Motor vehicle lock, in particular motor vehicle door lock
Patent Information
- Application Number
- EP2023724172
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-05-24
- Filing Date
- 2023-05-03
- Publication Date
- 2025-04-09
AI Technical Summary
Motor vehicle locks often fail to open during crashes due to power supply failures, leading to increased technological effort and costs in emergency unlocking solutions.
A motor vehicle lock design featuring a mass inertia element that mechanically separates two adjusting levers during a crash, maintaining the coupling element's engaged position and allowing the actuating lever to open the locking mechanism, even if the locking lever is in a 'locked' state, without requiring motor input.
Ensures perfect crash behavior and unlocks the vehicle door even in a power failure scenario, reducing design effort and costs compared to prior art solutions.
Smart Images
Figure 1.1
Abstract
Description
[0001] Description
[0002] Motor vehicle lock, in particular motor vehicle door lock
[0003] 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 at least one actuating lever chain for the locking mechanism, which has at least one actuating lever, a coupling element and an actuating element, and with at least one mass inertia element which interacts with the actuating element at least in the event of a crash.
[0004] The operating lever chain for the locking mechanism generally ensures that, after an outside or inside door handle is acted upon, the pawl is released from its locking engagement with the rotary latch. As a result, a locking bolt previously caught by the rotary latch is released. For this purpose, the motor vehicle lock in question is usually located inside a motor vehicle door, thus designed as a motor vehicle door lock. In contrast, the locking bolt is predominantly located on the body side. In this way, the described process directly leads to the corresponding motor vehicle door being opened. However, this requires that the coupling element assumes its engaged state. Only then is the operating lever chain mechanically closed. This usually corresponds to the "unlocked" state.
[0005] In contrast, the disengaged state of the coupling element corresponds to the actuating lever chain being open. As a result, the vehicle lock assumes its "locked" state. The mechanical connection from the aforementioned exterior door handle or interior door handle to the locking pawl is then interrupted. As a result, when the coupling element is disengaged, operations of the interior door handle or exterior door handle are ineffective compared to the locking mechanism.
[0006] In a motor vehicle lock, and in particular a motor vehicle door lock of the type described above according to DE 102017 102 549 A1, the clutch lever is guided by a control lever as an actuating element, with the control lever in turn interacting with the inertia element. The clutch lever is pivotally mounted in or on the actuating lever.
[0007] The known procedure has proven itself in principle, but has its limitations in practice. This can be attributed to the fact that motor vehicles are typically locked during operation these days. If a crash occurs, this is often associated with a power failure, so that the respective vehicle lock remains locked. As a result, for example, arriving emergency personnel and operating the outside door handle often cannot open the corresponding vehicle door because, once the crash is over, the coupling element has been transferred from its disengaged to the engaged state. However, the locking lever, which is still in the locked state, ensures that the operating lever chain remains interrupted and the locking mechanism cannot be opened.
[0008] Other independent solutions are also presented in the further state of the 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 unlocking and unlocking of the motor vehicle lock is carried out using a rotary movement of an output pulley. The output pulley is a component of a drive unit comprising a motor and the output pulley driven by the motor. In the event of a crash or a power failure, the output pulley can no longer be acted upon, making it impossible to open the locking mechanism.
[0009] While the current state of the art also offers solutions in this case, such as using an emergency power source independent of the vehicle's main power source during an emergency unlocking, this leads to increased technological complexity and, consequently, increased costs. The invention aims to remedy this situation.
[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 a perfect crash behavior is observed even in the locked state and in the event of a power failure, taking into account a reduced outlay compared to the prior art.
[0011] To solve this technical problem, a generic motor vehicle lock within the scope of the invention is characterized in that the actuating element is designed at least in two parts with a first actuating lever and a second actuating lever, wherein the mass inertia element mechanically separates both actuating levers from each other in the event of a crash.
[0012] According to an advantageous embodiment, the mechanical separation of the two control levers from one another in the event of a crash can be achieved by embodying the inertia element as a mass lever pivotably mounted on the second control lever against spring force. The mass lever in question typically rests against a contour of the first control lever during undeflected normal operation, thus ensuring a coupling or linking of the two control levers. In contrast, in the event of a crash, the mass lever in question is pivoted away from the contour of the first control lever. This mechanically separates the two control levers from one another in the event of a crash.
