Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, which is provided with an actuation lever chain (4, 5, 6, 7, 8) for a locking mechanism (1, 2). The actuation lever chain (4, 5, 6, 7, 8) has at least one actuation lever (5) and a coupling element (7). A mass inertia element (9, 10) is also produced, which acts on the coupling element (7) at least in the event of a crash. As well as a spring (11) acting on the mass inertia element (9, 10). According to the invention, the spring (11) is designed to be double-acting, with a crash spring part (11a) and an engaging spring part (11b).

Description

[0001] Description

[0002] Motor vehicle lock

[0003] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, with an actuating lever chain for a locking mechanism, which has at least one actuating lever and a coupling element, furthermore with an inertia element which acts on the coupling element at least in the event of a crash, and with a spring acting on the inertia element.

[0004] The locking mechanism usually consists of a rotary latch and a pawl. The operating lever chain for the locking mechanism ensures that after an outside or inside door handle is actuated, the pawl is lifted from its latching engagement with the rotary latch, thus releasing the locking mechanism from its locked position. As a result, a locking bolt previously trapped by the rotary latch is released. Since the motor vehicle lock is usually located inside a motor vehicle door, this process allows the corresponding motor vehicle door to be opened, as the locking bolt is usually located on the body side. However, this requires that the motor vehicle lock is generally in the "unlocked" state and the coupling element is in the "engaged" state, thus mechanically closing the operating lever chain.

[0005] In contrast, the locked state of the motor vehicle lock corresponds to the operating lever chain being open and the coupling element being "disengaged." As a result, the mechanical connection from the aforementioned exterior door handle or interior door handle to the locking pawl is interrupted. Consequently, operations of the interior door handle or exterior door handle have no effect compared to the locking mechanism.

[0006] The state of the art according to DE 10 2017 102 549 A1 involves the mass inertia element ensuring that the clutch element is transferred from its engaged state to the disengaged state in the event of a crash. As a result, the actuating lever chain is inevitably mechanically interrupted. This means that the mass inertia element ensures crash release in the event of a crash. Consequently, any acceleration-related impacts, particularly on the outside door handle, cannot lead to an unintentional opening of the vehicle door. This provides optimal protection for the occupants of the associated vehicle.

[0007] To this end, the aforementioned prior art proceeds by applying a control lever to the coupling element, which in turn interacts with the inertia element. The control lever is guided within a control contour of the inertia element. This results in the positive guidance of the coupling element.

[0008] Since motor vehicles are typically locked during operation these days, the problem with this approach is that in the event of a crash, the relevant vehicle lock remains locked. This is because a crash is often associated with a power failure. As a result, arriving emergency personnel, for example, often cannot open the corresponding vehicle door when operating the outside door handle, even though the previously described crash unlocking has occurred. This can be attributed to the fact that after the crash, the coupling element has been transferred from its disengaged to the engaged state.However, in this case, an additional locking lever, for example, which is still in the locked state, often ensures that the operating lever chain remains interrupted and the locking mechanism cannot therefore be opened.

[0009] Other independent solutions are also presented in the prior art that make it possible to unlock an associated operating lever chain, particularly in the event of a crash. For example, WO 2019 / 210905 A1 deals with a motor vehicle lock in which the locking and unlocking of the motor vehicle lock is carried out by means of a rotary movement of an output pulley. The output pulley is a component of a drive unit with a motor, and the motor drives the output pulley. If the power supply fails in the event of a crash, other solutions are also known that operate with an emergency power source and thus still provide unlocking and unlocking in the event of a main power source failure.

[0010] In the generic prior art according to DE 10 2017 103 472 A1, a clutch lever is arranged between a release lever and an actuating lever as part of the actuating lever chain. The actuating lever is coupled to a safety lever in such a way that the clutch lever can be disengaged from the release lever using the actuating lever. The safety lever is an inertia lever that is actuated by a spring. The inertia lever counteracts any movement of the actuating lever.

[0011] In the event of a crash, the clutch lever is disengaged from the release lever (crash release). This prevents the release lever from being activated. However, how the known motor vehicle lock is restored after the crash is over remains unclear or is not described in detail. The invention aims to remedy this situation. 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 flawless functionality is observed both during and after a crash, while maintaining a structurally simple design.

[0012] To solve this technical problem, a generic motor vehicle lock and in particular a motor vehicle door lock is characterized in that the spring acting on the mass inertia element is designed to be double-acting with a crash spring part and a detent spring part.

[0013] In general, the inertia element is rotatably connected to the actuating lever via the aforementioned spring. The actuating lever may advantageously be an external actuating lever. In this case, a bearing dome extending through the actuating lever is usually provided for the rotatable mounting of the inertia element.

[0014] To equip the spring with a double-acting design, including the crash spring and detent spring, the spring generally engages with a first coil section, serving as the crash spring, around the aforementioned bearing dome for supporting the inertia element on the actuating lever. The crash spring generally ensures that the inertia element is held in a predetermined position relative to the actuating lever during normal operation. In contrast, the crash spring of the double-acting spring is usually deformed in the event of a crash.

[0015] The detent spring portion of the double-acting spring, on the other hand, is preloaded toward a detent position of the inertia element. This detent position of the inertia element is generally assumed relative to the coupling element. This means that, as a result of the crash, the inertia element is temporarily locked to the coupling element by the detent spring portion of the spring.

[0016] In fact, during operation of the associated motor vehicle, the coupling element is usually in its "disengaged" position, corresponding to the "locked" functional position. The operating lever chain is interrupted. If a crash occurs, the mass inertia element leaves its predetermined position relative to the operating lever during normal operation, with the crash spring part of the double-acting spring ensuring, according to the invention, that this position is maintained during normal operation. In contrast, the crash spring part is deformed in the event of a crash, and the mass inertia element is adjusted relative to the operating lever. The position of the mass inertia element in the event of a crash generally corresponds to the temporarily rusting connection between the mass inertia element on the one hand and the coupling element on the other. This temporarily rusting connection is supported by the detent spring part as a further component of the double-acting spring.The detent spring part ensures that the mass inertia element is pre-tensioned in the direction of the detent position of the mass inertia element, specifically in the direction of the temporarily rusting connection between the mass inertia element on the one hand and the coupling element on the other hand in the event of a crash.

[0017] As a result of this temporarily rusting connection between the inertia element and the coupling element, the locking mechanism can be opened without difficulty, even though the coupling element still assumes or has assumed its "disengaged" position. To open the locking mechanism, it is only necessary to apply one or two strokes to the actuating lever or external actuating lever in order to first unlock and then open the motor vehicle lock according to the invention by exerting a corresponding action on the coupling element, or to realize the unlocking / opening in one action and with one stroke. This is because the inertia element thus provides a temporary connection between the actuating lever and the coupling element.

[0018] The two-stroke opening using the operating lever is also known as the throw-back or ejector function. During the first stroke of the operating lever, the coupling element is transferred to its engaged state, and the vehicle lock consequently transitions from its "locked" functional state, which is typically assumed during operation, to the "unlocked" functional state. The second stroke then ensures the desired opening of the locking mechanism with the vehicle lock unlocked. Of course, this can also be achieved and implemented in one stroke.

[0019] Either way, the actuation of the coupling element can be realized and implemented easily, smoothly, and safely using the inertia element, which is temporarily connected to the coupling element in the event of a crash and latches. For this purpose, the inertia element is rotatably mounted on the actuating lever, which is generally an external actuating lever. The additional, inventively implemented double-acting spring with a crash spring component and a detent spring component enables this temporarily latching connection between the inertia element and the coupling element to be implemented particularly advantageously and easily.

[0020] This is because the crash spring part of the spring holds the mass inertia element in its predetermined position relative to the actuating lever during normal operation. As soon as a crash occurs, the mass inertia element moves against the spring force of the crash spring part. This deforms the crash spring part of the double-acting spring. At the same time, the detent spring part ensures that the desired temporarily latching connection between the mass inertia element and the coupling element is established during the crash-induced pivoting movement of the mass inertia element against the spring force of the crash spring part. This is because the detent spring part preloads the mass inertia element towards the latching positions. After the end of the crash, the temporarily latching connection between the mass inertia element and the coupling element is generally released, so that the motor vehicle lock according to the invention returns to its original state.This usually requires that the operating lever has been actuated first. This is where the main advantages lie.

[0021] According to a further advantageous embodiment, the spring forces generated by the crash spring part and the detent spring part generally act in different planes. The design is such that the crash spring part provides spring forces in one crash plane, and the detent spring part provides spring forces in a predominantly vertical detent plane. This allows the different functions and force effects to be separated particularly effectively from one another, preventing any overlap or malfunctions.

[0022] According to one embodiment, the inertia element is a mass inertia lever with a through-hole for a U-shaped spring strut as a detent spring part. In this case, the U-shaped spring strut acts as a detent element, providing the temporarily detent connection between the mass inertia element and the coupling element.

[0023] In another variant of the invention, the inertia element is constructed in several parts, particularly two parts. In this case, the inertia element comprises a first inertia lever and a second inertia lever rotatably connected to the actuating lever. The first inertia lever is equipped with a second winding section as a detent spring part.

[0024] As previously explained, the double-acting spring used according to the invention for loading the inertia element has the first coil section as a crash spring part, which engages around the bearing pin for mounting the inertia element on the actuating lever. This includes the second inertia lever in the last-mentioned embodiment. In contrast, the first inertia lever is equipped with the second coil section of the double-acting spring, which consequently functions as a detent spring part.

[0025] The result is a motor vehicle lock, and in particular a motor vehicle door lock, which enables particularly reliable operation with a structurally simple manner. This is because, during normal operation, the motor vehicle lock in question consistently assumes its "locked" state. In the event of a crash, the mass inertia element is temporarily connected to the coupling element in a latching manner. This allows the coupling element, which is disengaged during normal operation, to be engaged and the associated locking mechanism to be opened. This is achieved by a two-stroke action on the operating lever in the sense of a recoil or ejector function. Alternatively, a single-stroke operation of the operating lever is also possible such that, during this single stroke, the coupling element is first engaged and subsequently or simultaneously the locking mechanism is opened.

[0026] All of this can be implemented particularly easily and intuitively, with the double-acting spring acting on the inertia element advantageously supporting the described functionalities. The crash spring part of the spring holds the inertia element in position during normal operation and provides a spring force that the inertia element must overcome in the event of a crash. The detent spring part supports the subsequent temporary locking between the inertia element and the coupling element. This is where the key advantages lie. The invention is explained in more detail below using a drawing that represents only one exemplary embodiment; in the following:

[0027] Fig. 1 the motor vehicle lock according to the invention in a

[0028] Overview,

[0029] Fig. 2A and 2B the operating lever in a first variant (Fig. 2A) and a second variant (Fig. 2B),

[0030] Fig. 3 the inertia element in the first variant, partly in exploded view,

[0031] Fig. 4A and 4B the crash case using the inertia element of the first variant,

[0032] Fig. 5 the inertia element in a further second variant partially in exploded view and

[0033] Fig. 6A and 6B show the crash case using the inertia element according to the second variant.

[0034] The figures show a motor vehicle lock, which is not limited to a motor vehicle door lock. In its basic construction, this has a locking mechanism 1, 2, shown only in Fig. 1, essentially consisting of a rotary latch 1 and a pawl 2. It can be seen from Fig. 1 that the locking mechanism 1, 2 is arranged essentially perpendicular to the drawing plane shown in the figures. The drawing plane coincides with a plane E spanned by a housing or lock housing 3, which is a crash plane E to be described below. The basic construction includes at least one operating lever chain 4, 5, 6, 7, 8 for the locking mechanism 1, 2. The operating lever chain 4, 5, 6, 7, 8 is equipped with at least one operating lever 5 and a coupling element 7. According to the exemplary embodiment, the operating lever 5 is, and is not limited to, an external operating lever 5.In addition, the operating lever chain 4, 5, 6, 7, 8 also has a release lever 4. Furthermore, a locking lever 8. The locking lever 8 may also be assigned an electric motor drive A (not expressly shown and merely indicated), with the aid of which the locking lever 8 can perform the pivoting movements indicated in Fig. 1 around its axis in a counterclockwise and clockwise direction. The coupling element 7 functions overall in the exemplary embodiment as a transmission lever, namely ensuring a mechanical coupling between the locking lever 8 and a coupling lever 6 as a further component of the operating lever chain 4, 5, 6, 7, 8. In fact, the coupling lever 6 in question is rotatably mounted on the release lever 4 and interposed between the operating lever 5 and the release lever 4.

[0035] The basic structure also includes a mass inertia element 9, 10, which acts on the coupling element 7, at least in the event of a crash. For this purpose and according to the exemplary embodiment, the mass inertia element 9, 10 performs a combined pivoting-stroke movement and thereby engages the coupling element 7 in a locking region 7a there. The combined pivoting-stroke movement of the mass inertia element 9, 10 manifests itself in such a way that the mass inertia element 9, 10, according to the exemplary embodiment, not only performs or can perform movements in the plane spanned by the lock housing 3 (and coinciding with the plane of the drawing) or crash plane E, but also perpendicular thereto in a locking plane R.

[0036] For this purpose, the mass inertia element 9, 10 is connected to an extension arm 5A of the actuating lever 5. Furthermore, it can be seen that a spring 11 acting on the mass inertia element 9, 10 is provided. The actuating lever or external actuating lever 5 is shown together with the mass inertia element 9, 10 in two different variants in Figs. 2A and 2B, which will be discussed in more detail below. The spring 11 can also be seen in the relevant figures.

[0037] According to the invention, the spring 11 for acting on the mass inertia element 9, 10 is designed to be double-acting, with a crash spring part 11a and a detent spring part 11b. The two variants according to Figures 2A and 2B make it clear that the mass inertia element 9, 10 is rotatably connected to the actuating lever 5 in question, with the spring 11 interposed. For this purpose, a bearing dome 12 is provided that extends through the actuating lever 5. It can be seen that the spring 11 acting on the mass inertia element 9, 10 engages or surrounds the bearing mandrel 12 in question with a first coil section 11a as the crash spring part 11a. In the variant according to Figures 2A and 3, the spring 11 is also equipped with a second coil section 11b as the detent spring part 11b. This includes the first embodiment with a first inertia lever 9 and a further second inertia lever 10.

[0038] In the further second variant, as shown in Figs. 2B and 5, the first coil section or the crash spring part 11a is again realized. In contrast, in this variant, the detent spring part 11b of the spring 11 is designed as an egg-shaped spring strut 11b. In this case, a two-part but one-piece inertia lever 9, 10 is realized. This has a front-side lever arm 9 with a through-opening 13 for the U-shaped spring strut 11b and a further lever arm 10 for the rotatable mounting of the inertia element or inertia lever 9, 10 in the second variant on the associated bearing dome 12.

[0039] In both embodiments, the crash spring part 11a ensures that the inertia element 9, 10 maintains a predetermined position relative to the actuating lever 5 during normal operation and is deformed in the event of a crash. For example, this normal operation is shown in solid lines in Fig. 4A for the first embodiment and in Fig. 6A for the second embodiment, whereas the crash situation corresponds to the dash-dotted and deflected position of the associated inertia element 9, 10. It can be seen that the crash spring part 11a holds the inertia element 9, 10 in the predetermined position relative to the actuating lever 5 during normal operation, shown in solid lines.

[0040] This predetermined position of the mass inertia element 9, 10 relative to the actuating lever 5 corresponds to the fact that the mass inertia element

[0041] 9, 10 cannot interact with the locking area 7a of the coupling element 7. In fact, the coupling element 7 not only has the locking area 7a in question for a temporary coupling with the inertia element 9,

[0042] 10. Additionally, a pin receptacle 7b of the coupling element 7 is provided, into which the locking lever 8 engages or can engage with a pin 8a. The pin receptacle 7b is arranged adjacent to the locking area 7a of the coupling element 7 (see Fig. 1).

[0043] In this way, actuation of the locking lever 8 by means of the drive A, starting from a "locked" position indicated in Fig. 1, in a clockwise direction of the coupling element 7, results in the coupling lever 6 being transferred from its raised position belonging to the unlocked position into the engaged position according to Fig. 1.

[0044] In any case, the transition of the mass inertia element 9, 10 from its position shown in solid lines in Fig. 4A and 6A to the crash position shown in dash-dotted lines corresponds to the mass inertia element 9, 10 being temporarily coupled to the coupling element 7, namely to the locking area 7a of the coupling element 7. For this purpose, the already mentioned locking spring part 11b, as a further component of the double-acting spring 11, ensures that the mass inertia element 9, 10 is acted upon in the direction of the locking positions 7a of the mass inertia element 9, 10 relative to the coupling element 7. In order to achieve this, the spring forces built up by the crash spring part 11a on the one hand and the locking spring part 11b on the other hand act in different planes. In fact, the crash spring part 11 a predominantly builds up spring forces in the plane of the drawing or the plane coinciding with the lock housing 3 or crash plane E.In contrast, forces generated by the detent spring part 11b correspond to forces that run perpendicularly thereto. The spring forces generated by the crash spring part 11a therefore run in the crash plane E, which coincides with the plane E, while the detent spring part 11b provides spring forces in the detent plane R, which runs predominantly perpendicularly thereto.

[0045] Based on the illustration in Fig. 3 and 4A, 4B, it can be seen that the mass inertia element 9, 10 in the first variant is designed as a first mass inertia lever 9 and a second mass inertia lever 10 rotatably connected to the actuating lever 5. The first mass inertia lever 9 is equipped with the second winding section 11b or the detent spring part 11b. It can be seen that the first mass inertia lever 9 is connected to the second mass inertia lever 10 via an axis 13 arranged predominantly in the crash plane or plane E. In fact, this axis 13 is provided by a bearing mandrel or dowel pin running in the crash plane or plane E in question. In contrast, the second mass inertia lever 10 ensures the mounting of the mass inertia element 9, 10 perpendicular to the crash plane or plane E in question in this first variant.

[0046] In the second variant according to Figures 5 and 6A, 6B, however, the first or front-side lever arm 9 provides the pivoting movements in the crash plane or plane E, specifically around the axis defined by the bearing pin 12. For this purpose, the second lever arm 10 provides a corresponding bearing eye for the passage of the bearing dome 12.

[0047] When comparing Fig. 4A and 4B or 6A and 6B, it can be seen that in the event of a crash, the mass inertia element 9, 10 not only predominantly performs a pivoting movement in the crash plane or plane E. But the detent spring part 11b of the double-acting spring 11 ensures during or after this pivoting process that the mass inertia element 9, 10 also performs a lifting or lowering movement in the detent plane R. In fact, the mass inertia element 9, 10 is preloaded in the direction of the detent positions 7a on the coupling element 7 by means of the detent spring part 11b. As a result, the mass inertia element 9, 10 or the first mass inertia lever 9 in the first variant or the front lever arm 9 in the second variant each performs a lowering movement in the direction of the locking position 7a of the coupling element 7, which can be understood in particular from Figures 4B and 6B.Following this, the mass inertia element 9, 10 has each assumed a temporary locking position with respect to the coupling element 7.

