Door lock, in particular a motor vehicle door lock

Abstract

The invention relates to a door lock, in particular a motor vehicle door lock, comprising a locking mechanism (1, 2) which consists substantially of a rotary latch (1) and a pawl (2). An actuating lever chain (5, 6, 7, 8) is also provided at least for opening the locking mechanism (1, 2), wherein the actuating lever chain (5, 6, 7, 8) comprises at least one switchable coupling element (7) which drivingly closes the actuating lever chain (5, 6, 7, 8) when in the "coupled" position and drivingly opens the actuating lever chain when in the "uncoupled" position. According to the invention, the actuating lever chain (5, 6, 7, 8) comprises at least two levers (5, 6) which can be pivoted about a common axis (9). In addition, the coupling element (7) is in the form of a coupling lever (7) that is pivotally mounted on the first lever (5), which coupling lever, starting from the uncoupled state thereof that is adopted when idle, engages by means of its catch (13) in a recess (14) in the adjacent second lever (6) of the actuating lever chain (5, 6, 7, 8) in order to adopt the coupled state.

Description

[0001] The invention relates to a door lock, in particular a motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch and a locking pawl, and with an actuating lever chain at least for opening the locking mechanism, wherein the actuating lever chain has at least one switchable clutch element which, in its "engaged" position, closes the actuating lever chain in a drive-related manner and, in its "unengaged" position, opens it in a drive-related manner.

[0002] A door lock, and in particular a motor vehicle door lock of the type described above, is one that is typically used in or on a motor vehicle to lock a hood, tailgate, side door, fuel filler flap, front hood, etc. As a rule, the motor vehicle door lock in question is a side door lock, i.e., a lock on a front or rear side door of a motor vehicle. This is, of course, only an example and is in no way a limitation.

[0003] The locking mechanism can be opened using the actuating lever chain. This can be done manually, for example, via an internal and / or external handle. In principle, motorized opening of the locking mechanism via the intermediate actuating lever chain is also conceivable and is covered by the invention. In any case, opening the locking mechanism requires that the switchable clutch element, as part of the actuating lever chain, is in its "engaged" position. If, on the other hand, the clutch element is in its "disengaged" position, the actuating lever chain is interrupted, i.e., the drive mechanism is open. Consequently, the locking mechanism can no longer be opened via the internal and / or external handle or the motor drive, at least not as long as the switchable clutch element is in its "disengaged" position.

[0004] The switchable clutch element can assume the two positions "engaged" and "disengaged" via an additional locking unit. In the "engaged" position, the locking unit is in its "unlocked" position. Conversely, the "locked" position of the locking unit corresponds to the clutch element being "disengaged," thus interrupting the actuating lever chain. In the locked state, no force is applied to the inner or outer handle, nor to the motor drive, with respect to the locking mechanism, and consequently, the lock cannot be opened.

[0005] In addition to this locking-like functionality of the switchable clutch element, it is also possible to use it to distinguish between "normal operation" and a "crash scenario," as is done in the prior art, for example, according to WO 2014 / 019960 A2, DE102014001490 A1 and DE 1020140045529 A1. In "normal operation," the switchable clutch element assumes its "engaged" position, so that the lock can be opened as desired via the actuating lever chain. In contrast, the "crash scenario" corresponds to the clutch element being "disengaged," so that any forces acting on the actuating lever chain and associated with the "crash scenario" do not lead to an unintentional opening of the lock.

[0006] In the aforementioned prior art according to WO 2014 / 019960 A2, the design is such that an actuating lever, as part of the actuating lever chain, interacts with the switchable clutch element in such a way that, when the actuating lever is moved to its unactuated state, it disengages the engaged clutch assembly or clutch element. The disengaged clutch assembly remains in the disengaged state, and, in addition, engagement of the clutch assembly is blocked while the actuating lever is in the unactuated state.