[0013] The mechanical separation of the two control levers in the event of a crash by the mass lever, which pivots against spring force and couples both control levers during normal operation, while the two control levers are uncoupled from each other in the event of a crash, leads, overall and advantageously according to the invention, to the coupling element maintaining its engaged position in the event of a crash. This generally occurs regardless of the position of an additional locking lever. This means that even if the locking lever assumes its "locked" position, the mechanical separation of the two control levers in the event of a crash ensures that the coupling element maintains its engaged position.
[0014] As a result, following a crash, the actuating lever can typically actuate a release lever via the engaged coupling element, thereby opening the locking mechanism. The invention is based on the further finding that the actuating lever and the release lever in question are generally mounted on the same axis. Furthermore, it has proven effective for the two control levers, the actuating lever, and the release lever to be mounted on the same axis.
[0015] The operating lever is usually connected to both control levers via a respective spring. This means that the two control levers can essentially be actuated independently of one another using the actuating lever via the intermediate spring. The two control levers are usually mechanically connected. For this purpose, the two control levers rest against each other via spring force. During normal operation and in the unlocked state, i.e., when the locking lever is in the "unlocked" position, this means that when the operating lever is actuated in an opening direction, the two control levers move synchronously with the operating lever around the common axis.
[0016] The actuating lever has a clutch lever mounted thereon as a clutch element or component thereof. The further design is such that the clutch lever, via a control pin, engages a clutch contour as a further component of the clutch element. The clutch contour, in turn, is provided on the second actuating lever.
[0017] During normal operation and when the locking lever is in the "unlocked" state, applying pressure to the operating lever in an opening direction causes both adjusting levers to pivot together about the common axis via the interposed spring and synchronously with the operating lever. Since the release lever is mounted on the same axis as the axis in question, the joint and synchronous pivoting movement of the two adjusting levers with the operating lever means that the coupling lever, which is engaged due to the locking lever being in the "unlocked" state, moves and can move against a contour on the release lever when the operating lever is pivoted, so that the release lever is also pivoted about the common axis synchronously with the operating lever and the pawl can lift off its engagement with the rotary latch when the locking mechanism is in the locked position.As a result, the rotary latch opens with spring support, releasing a previously trapped locking bolt. The corresponding vehicle door can be opened.
[0018] However, if the locking lever is in the "locked" state during normal operation, applying pressure to the actuating lever in an opening direction ensures that the locking lever blocks the first actuating lever. Since both actuating levers are mechanically coupled to one another by the mass lever in its undeflected state, this also fixes the second actuating lever. Applying pressure to the actuating lever in an opening direction now causes the clutch lever, which is rotatably mounted on the actuating lever, to move along with the actuating lever. The clutch lever's control pin engages with the clutch contour provided on the second actuating lever. Since the clutch contour, like the second actuating lever, remains at rest, the clutch lever, which moves along with the actuating lever, and its control pin also move along the clutch contour.
[0019] The movement of the clutch lever's control pin along the clutch contour when the actuating lever is actuated to open the clutch causes the clutch lever to be transferred to its "disengaged" state. This prevents the clutch lever from interacting with or moving against the contour on the release lever that was previously relevant in the unlocked state. Accordingly, in this state, the actuating lever performs an idle movement relative to the release lever, which consequently remains in its position. The same applies to the locking mechanism, which remains unchanged in the closed state.
[0020] However, if a crash occurs, the mass lever, which is mounted on the second control lever against spring force, swings out due to the acting inertial forces. This swinging movement in the event of a crash results in the two control levers being mechanically separated from each other.
