Motor vehicle lock, in particular motor vehicle door lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, which is equipped with a locking mechanism (1, 2) substantially comprising a rotary latch (1) and a pawl (2). Moreover, an actuating lever chain (4, 5) acting on the locking mechanism (1, 2) is provided with a coupling lever (5). When engaged, the coupling lever (5) ensures that the actuating lever chain (4, 5) is closed in order to actuate the locking mechanism (1, 2) and is open when disengaged. In order to change between these two stable end positions, the coupling lever (5) engages with a pin (7) in a slotted link (8) of a positioning lever (9), which slotted link guides the pin. According to the invention, the slotted link (8) is designed as a bidirectional slotted link (8) in such a way that the pin (7) reaches its first end position along a first path (11) when the coupling lever (5) is acted upon and, after the coupling lever (5) has been acted upon again, reaches its second end position along a second path (12) which is separate from the first path.

Description

[0001] Description

[0002] Motor vehicle lock, especially 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, and with an actuating lever chain with a coupling lever which works on the locking mechanism, wherein the coupling lever closes the actuating lever chain in the engaged state to act on the locking mechanism and opens it in the disengaged state, and wherein the coupling lever engages with a pin in a guide slot of a positioning lever which guides it in order to change between these two stable end positions.

[0004] Motor vehicle locks, and in particular motor vehicle door locks of the conventional design according to the previously explained type, as described, for example, in DE 10 2019 133 654 A1 by the applicant, have, for example, a clutch lever that is pivotably mounted about an axis in or on an operating lever. For this purpose, the clutch lever has a control cam or guide slot into which the clutch lever can engage with a pin. Depending on the position of the clutch lever or its pin within the guide slot, the operating lever supporting the clutch lever can act on a release lever and, through the thus closed operating lever chain, lift the pawl from its engagement with the rotary latch in the locking position of the locking mechanism. In this way, the associated motor vehicle lock or its locking mechanism is opened.

[0005] In addition to this engaged state of the clutch lever and the associated one stable end position, it is also possible for the clutch lever to be pivoted relative to the actuating lever in such a way that the clutch lever cannot be brought into engagement with the release lever when the actuating lever is acted upon. In this case, the clutch lever assumes its disengaged state as a further second stable end position. The previously mentioned control cam or gate is provided on a control lever in the prior art.

[0006] In this way, the above-described teaching makes it possible to simultaneously lock the operating lever and unlock the locking mechanism with the help of an additional electric motor drive unit. This has proven fundamentally successful, as it gives the electric motor drive or the drive unit in question a dual function.

[0007] A comparable prior art, which also describes a generic motor vehicle lock, is the subject of DE 10 2019 127 109 A1. In this case, a clutch lever is again implemented, which is guided by means of a guide. For this purpose, the clutch lever has a pin that engages with the guide. The guide is provided in or on an actuating lever. This allows the lever chain to be moved into a closing actuation position using an emergency actuation lever, again implemented with an electric motor drive.

[0008] The state of the art has generally proven itself. However, due to the sometimes complex movement of the clutch lever with its pin inside the gate, malfunctions or even malfunctions are possible. The invention aims to remedy this.

[0009] The invention is based on the technical problem of further developing such a motor vehicle lock, and in particular a motor vehicle door lock, in such a way that functional reliability is increased and malfunctions are avoided. To solve this technical problem, the invention proposes, in a generic motor vehicle lock, and in particular a motor vehicle door lock, that the guide implemented on or in the positioning lever be designed as a two-way guide such that, upon application of the coupling lever, the pin reaches its first end position along a first path and, upon renewed application of the coupling lever, its second end position along a second, separate path.

[0010] The two end positions, i.e., the first end position and the second end position, correspond to the engaged or disengaged state of the clutch lever. Both end positions are maintained stably. Due to the different paths for adopting the respective end positions, any malfunctions are fundamentally avoided, unlike the state of the art.

[0011] This can essentially be attributed to the fact that the gate or the inventive two-way gate ultimately functions and works according to the so-called ballpoint pen principle. A single or initial actuation of the clutch lever results in the clutch lever or its pin assuming its first end position along the first path. In the case of a ballpoint pen, this corresponds to the mechanism being pressed once and engaged. A further actuation of the clutch lever (advantageously in the same actuation direction) now results, according to the invention, in the pin of the clutch lever reaching and assuming the second end position along the second path, which runs separately from the first path. In the case of a ballpoint pen, this corresponds to the repeated pressing and release of the previously described engagement.What is crucial in this context and according to the invention is that the first path and the second path are spatially and functionally separated from one another, so that both the first end position and the second end position are assumed safely and stably, and any malfunctions or indifferent functional states cannot occur in principle and are monitored according to the invention. To realize and implement this in detail, the design is further such that the two-way gate has at least one separating stop separating the two paths from one another. