loaded, it is usually pivoted. The pivoting of the transmission lever in the event of a crash ensures that the transmission lever engages the clutch lever.

[0020] The mass inertia element is advantageously designed as a pendulum element. The pendulum element can usually be pivoted about a pivot point or an axis of rotation. For this purpose, the pendulum element is usually rotatably mounted in a housing of the motor vehicle lock. The pendulum plane swept over by the pendulum element during its deflection can typically coincide with a transverse plane of the motor vehicle, i.e., the XY plane. The X direction usually corresponds to the longitudinal direction of the motor vehicle, whereas the Y direction identifies the transverse direction of the motor vehicle. As a result, the pendulum element or mass inertia element is not influenced by any accelerations in the vertical or Z direction. This is of course only an example, and other spatial arrangements are equally conceivable and encompassed by the invention.

[0021] As already described, the specially designed coupling element can be part of the actuating lever chain, which in turn can be used to open the locking mechanism in the event of a crash. Generally, the actuating lever chain can also be combined with an additional locking lever chain. However, the actuating lever chain is typically used as a redundancy solution in addition to an electric motor drive for opening the locking mechanism.

[0022] In any case, the present invention is particularly simple and compact in design, and the actuating lever chain or external actuating lever chain can be practically implemented in addition to and in addition to the electric motor drive. This, combined with the simple and functional activation in the event of a crash, represents the key advantages.

[0023] In the following, the invention is explained in more detail with reference to a drawing which merely represents an exemplary embodiment. Fig. 1 shows the motor vehicle lock according to the invention in the form of a motor vehicle door lock schematically: Fig. 1 Normal operation Fig. 2 after crash

[0024] In the Fig. 1 A motor vehicle lock is shown, which is designed as a motor vehicle door lock and is reduced to its essential elements. In fact, a locking mechanism 1, 2 with a rotary latch 1 and a pawl 2 is provided at this point. The rotary latch 1 ensures Fig. 1 The locking mechanism 1, 2, in its closed state shown, ensures that a locking bolt 3 is caught with its help. As a result, a motor vehicle door (not shown) which accommodates the motor vehicle lock inside is closed against a motor vehicle body with the locking bolt 3 attached to it.

[0025] To open the locking mechanism 1, 2, a motor drive 4 is usually provided. The motor drive 4 is in the Fig. 1 merely indicated by an arrow. During an opening movement, the motor drive 4 acts on the pawl 2 in such a way that the pawl 2 is pivoted counterclockwise about its axis 5. As a result, the pawl 2 releases in the Fig. 1 The rotary latch 1, which was previously in locking engagement with the pawl 2, is released in the closed state shown. The rotary latch 1 can then be spring-supported in the Fig. 1 indicated counterclockwise and the locking bolt 3 can leave an inlet mouth of the rotary latch 1. This allows the vehicle door to be opened.

[0026] In addition to this motor drive 4 for opening the locking mechanism 1, 2, an actuating lever chain 6, 7, 8, 9 is also provided. With the aid of the actuating lever chain 6, 7, 8, 9, a mechanically redundant opening of the locking mechanism 1, 2 is possible, according to the exemplary embodiment, particularly in the event of a crash. For this purpose, the actuating lever chain 6, 7, 8, 9 consists of an actuating lever 6, a coupling element 7, 8, and a release lever 9 on the locking mechanism side. Additionally, a mass inertia element 10 is provided for actuating the coupling element 7, 8, at least in the event of a crash.

[0027] The operating lever 6 is not limited to an external operating lever 6. Consequently, the operating lever chain 6, 7, 8, 9 is not limited to an external operating lever chain. Fig. 2 In the engaged or coupled state of the coupling element 7, 8 shown, an application of the actuating lever or external actuating lever 6 with the aid of an external door handle 11 indicated by an arrow results in the actuating lever 6 performing a clockwise movement. This clockwise movement of the actuating lever or external actuating lever 6 is transmitted via the engaged or coupled coupling element 7, 8 to the release lever 9, which also pivots clockwise and thereby rotates the pawl 2 counterclockwise about its axis 5, as indicated by corresponding arrows in the Fig. 1 and 2is indicated. In this way, the operating lever chain 6, 7, 8, 9 is able to open the locking mechanism 1, 2 mechanically redundantly via the outside door handle 11.

[0028] According to the invention, the design is such that the coupling element 7, 8 is disengaged or disengaged during normal operation. The position of the coupling element 7, 8 in the Fig. 1 Only in the event of a crash is the coupling element 7, 8 engaged indirectly with the help of the inertia element 10. This includes the position of the coupling element 7, 8 and the inertia element 10 as determined by the Fig. 2 shows.

[0029] According to the invention, the coupling element 7, 8 is formed at least in two parts, comprising a coupling lever 7 and a transmission lever 8. As already explained above, the coupling lever 7 is rotatably mounted on the release lever 9. The release lever 9 itself is disc-shaped, with the coupling lever 7 being rotatably mounted on the outer circumference of the disc-shaped release lever 9. The transmission lever 8 is also rotatably mounted, specifically within a merely indicated housing 13 for accommodating the motor vehicle lock. A rotation axis 14 is provided for this purpose.

[0030] The clutch lever 7 can now be moved from a disengaged to an engaged position (and back if necessary) with the aid of the transmission lever 8. In the Fig. 1 Shown is the disengaged position of the clutch lever 7, which is consistently assumed during normal operation. If, in such a case, the locking mechanism 1, 2 is to be opened, the electric motor drive 4 is actuated and ensures that the pawl 2 is rotated counterclockwise around its axis 5 as described.

[0031] The release lever 9 and the actuating lever or external actuating lever 6 are mounted coaxially with respect to the common axis or rotation axis 12. This ensures that the clutch lever 7 in its engaged position Fig. 2 that the actuating lever 6 and the release lever 9 are mechanically connected to each other. This is because the clutch lever 7 moves in its engaged position against a stop edge 6a of the actuating lever 6. If, on the other hand, the clutch lever 7 takes its disengaged position after Fig. 1 the operating lever 6 and the release lever 9 are mechanically separated from each other.

[0032] The transmission lever 8 is in turn preloaded by means of a spring 15 into contact with the inertia element 10. In fact, the spring 15 ensures that the transmission lever 8 is pivoted counterclockwise with respect to its axis or rotational axis 14 without contact with the inertia element 10. This is prevented in normal operation by the fact that the transmission lever 8 rests with a contact surface 8a against a corresponding contact surface 10a of the inertia element 10. The friction observed at this point between the two contact surfaces 8a and 10a ensures that the inertia element 10 in its Fig. 1 shown undeflected position is maintained.

[0033] If a crash occurs, the mass inertia element 10 is deflected. According to the exemplary embodiment, the mass inertia element 10 is a pendulum element 10. The mass inertia element or pendulum element 10 is mounted rotatably about an axis in the housing 13. For this purpose, the pendulum element 10 may be equipped with an approximately central bearing ball 10b, which engages in a cup-shaped bearing shell 16, thereby ensuring central support and defining the axis. An inertial mass 10c is provided at the end of the mass inertia element or pendulum element 10.

[0034] If a crash occurs, the pendulum element 10 pivots around its axis, as indicated by the corresponding arrows in the Fig. 1 is indicated. As a result, the head-side contact surface 10a on the pendulum element 10 leaves the opposite contact surface 8a of the transmission lever 8. As a result, the transmission lever 8 is released from the contact surface 10a on the pendulum element 10.

[0035] Since the transmission lever 8 is pre-tensioned by means of the spring 15 in the direction of a counter-clockwise movement around its axis 14, the crash event ensures that the transmission lever 8 moves around its axis 14 in a counter-clockwise direction into the position in Fig. 2 swiveled.

[0036] Since the transmission lever 8 is curved at its clutch lever-side end, this curved shape of the transmission lever 8 ensures that the clutch lever 7 moves from its disengaged position into the counterclockwise pivoting movement described above. Fig. 1 into the engaged position in Fig. 2 This causes the clutch lever 7 to rest against the stop 6a of the actuating lever 6.

[0037] While previously any actuation of the actuating lever or external actuating lever 6 with the aid of the external door handle 11 around its axis 12 in a clockwise direction with respect to the release lever 9 was ineffective, the engagement of the coupling lever 7 in its engaged state against the stop 6a of the actuating lever 6 now ensures that the actuating lever 6 is mechanically connected to the release lever 9 via the coupling lever 7.

[0038] As a result, actuating the operating lever 6 with the aid of the outside door handle 11 causes the operating lever 6 to rotate counterclockwise around its axis 12, which is transmitted in phase to the release lever 9. As a result, the release edge 9a of the release lever 9 moves against the pawl 2 and ensures that the pawl 2 is pivoted counterclockwise around its axis 5. This results in the pawl 2 being lifted from its latching engagement with the rotary latch 1. The rotary latch 1 opens with spring support, releasing the previously trapped locking bolt 3. This also applies to the motor vehicle door (not expressly shown) which houses the motor vehicle lock within its interior, even when the motor vehicle door lock is completely locked. Bezugszeichenliste

[0039] 1 Rotary latch 2 Pawl 3 Locking bolt 4 Drive 5 Axis 6, 7, 8, 9 Operating lever chain 6 Operating lever 6a Stop edge 7, 8 Coupling element 7 Coupling lever 8 Transmission lever 8a Contact surface 9 Release lever on the locking mechanism side 9a Release edge 10 Inertia element or pendulum element 10a Corresponding contact surface 10b Bearing ball 10c Mass 11 Outside door handle 12 Axis or rotation axis 13 Housing 14 Rotation axis 15 Spring 16 Pan-shaped bearing shell

Claims

1. Motor vehicle latch, in particular a motor vehicle door latch, comprising a locking mechanism (1, 2) consisting substantially of a catch (1) and a pawl (2), and comprising an operating lever chain (6, 7, 8, 9) for the locking mechanism (1, 2), the operating lever chain (6, 7, 8, 9) having at least one operating lever (6), a coupling element (7, 8), and a release lever (9) on the locking mechanism side, and an inertia element (10) additionally being provided for acting upon the coupling element (7, 8), at least in the event of a crash, the coupling element (7, 8) being disengaged in normal operation and only being engaged in the event of a crash by means of the inertia element (10),characterized in that the coupling element (7, 8) is formed at least in two parts with a coupling lever (7) and a transmission lever (8).

2. Motor vehicle latch according to claim 1, characterized in that the coupling lever (7) is transferred from an uncoupled position into a coupled position, and optionally back, by means of the transmission lever (8).

3. Motor vehicle latch according to either of claims 1 to 2, characterized in that the coupling lever (7) is mounted on the release lever (9).

4. Motor vehicle latch according to any of claims 1 to 3, characterized in that the release lever (9) is mounted coaxially with the operating lever (6).

5. Motor vehicle latch according to any of claims 1 to 4, characterized in that, in the coupled position, the coupling lever (7) mechanically connects the operating lever (6) and the release lever (9) to one another and, in the uncoupled position, separates them from one another.

6. Motor vehicle latch according to any of claims 1 to 5, characterized in that the transmission lever (8) is preloaded in contact with the inertia element (10) by means of a spring (15).

7. Motor vehicle latch according to any of claims 1 to 6, characterized in that, in the event of a crash and in the deflected position, the inertia element (10) releases the transmission lever (8), which in turn couples the coupling lever (7).

8. Motor vehicle latch according to any of claims 1 to 7, characterized in that the inertia element (10) is designed as a pendulum element (10).

9. Motor vehicle latch according to claim 8, characterized in that the pendulum element (10) is rotatably mounted in a housing (13).