[0048] As a result, the actuating lever 5 is detachably coupled to the coupling element 7 in a latching manner, temporarily. The coupling element 7 typically assumes its disengaged position, and the motor vehicle lock according to the invention remains unchanged in its "locked" position. If the actuating lever 5 is now acted upon clockwise from this latching position and as shown in Figs. 2A and 2B as well as 1, this actuation of the actuating lever 5 during a first stroke results in the coupling element 7 being pivoted clockwise about its axis by this first stroke due to the latching coupling of the actuating lever 5 with the coupling element 7. This clockwise movement of the coupling element 7 results in the coupling element 7 being engaged, thereby transferring the coupling lever 6 into the engaged position.Now the actuating lever 5 and the release lever 4 are mechanically connected to one another by the engaged clutch lever 6, so that a further second stroke of the actuating lever 5 in a clockwise direction results in the locking mechanism 1, 2 being able to be opened.

[0049] Instead of a two-stroke operation of the operating lever 5 in the sense of first unlocking and then opening, it is of course also conceivable and within the scope of the invention to be able to realize and implement a combined unlocking and opening with one stroke of the operating lever 5 in one go. In this case, there is generally also the possibility that the mass inertia element 9, 10 acts directly on the locking lever 8 and not indirectly acts on the locking lever 8 via the coupling element 7. In this case, no detent positions 7a are provided on the coupling element 7, but rather a detent position 7a directly on the locking lever 8, which is then, however, first unlocked again before the locking mechanism 1, 2 can be opened.

[0050] List of reference symbols

[0051] Lock 1 , 2

[0052] Rotary latch 1

[0053] Pawl 2

[0054] Lock housing 3

[0055] Operating lever chain 4, 5, 6, 7, 8

[0056] Release lever 4

[0057] Operating lever 5

[0058] Boom 5a

[0059] Clutch lever 6

[0060] Coupling element 7

[0061] Rest area 7a

[0062] Tenon holder 7b

[0063] Locking lever 8

[0064] Cone 8a

[0065] Mass inertia element 9, 10

[0066] Inertia lever 9, 10

[0067] Spring 11

[0068] Winding section 11a

[0069] Crash spring part 11a

[0070] Detent spring part 11b

[0071] Shock absorber 11a, 11b

[0072] Winding section 11b

[0073] Camp Dome 12

[0074] Axis 13

[0075] Drive A

[0076] Level E

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with an actuating lever chain (4, 5, 6, 7, 8) for a locking mechanism (1, 2), which has at least one actuating lever (5) and a clutch element (7), furthermore with an inertia element (9, 10) which acts on the clutch element (7) at least in the event of a crash, and with a spring (11) acting on the inertia element (9, 10), characterized in that the spring (11) is designed to be double-acting with a crash spring part (11a) and a detent spring part (11b).

2. Motor vehicle lock according to claim 1, characterized in that the mass inertia element (9, 10) is rotatably connected to the actuating lever (5) via the interposition of the spring (11).

3. Motor vehicle lock according to claim 1 or 2, characterized in that a bearing dome (12) extending through the actuating lever (5) is provided for rotatably mounting the mass inertia element (9, 10).

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the spring (11 ) with a first winding section (11 a) as crash spring part (11 a) surrounds the bearing dome (12).

5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the crash spring part (11 a) holds the mass inertia element (9, 10) in a predetermined position relative to the actuating lever (5) during normal operation and is deformed in the event of a crash.

6. Motor vehicle lock according to one of claims 1 to 5, characterized in that the detent spring part (11 b) is pre-tensioned in the direction of a detent position (7a) of the mass inertia element (9, 10).

7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the spring forces built up by the crash spring part (11 a) and detent spring part (11 b) respectively act in different planes.

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that the crash spring part (11 a) provides spring forces in a crash plane (E) and the detent spring part (11 b) provides spring forces in a detent plane (R) which is predominantly perpendicular to the crash plane.

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the mass inertia element (9, 10) is configured as The mass inertia lever (9, 10) with a through-opening (13) for a U-shaped spring strut (11 b) is designed as a detent spring part (11 b).

10. Motor vehicle lock according to one of claims 1 to 8, characterized in that the mass inertia element (9, 10) has a first mass inertia lever (9) and a second mass inertia lever (10) rotatably connected to the actuating lever (5), wherein the first mass inertia lever (9) is equipped with a second coiled section (11 b) as a detent spring part (11 b).

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