[0021] As a result of the mechanical separation of the two control levers from each other, an opening action on the actuating lever results in at least the second control lever being able to follow this pivoting movement of the actuating lever. This means that even if the first control lever is blocked by the locking lever still in the "locked" state, the mechanical separation between the two control levers observed in the event of a crash allows the second control lever to move along with the actuating lever during an opening process. Consequently, since the actuating lever and the second control lever are moved synchronously around the common axis, there is no relative movement in this case between the clutch lever mounted on the actuating lever, on the one hand, and the clutch contour on the second control lever, on the other.Consequently, in the event of a crash, the clutch lever remains in its "engaged" state, even if the locking lever assumes or maintains its "locked" position. This allows the engaged clutch lever to move against the contour of the release lever, so that the actuating lever, which is actuated in the opening direction, can take the release lever along with it via the engaged clutch lever, which in turn releases the pawl from its locking engagement with the rotary latch, with the consequences already described.
[0022] Of particular importance in this context is the fact that the mass lever, which is pivotally mounted on the second actuating lever against spring force, maintains its swung-out position at least until the mass lever is reset. This can occur following full application of the actuating lever and then when the actuating lever is completely released. This means that the swung-out mass lever assumes a temporary detent position in the swung-out state. This temporary detent position can be realized and implemented in detail by the mass lever sliding over a stationary ramp during its crash-induced pivoting movement. In fact, this ramp may be implemented in or on a lock housing. Since the lock housing is typically made of plastic, the ramp in question can easily be realized and implemented during the manufacturing process using plastic injection molding.
[0023] For this purpose, the mass lever can be designed to be elastic, for example, with an integral spring arrangement. This allows the mass lever to not only perform a pivoting movement parallel to a plane spanned by the lock housing, but, thanks to the aforementioned elasticity, it is also capable, within certain limits, of performing a vertical movement relative to this plane.
[0024] The previously mentioned mass inertia element, together with the two adjusting levers, defines a combined mass that is rotatably mounted relative to the corresponding axis or rotational axis and exhibits a certain moment of inertia relative to this rotational axis. The overall design is such that, for example, inertial forces acting in the X or longitudinal direction of the vehicle as a result of a frontal impact lead to the desired deflection of the mass lever, which is pivotally mounted against spring force on the second adjusting lever. In contrast, inertial forces in the Y or transverse direction of the vehicle do not lead to a deflection of the mass lever because the total mass is in equilibrium in the relevant Y or transverse direction of the vehicle. As a result, both a frontal impact and a side impact can be controlled with the motor vehicle lock according to the invention.
[0025] In fact, the frontal impact is controlled by the deflection of the mass lever as described. In contrast, in a side impact, the operating lever or external operating lever can be equipped with its own (and possibly additional) coupling arrangement, which ensures mechanical separation, for example, of an external door handle from the operating lever in question when the external door handle is pulled quickly (in the event of a crash), so that in this case, the locking mechanism does not open, as desired. Such a solution is described, for example, in the applicant's EP 3 126 599 B1. This means that the external door handle explained in detail therein, or the described design of the operating lever or external operating lever, can be combined with the motor vehicle lock according to the invention.This is possible because the combined mass of the actuating lever, mass lever, first adjusting lever and second adjusting lever maintains its position with respect to the corresponding axis or axis of rotation in the event of a side impact, although a frontal impact causes the mass lever to deflect.
[0026] The result is a motor vehicle lock, and in particular a motor vehicle door lock, that ensures flawless unlocking in the event of a crash. This occurs even when the locking lever remains in its "locked" position. At the same time, a motorized actuation is not required, thus significantly reducing the design effort compared to previous designs. This represents the key advantages.
[0027] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:
[0028] Figures 1 and 2 show the motor vehicle lock according to the invention in the “unlocked” state, once in the unactuated state and the other time in the actuated state for opening the locking mechanism,
[0029] Fig. 3 the motor vehicle lock in the “locked” state,
[0030] Fig. 4 the crash case in locked state,
[0031] Fig. 5 an operation of the motor vehicle lock after the
[0032] Crash case,
[0033] Fig. 6 the return movement after the crash and
[0034] Fig. 7 shows a perspective view of the mass elements essential to the invention, including a modified embodiment of the mass lever. The figures depict a motor vehicle lock, which is not limited to a motor vehicle door lock. Its basic structure comprises a locking mechanism 1, 2 consisting essentially of a rotary latch 1 and a pawl 2, which are only shown in the illustration according to Figure 1. It can be seen that the locking mechanism 1, 2 extends in a plane perpendicular to the plane of the drawing. This plane of the drawing coincides with a plane spanned by a lock housing 3. An actuating lever chain 4, 5, 6, 7, 8, 9, 10 actuates the locking mechanism 1, 2.
[0035] The actuating lever chain 4-10 is equipped with at least one actuating lever 4, a coupling element 5, 6, and an actuating element 7, 8. Furthermore, the actuating lever chain 4-10 also includes a locking lever 10 and a release lever 9, which are described in more detail below. Furthermore, and in principle, at least one mass inertia element 12, 13 is also provided, which interacts with the actuating element 7, 8, at least in the event of a crash.
[0036] According to the exemplary embodiment and according to the invention, the actuating element 7, 8 is formed in at least two parts, comprising a first actuating lever 7 and a second actuating lever 8. The inertia element 12, 13 ensures that both actuating levers 7, 8 are mechanically separated from each other in the event of a crash, as will be explained in more detail below. The coupling element 5, 6 maintains its engaged position in the event of a crash.
[0037] It can be seen that the two adjusting levers 7, 8 and the actuating lever 4 as well as the release lever 3 are mounted on the same axis as compared to the common axis 14. The coupling element 5, 6 consists of a coupling lever 5 rotatably mounted on the actuating lever 4 on the one hand and a coupling contour 6 on the other. The coupling contour 6 is formed on the second adjusting lever 8. In addition, the coupling lever 5 engages in the coupling contour 6 with a control pin 5a. The mass inertia element 12, 13 is designed as a mass lever 12 pivotally mounted on the second adjusting lever 8 against spring force. In fact, a spiral spring 13 is assigned to the mass lever 12. The spiral spring 13 preloads the mass lever 12 into contact with the second adjusting lever 8. In addition, the mass lever 12 is mounted on the second adjusting lever 8 so as to be rotatable about an axis 15.
[0038] The mass lever 12 is equipped with an inertial mass M at one end. Furthermore, it can be seen that the mass lever 12, with the mass M, in its undeflected normal state according to Figures 1 and 2, rests against a stop 7a of the first actuating lever 7. This means that with the aid of the mass lever 12, which is preloaded by the spring 13 toward its undeflected state, the two actuating levers 7, 8 are temporarily mechanically connected to one another, at least as long as the mass lever 12 is in its undeflected state and is not deflected clockwise around its axis 15 as a result of crash-related forces, as can be seen, for example, by comparing Figures 1 and 4.
[0039] In Fig. 1, the motor vehicle lock according to the invention is in its unlocked state. Corresponding to this, the locking lever 10 assumes the position shown in Figs. 1 and 2. In this position, a front lug 10a of the locking lever 10 is spaced from a stop edge 7b of the first actuating lever 7. In order to move the locking lever 10 from its "unlocked" position according to Figs. 1 and 2 to its "locked" position according to Fig. 3, it is necessary to pivot the locking lever 10 counterclockwise, as can be seen by comparing Figs. 2 and 3. This may be achieved by an electric motor drive 11, which is merely indicated.In the "unlocked" functional position of the locking lever 10 according to Figures 1 and 2, when the actuating lever 4 is moved clockwise around the common axis 14, the two adjusting levers 7, 8 are driven along by the actuating lever 4 during this process. This is because the actuating lever 4, which can advantageously be an external actuating lever, is coupled to the first adjusting lever 7 and to the second adjusting lever 8 via intermediate springs (not shown in detail). Since both adjusting levers 7, 8 are also mechanically connected to one another via the mass lever 12, the actuating lever 4 and the two adjusting levers 7, 8 move synchronously during this process. The coupling lever 5 assumes its "engaged" position.
[0040] In this way, the coupling lever 5 can move with its end against a contour or stop edge 9a of the release lever 9 during the described and common clockwise movement. As a result, during normal operation and in the "unlocked" state, the two adjusting levers 7, 8 are pivoted clockwise around the common axis 14 together with the actuating lever 4, so that the engaged coupling lever 5 then moves against the stop 9a of the release lever 9 and in doing so drives the release lever 9 with it in the same way, also in a clockwise direction. As a result, a further stop edge 9b of the release lever 9 can move against an indicated pin 2a on the pawl 2. As a result, the pawl 2 is lifted from its locking engagement with the rotary latch 1. As a result, the rotary latch 1 is released with the aid of a spring and also releases a locking bolt so that an associated motor vehicle door can be opened (see Fig. 2).