[0007] The actuating lever only releases the clutch element when it is actuated, thus preventing the clutch assembly from engaging when the actuating lever is in its unactuated state. When the actuating lever is actuated above a threshold speed corresponding to crash accelerations, the lever performs a free stroke due to the inertial delay in the clutch assembly's engagement. For this purpose, the clutch assembly is designed with a spring-elastic wire or strip as the clutch element. The wire or strip can bend between the engaged and disengaged positions. Consequently, flawless functionality cannot always be guaranteed, especially over long periods, because the spring elasticity of the flexible wire or strip can change over time due to factors such as corrosion, contamination, etc.

[0008] Comparable vehicle door locks with similar functionality are described in the prior art according to DE 20 2010 015 U1. This refers to a door handle for a vehicle door, which is equipped with an associated transmission section of an actuating lever chain. In the door handle's resting state, the transmission section is activated in such a way that it interrupts and / or locks the actuating lever chain. For this purpose, a switchable clutch element is implemented, which has a clutch pin and a clutch cam. Even with such a design, the necessary functional reliability cannot always be guaranteed, especially over long periods. This is because contamination and / or corrosion can occur between the clutch pin and the clutch cam, impairing functional reliability.

[0009] Finally, further relevant prior art should be noted in US 7,198,307 and GB 2,432,184, which describe comparable motor vehicle door locks with a switchable clutch element. In both cases, the clutch element is designed so that, particularly in a crash, it remains in its "disengaged" position due to the resulting acceleration forces and cannot engage. This is only possible below a certain speed. However, even with this prior art, functional impairments after prolonged use are conceivable. The invention aims to remedy this.

[0010] The invention is based on the technical problem of further developing such a door lock, and in particular a motor vehicle door lock, in such a way that a permanent functional reliability of the switchable clutch element is ensured, especially over long time scales.

[0011] To solve this technical problem, a generic door lock, and in particular a motor vehicle door lock, is characterized in that the actuating lever mechanism has at least two levers pivotable about a common axis, and that the clutch element is designed as a clutch lever pivotably mounted on the first lever, which, starting from its disengaged state in the rest state, engages with its nose in a recess of the adjacent second lever of the actuating lever chain, according to a predetermined pivot angle range between the two levers and below a limiting speed of the pivoting movement of the second lever relative to the first lever, or vice versa, wherein the switchable clutch element can assume a dual function, as it were, to realize the crash function on the one hand and a locking function on the other.

[0012] The invention logically proceeds as follows: the coupling element is designed as a coupling lever pivotably mounted on the first lever of the actuating lever chain. That is, according to the invention, the actuating lever chain has at least two pivotable levers, which are pivotably mounted relative to each other about their common axis. The coupling element is implemented between the two pivotably mounted levers. In the "engaged" state, the coupling element ensures that both levers are rigidly coupled to each other. The actuating lever chain is then closed from a drive perspective. In contrast, the "disengaged" state of the coupling element corresponds to the two levers performing a free movement or relative movement to each other about their common axis. The actuating lever chain is therefore interrupted or open from a drive perspective.

[0013] The addition of "or vice versa" in claim 1 and in the preceding explanations means that the coupling element in question, which is realized between the two pivotably mounted levers, can in principle also be mounted on the second lever. That is to say, the two levers can, in principle, exchange their function.

[0014] In the resting position of both levers relative to each other, and also in the resting position of the clutch lever, the clutch lever assumes its "disengaged" position. This is ensured, for example, by a stop on the second lever. To engage the clutch, the second lever acts on the clutch lever, or interacts with it, in such a way that the clutch lever is released when the second lever is actuated, so that the clutch lever is generally spring-assisted into the "engaged" position. As a result, both levers are mechanically coupled, so that the associated actuating lever chain is closed, and force can be applied to the actuating lever chain to open the clutch. This force can be applied to the actuating lever chain via an internal and / or external handle and / or even a motor drive.

[0015] According to the invention, the engagement of the clutch lever by spring action occurs within a predetermined pivot angle range between the two levers, or between the normally stationary first lever and the actuated second lever, and below a certain threshold velocity of the pivoting movement of the second lever relative to the first lever, or vice versa. Thus, a threshold velocity of the relative movement of the two levers is crucial. After being released by actuating the second lever, the clutch lever can only be brought into the "engaged" state if, in particular, the second lever has completed a specific pivot angle range relative to the first lever. That is to say,, only within this specified swivel angle range is it possible for the clutch lever to be moved into the "engaged" state, thus ensuring the mechanical coupling between the two levers.

[0016] In addition to the pivot angle range between the two levers, and especially the angle of the second lever relative to the first, which is relevant for assuming the "engaged" position, the speed of the second lever's pivoting movement is also of particular importance. This pivoting movement, and consequently its associated pivoting speed, depends on whether the operation is "normal" or a "crash scenario".

[0017] Under normal operating conditions, the first lever, with the clutch lever mounted on it, generally remains stationary. Actuating the second lever to open the locking mechanism, and the resulting pivoting movement of the second lever relative to the first, allows the clutch lever mounted on the first lever to leave its disengaged position. This is because the stop on the second lever is released by the actuation of the second lever. Under normal operating conditions, the clutch lever can then, with spring assistance, fall into the recess of the second lever. In the resulting engaged state, this immediately provides the mechanical coupling of both levers, thus closing the drive mechanism of the actuating lever chain.

[0018] However, in the event of a crash, the second lever is pivoted in an opening motion relative to the locking mechanism, which is mostly stationary and has the clutch lever mounted on it. This pivoting motion corresponds to a pivoting speed above the critical speed. As a result, the recess of the second lever has already passed the lug on the clutch lever mounted on the first lever before the lug can even engage the recess with spring assistance. At the same time, any engagement of the clutch lever is hindered by its inertia. That is to say,The clutch lever's nose can only engage with the recess of the second lever in the actuating lever chain if the recess on the second lever, which extends only over a specific pivoting angle range, is aligned with the nose, and if, at the same time, the speed of the second lever during its actuation movement is below the limiting speed for the pivoting movement. Otherwise, the inertia of the clutch lever in such a case prevents the clutch lever, supported by its associated spring, from engaging with the recess on the adjacent second lever in the actuating lever chain.

[0019] All of this is achieved particularly easily and reliably, with any functional impairments caused by dirt, corrosion, etc., playing no role. This is because the clutch lever pivots from its initial "disengaged" position to the "engaged" position during normal operation, preventing any potential seizing or similar issues. At the same time, the interaction between the nose and the recess is not hindered by any dirt. The same applies to the inertial forces acting on the clutch lever in a crash, which, like the pivoting movement of the second lever, are clearly observed and adjust accordingly, so that any functional impairments, as seen in prior art, expressly do not occur. These are the key advantages.

[0020] In an advantageous embodiment, the clutch lever is mounted on the first lever at a distance from the common axis between the first and second levers, and with the same axial orientation. That is, the axis for mounting the clutch lever on the first lever and the common axis between the two levers run predominantly parallel to each other. This results in a particularly compact design, and both levers, with the interposed clutch lever, can be arranged with maximum overlap, thus minimizing the required space.

[0021] Furthermore, it has proven advantageous if the nose of the clutch lever largely undergoes radial movement relative to the axis of the clutch lever. The recess on the second lever extends predominantly circumferentially relative to the common axis between both levers.

[0022] Furthermore, the design is usually such that the two axes—that is, the common axis of both levers and the axis of the clutch lever relative to the first lever—define a straight line, with the nose of the clutch lever and the recess on the second lever facing each other. In addition to the nose, the clutch lever usually also has a support contour. In the clutch lever's rest or initial state, this support contour interacts with the stop on the second lever. As soon as the second lever is actuated towards opening the locking mechanism, the support contour disengages from the stop, allowing the clutch lever, under spring pressure, to engage its nose in the recess as described during normal operation.

[0023] The nose and the support contour generally extend in the same direction. Furthermore, the design is such that the recess on the second lever has a clear width that essentially corresponds to the width of the nose alone or to the combined width of the nose and the support contour. In other words, the recess provided on the circumference of the second lever is designed with a clear width that can only accommodate the nose on the clutch lever. In this case, the clear width of the recess essentially corresponds to the width of the nose. Alternatively, the recess can also be designed to accommodate both the nose and the support contour on the clutch lever, provided such a support contour is implemented. In this case, the recess has a clear width that, combined, corresponds to the width of the nose and the support contour.This makes it clear that only when the nose, or the nose and the supporting contour of the recess, is opposite the first lever during the movement of the second lever to open the lock, can the nose, or the nose including the supporting contour, fall into the recess with spring assistance. Any deviation from this overlap corresponds to the fact that the switchable clutch element cannot be moved into its "engaged" position.

[0024] The spring acting on the clutch lever is generally a torsion spring. This torsion spring has a coiled section and typically two legs connected tangentially to the coiled section. The coiled section advantageously surrounds the axis of the clutch lever, resulting in a particularly compact design. Furthermore, the design is typically such that one leg of the torsion spring is connected to the first lever, while the other leg acts on the clutch lever in the direction of the recess on the second lever.

[0025] The result is a door lock, and in particular a vehicle door lock, that is exceptionally reliable and compact, and can be implemented with a minimum of components. This is especially true if the coupling element is not only used for implementing the crash function, as previously described in detail. Rather, within the scope of the invention, it is conceivable that the switchable coupling element can perform a dual function, implementing the crash function on the one hand and acting as a locking mechanism on the other. In this case, an additional locking unit may actuate the switchable coupling element in question to enable the previously described functional states of "engaged" or "unlocked" and "disengaged" or "locked".Naturally, it is also within the scope of the invention to implement an actuating lever chain with both a switchable clutch element for realizing the crash function and a second switchable clutch element for a locking function. The actuating lever chain can be designed as an external actuating lever chain, an internal actuating lever chain, or even as a combined actuating lever chain for both internal and external actuation. This is where the main advantages lie.

[0026] 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 door lock according to the invention in its rest position, Fig. 2 the object after Fig. 1 During operation in "normal mode", Fig. 3, the object according to the Figure 1 and 2In the "crash case", Fig. 4 shows a further second embodiment of the door lock according to the invention in its resting state, Fig. 5 shows the object after the Fig. 4 in "normal operation" and finally Fig. 6 the object according to the second embodiment in accordance with the Fig. 4 and 5 in the event of a "crash".

[0027] The figures depict a door lock, and in particular a motor vehicle lock, and preferably a motor vehicle door lock, which in its basic structure consists of a component located only in the Fig. 2 The depicted locking mechanism 1, 2 consists essentially of a rotary latch 1 and a locking pawl 2. The door lock, or vehicle door lock, is located in or on an associated vehicle door (not shown). To keep this vehicle door locked against a vehicle body (also not shown), the locking mechanism 1, 2, as illustrated in the figure, ensures Fig. 2This ensures that a body-side locking bolt 3 is caught in the closed state of the locking mechanism 1, 2 as indicated there. To open the locking mechanism 1, 2, a mechanism also located in the Fig. 2 The indicated release lever 4 is placed on the locking pawl 2 in such a way that it is in the Fig. 2 The indicated counterclockwise rotation is pivoted around its axis, so that the rotary latch 1 is released and can open clockwise with spring assistance, thus releasing the locking bolt 3.

[0028] To do this simply in the Fig. 2 The ability to open the locks 1 and 2, which are present in all versions, is possible within the scope of all versions according to the Figs. 1 to 6An actuating lever chain 5, 6, 7, 8 is implemented. This actuating lever chain 5, 6, 7, 8 is not limited to being an external actuating lever chain equipped with an external handle 8 at the end. Instead of the external handle 8, an internal handle (not shown) can also be implemented, in which case the actuating lever chain 5, 6, 7, 8 is designed as an internal actuating lever chain. Hybrid forms are also conceivable.

[0029] In addition to the outer handle 8, or more generally a handle, the illustrated actuating lever chain 5, 6, 7, 8 also has a first lever 5 and a second lever 6. Both levers 5, 6 are rotatably mounted relative to each other about a common axis 9. Furthermore, a switchable clutch element 7 is arranged on the second lever 6, which is designed as a clutch lever 7 rotatably mounted on the second lever 6 about a further axis 10. This applies to the variant according to the Figs. 1 to 3In contrast, the example of the Figs. 4 to 6 The coupling element 7 is mounted on the first lever 5. In the variant according to the Figs. 1 to 3 The second lever 6 is a transmission lever, while the first lever 5 is designed as an external actuation lever. The variant according to the Figs. 4 to 6 works with a second lever 6, which in this case is designed as a release lever, so that in this variant the release lever 4 can be omitted.