[0041] Fig. 3 now shows the "locked" state of the motor vehicle lock. It can be seen that, compared to the "unlocked" position according to Figures 1 and 2, the locking lever 10, with its front lug 10a, can now interact with the stop edge 7b on the first actuating element 7. A renewed clockwise action on the actuating lever 4, starting from the "locked" position according to Fig. 3, now results in the stop edge 7b moving against the lug 10a of the locking lever 10. Since the two actuating levers 7, 8 are mechanically coupled to one another by the mass lever 12, which remains in an undeflected state, not only the first actuating lever 7 but also the second actuating lever 8 remains in its position blocked in this way by the locking lever 10.
[0042] The result is that only the actuating lever 4 is pivoted clockwise about the axis 14. Since the second actuating lever 8 remains stationary during this process, this also applies to the coupling contour 6 connected to it. As a result, the coupling lever 5, which moves together with the actuating lever 4, moves along the L-shaped coupling contour 6 with its control pin 5a engaging in the coupling contour 6. As a result, the coupling lever 5 is pivoted counterclockwise relative to its axis or axis of rotation 5' on the actuating lever 4 into the disengaged position. In this disengaged position, the coupling lever 5 can no longer interact with the contour or stop edge 9a on the release lever 9, so that the actuating lever 4 performs an idle movement relative to the release lever 9.The release lever 9 and with it the locking mechanism 1, 2 remain in their closed state, as is generally the case for the “locked” state of a motor vehicle lock.
[0043] If, starting from the locked state of the motor vehicle lock according to Fig. 3, a crash occurs and forces F are consequently applied, as indicated in Fig. 4, these forces F acting as a result of the crash result in the mass lever 12 being pivoted clockwise about its axis 15 relative to the second adjusting lever 8 supporting it, against the force of the associated spring 13. As a result, the inertial mass M leaves the stop 7a on the first adjusting lever 7, so that the mechanical coupling between the two adjusting levers 7, 8 is canceled. During this process, the mass lever 12 may, as indicated in Fig. 4, be moved over a stop 16 fixed to the housing, for example with a ramp, so that beyond the stop 16 the inertial mass M experiences at least a temporary detent. For this purpose, the mass lever 12 can be equipped with an inherent spring formation 12a, as can be seen in particular in Fig. 7.
[0044] As a result, applying pressure to the actuating lever 4 in this state of the mass lever 12, which is essentially frozen and unlocked by means of the stop 16 on the lock housing 3, causes the second actuating lever 8 to follow and can also follow the clockwise pivoting movement of the actuating lever 4. In contrast, the first actuating lever 7 is blocked unchanged by the locking lever 10. In fact, during this process, the coupling lever 5, which is rotatably mounted on the actuating lever 4, again moves against the stop edge 9a of the release lever 9, so that with the aid of the actuating lever 4 and the interposition of the second actuating lever 8, the release lever 9 can be actuated in the same direction as the actuating lever 4, namely in a clockwise movement around the common axis 14. As a result, the locking mechanism 1, 2 can be opened following the described crash application. This is shown in Fig. 5.