[0030] The switchable clutch element 7 can be in its "engaged" position as shown in the illustration. Fig. 2 and 5The actuating lever chain 5, 6, 7, 8 is closed by means of a drive mechanism. This corresponds to the "normal operation" in which the actuating lever chain 5, 6, 7, 8 can be actuated via the external handle 8, or more generally via a handle, so that the locking mechanism 1, 2 opens. For example, the "engaged" state of the clutch element 7 corresponds to the Fig. 2When the outer handle 8 is actuated, the two levers 5 and 6, which are coupled to each other via the coupling lever 7, can pivot about their common axis 9 in the counterclockwise direction indicated therein. An actuation of the outer handle 8 in a counterclockwise pivoting movement of both levers 5 and 6 about their common axis 9 causes the second lever 6 to actuate the release lever 4, moving it upwards and pivoting the locking pawl 2 counterclockwise. This releases the locking pawl 2 from engagement with the rotary latch 1, allowing the rotary latch 1 to open with spring assistance as described and release the locking bolt 3.

[0031] In the execution variant according to the Fig. 5and in the "engaged" position of the coupling element 7, on the other hand, applying pressure to the first lever 5 by means of the outer handle 8 causes the second lever 6 to either directly or via the release lever 4 to lift the locking pawl 2 from its engagement with the rotary latch 1, so that the rotary latch 1 pivots open with spring assistance and releases the locking bolt 3.

[0032] In the Fig. 1 In the rest state shown in Figure 4, the clutch element 7 assumes its "disengaged" position. This is ensured by a stop 11 on the first lever 5 or second lever 6. This stop 11 on the first lever 5 in the Fig. 1 interacts with a support contour 12 on the clutch lever 7. In the variant according to the Figs. 4 to 6A stop 11 is also implemented, which is provided on the second lever 6, but does not interact with a separate support contour 12 on the clutch lever 7, but directly with a nose 13 on the said clutch lever 7, which will be described in more detail below.

[0033] In fact, the nose 13 on the clutch lever 7 can interact with a recess 14, which is located on the circumference of the first lever 5 in the first variant according to the Figs. 1 to 3 and at the circumference of the second lever 6 within the framework of Figs. 4 to 6 finds. For this purpose, the nose 13 of the clutch lever 7 has a largely radial extension compared to the axis 10 for the bearing of the clutch lever 7 on the second lever 6 or first lever 5. The basic structure also includes a feature particularly in the Fig. 4The visible spring 15, which in this embodiment is a torsion spring, is used to act on the clutch lever 7 such that its nose 13 is forced towards the recess 14 of the first lever 5 or the second lever 6.

[0034] The spring 15, or torsion spring 15, has a coiled section 15a which encloses the axis 10, relative to which the clutch lever 7 is pivotally mounted on the first lever 5. In addition to this coiled section 15a, two legs 15b and 15c are also provided. Leg 15b of the torsion spring 15 is supported by the first lever 5, while the second leg 15c of the torsion spring 15 acts on the clutch lever 7 in such a way that the nose 13 is biased towards the recess 14 (see figure). Fig. 4 ).

[0035] As already explained, the nose 13 of the clutch lever 7 is predominantly oriented radially relative to the axis 10. This allows the nose 13 of the clutch lever 7 – caused by the spring 15 – to perform a largely radial movement relative to the axis 10. Opposite the nose 13 of the clutch lever 7, the recess 14 is oriented towards the second lever 6 or first lever 5. This allows the clutch lever 7 to be engaged in the "engaged" state, and in the variant according to the Figs. 1 to 3 The nose 13, in conjunction with the support contour 12, dips together into the recess 14. In contrast, the design of the variant according to the Figs. 4 to 6 so that at this point only the nose 13 dips into the recess 14 in the "engaged" state of the clutch lever 7.

[0036] It can be seen that the common axis 9 between the two levers 5 and 6, on the one hand, and the axis 10 for mounting the clutch lever 7 on the first lever 5 and second lever 6, on the other hand, define a straight line, with the nose 13 of the clutch lever 7 and the recess 14 on the first lever 5 and second lever 6 facing each other. If the previously mentioned support contour 12 is also implemented, the nose 13 and the support contour 12 extend in the same direction, in the exemplary embodiment transverse to the radial direction with respect to the axis 10.

[0037] The recess 14 is now equipped with a clear width W, which in the variant according to the Figs. 1 to 3a combined width B of the nose 13 and the support contour 12 corresponds to this. As a result, in the "engaged" state of the clutch lever 7, both the nose 13 and the support contour 12 fit within the recess 14. In contrast, in the second embodiment according to the Figs. 4 to 6 The procedure was such that the recess 14 is equipped with a clear width W, which in this case predominantly corresponds to the width B of the nose 13 alone.

[0038] The operating principle is as follows. In the first embodiment, starting from the resting state after the Fig. 1 The clutch lever 7, mounted on the second lever 6, is also at rest and in the "disengaged" position. Correspondingly, the support contour 12 of the clutch lever 7 rests against the stop 11. As soon as, starting from this resting state, the first lever 5 is moved to open the locking mechanism 1, 2, as shown in the illustration below. Fig. 1When the spring 15 is acted upon, in the sense of a counterclockwise movement around the common axis 9, the support contour 12 is subsequently released from the stop 11, so that – in “normal operation” – the spring 15 acts upon the clutch lever 7 in such a way that it, in the transition from the Fig. 1 to Fig. 2 the clutch lever 7 dips into the recess 14. The spring 15 ensures that the clutch lever 7 pivots clockwise around the axis 10. A further stop 16 on the clutch lever 7 limits this pivoting movement. The clutch lever 7 is now in the "engaged" state because the recess 14 of the first lever 5, with its clear width W, can accommodate the support contour 12 and the nose 7.

[0039] In the "engaged" state, both levers 5 and 6 are rigidly connected to each other by the coupling element 7, so that further action on the first lever 5 is prevented. Fig. 2 The depicted counterclockwise rotation around the common axis 9 corresponds to the fact that the second lever 6 moves against the release lever 4, which in turn lifts the pawl 2 from its engagement with the rotary latch 1 with the consequences described.

[0040] However, if a crash occurs, as in the Fig. 3As depicted, the first lever 5, during its pivoting movement around the common axis 9, moves so quickly that a limiting velocity of the pivoting movement of the first lever 5 relative to the second lever 6 is exceeded. As a result, the recess 14 on the first lever 5 passes the clutch lever 7, or rather its nose 13 in conjunction with the support contour 12, before the spring 15 can ensure that the nose 13 can fall into the recess 14. At the same time, this crash scenario ensures that the clutch lever 7, due to its inertia, remains in the "disengaged" position and cannot (or can no longer) fall into the recess 14 due to the pivoting movement of the first lever 5, as would be expected. Fig. 3 This makes it clear. As a result, the actuating lever chain 5, 6, 7, 8 is interrupted and the locking mechanism 1, 2 remains as desired in its position. Fig. 2The (main) locking position shown is correct. Unintentional opening of the corresponding vehicle door is impossible.

[0041] A comparable functionality is achieved in the embodiment according to the Figs. 4 to 6 observed. In the Fig. 4 The resting state is again shown, which corresponds to the clutch lever 7 being in contact with the stop 11 at its nose 13. This can be attributed to the fact that an additional support contour 12 is not present in this case. In any case, the clutch lever 7 is again in the "disengaged" position in this resting state.

[0042] Starting from this resting state, after the Fig. 4 the first lever 5 during the transition from the Fig. 4 to Fig. 5When pivoted clockwise, the second lever 6 remains at rest. If the pivoting movement of the first lever 5 relative to the second lever 6, with the clutch lever 7 mounted on the first lever 5, occurs at a pivoting speed below the limiting speed and is such that the recess 14 and the lug 13 overlap, i.e., within a specific pivoting angle range, so that the recess 14 and the lug 13 are opposite each other and can therefore interact, the spring 15 again ensures that the lug 13 engages in the recess 14. Now the clutch lever 7 assumes its "engaged" position, and both levers 5 and 6 are rigidly coupled to each other, so that further clockwise action of the first lever 5 leads to the opening of the locking mechanism 1, 2 in "normal operation" (see Figure 1). Fig. 5 ).