[0045] After this process, the actuating lever 4 is rotated back counterclockwise around the axis 14 with the aid of a spring, as can be seen from Fig. 6. The mass lever 12 thereby leaves the stop 16 in the housing or lock housing 3. As a result, the mass lever 12 can then be returned to its position coupling the two adjusting levers 7, 8 with the aid of the spring 13, as can be seen from Fig. 6. Finally, Fig. 7 shows the topological arrangement of the essential mass elements in relation to the common axis of rotation 14. These include the two adjusting levers 7, 8 and the mass lever 12 which is rotatably connected to the second adjusting lever 8. The overall arrangement in question is designed such that its center of gravity S is located on the axis 14 or in an area close to the axis and indicated in Fig. 7. This allows the motor vehicle lock or the one shown in Fig.7, forces Fi corresponding to a frontal impact act on the mass system shown and lead to the mass lever 12 being deflected as described. In contrast, crash-related forces F2 in the vehicle transverse direction and corresponding to a side impact do not lead to a deflection of the mass lever 12 or to the described mass system or the total mass of the two actuating levers 7, 8 in conjunction with the mass lever 12 moving about the axis 14 at all, because the overall center of gravity S is located on or near the axis 14. As a result of this, in the vehicle transverse direction in question and with corresponding forces F2 occurring at this point, it is possible to work with an outside door handle or an outside operating lever 4 which is designed as described in detail in the previously referenced European patent specification EP 3 126 599 B1. This means thatWith the help of the motor vehicle lock according to the invention, both a frontal impact and a side impact can be controlled.
[0046] List of reference symbols:
[0047] 1 rotary latch
[0048] 1 , 2 locking mechanisms
[0049] 2 pawls
[0050] 2a cones
[0051] 3 lock housings
[0052] 4 operating levers
[0053] 4, 5, 6, 7, 8, 9, 10 Operating lever chain
[0054] 5 clutch levers
[0055] 5' axle
[0056] 5a control pin
[0057] 5, 6 coupling element
[0058] 6 Coupling contour
[0059] 7 adjusting levers
[0060] 7a Stop, contour
[0061] 7b Stop edge
[0062] 7, 8 Control element
[0063] 8 adjusting levers
[0064] 9 release lever
[0065] 9a Stop edge, contour
[0066] 9b Stop edge
[0067] 10 locking levers
[0068] 10a Nose
[0069] 11 electric motor drive
[0070] 12 mass levers
[0071] 12 Spring training
[0072] 12, 13 Mass inertia element
[0073] 13 Spiral spring, spring
[0074] 14 axis, rotation axis
[0075] 15 Axis 16 Stop
[0076] F forces
[0077] Fi forces
[0078] F2 Forces M Mass
[0079] S focus, overall focus
Claims
Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism (1, 2) consisting essentially of a rotary latch (1) and a pawl (2), further comprising at least one actuating lever chain (4, 5, 6, 7, 8, 9, 10) for the locking mechanism (1, 2), which has at least one actuating lever (4), a coupling element (5, 6) and an actuating element (7, 8), and with at least one inertia element (12, 13) which interacts with the actuating element (7, 8) at least in the event of a crash, characterized in that the actuating element (7, 8) is designed in at least two parts with a first actuating lever (7) and a second actuating lever (8), wherein the inertia element (12, 13) mechanically separates both actuating levers (7, 8) from each other in the event of a crash.
2. Motor vehicle lock according to claim 1, characterized in that the coupling element (5, 6) retains its engaged position in the event of a crash.
3. Motor vehicle lock according to claim 1 or 2, characterized in that the two actuating levers (7, 8) and the actuating lever (4) as well as a release lever (9) are mounted on the same axis.
4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the actuating lever (4) is connected to the two actuating levers (7, 8) via a spring.
5. Motor vehicle lock according to one of claims 1 to 4, characterized in that a locking lever (10) is additionally implemented.
6. Motor vehicle lock according to claim 5, characterized in that the locking lever (10) in the locked state blocks the first actuating lever (7), so that only the second actuating lever (8) is pivoted when actuated by the operating lever (4).
7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the actuating lever (4) has a clutch lever (5) mounted thereon as part of the clutch element (5, 6).
8. Motor vehicle lock according to claim 7, characterized in that the clutch lever (5) engages with a control pin (5a) in a clutch contour (6) as a further component of the clutch element (5, 6).
9. Motor vehicle lock according to claim 8, characterized in that the coupling contour (6) is provided on the second actuating lever (8).
10. Motor vehicle lock according to one of claims 1 to 9, characterized in that the mass inertia element (12, 13) is designed as a mass lever (12) pivotably mounted on the second actuating lever (8) against the force of a spring (13), which in normal, un-deflected operation rests against a contour (7a) of the first actuating lever (1) to couple both actuating levers (7, 8) and is pivoted away from it in the event of a crash.