[0043] However, in the event of a "crash" and according to the description after the Fig. 6 If the first lever 5 is subjected to a pivoting speed above the limiting speed, the recess 14 on the second lever 6 can pass the nose 13 of the clutch lever 7 without the nose 13 being able to fall into the recess 14 with spring assistance. As a result, the clutch lever 7 remains in its "disengaged" position. This means that the actuating lever chain 5, 6, 7, 8 is mechanically separated and cannot act on the locking mechanism 1, 2 in the opening direction. Consequently, the locking mechanism 1, 2 continues to operate unchanged in the Fig. 2 The depicted (main) locking position is engaged. Unintentional opening of the locking mechanism 1, 2 is impossible. Reference sign

[0044] Rotary latch 1 Latch 2 Locking mechanism 1, 2 Locking bolt 3 Release lever 4 Actuating lever chain 5, 6, 7, 8 Lever 5, 6 Coupling element 7 Lever 7 Outer handle 8 Axle 9 Axle 10 Stop 11 Support contour 12 Nose 13 Recess 14 Spring 15 Leg spring 15 Section 15a Leg 15b, 15c Width B Width W

Claims

1. Door 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 (5, 6, 7, 8) at least for opening the locking mechanism (1, 2), wherein the operating lever chain (5, 6, 7, 8) has at least one switchable coupling element (7) which, in its "coupled" position, closes the operating lever chain (5, 6, 7, 8) in a driving manner and, in its "uncoupled" position, opens said operating lever chain in a driving manner,characterized in that the operating lever chain (5, 6, 7, 8) has at least two levers (5, 6) pivotable about a common axis (9),and in that the coupling element (7) is designed as a coupling lever (7) which is pivotally mounted on the first lever (5) and which, starting from its uncoupled state which is assumed when idle, engages with its nose (13) into a recess (14) of the adjacent second lever (6) in order to assume the coupled state, specifically in accordance with a predetermined pivot angle range between the two levers (5, 6) and below a limit speed of the pivoting movement of the second lever (6) relative to the first lever (5), or vice versa, wherein the switchable coupling element (7) can assume a double function, so to speak, in order to implement the crash function and a locking function.

2. Door latch according to claim 1, characterized in that the coupling lever (7) is preloaded in the direction of the recess (14) by means of a spring (15).

3. Door latch according to claim 1 or 2, characterized in that the coupling lever (7) is mounted at a distance from the common axis (9) of the two levers (5, 6) and specifically preferably in the same axis orientation.

4. Door latch according to any of claims 1 to 3, characterized in that the nose (13) of the coupling lever (7) largely performs a radial movement compared to the axis (10) of the coupling lever (7).

5. Door latch according to any of claims 1 to 4, characterized in that the recess (14) on the second lever (6) extends predominantly circumferentially to the common axis (9) of the two levers (5, 6).

6. Door latch according to any of claims 1 to 5, characterized in that the axis (10) of the coupling lever (7) and the common axis (9) of the two levers (5, 6) define a straight line, wherein the nose (13) and the recess (14) face one another.

7. Door latch according to any of claims 1 to 6, characterized in that the coupling lever (7) has a support contour (12) in addition to the nose (13).

8. Door latch according to claim 7, characterized in that the nose (13) and the support contour (12) extend in the same direction.

9. Door latch according to any of claims 1 to 8, characterized in that the recess (14) has a clear width (W) which substantially corresponds to a width (B) of the nose (13) or to a combined width (B) of the nose (13) and the support contour (12).

10. Door latch according to any of claims 1 to 9, characterized in that the spring (15) of the coupling lever (7) is designed as a leg spring (15) which has a wound region (15a) surrounding the axis (10) and has two legs (15b, 15c).

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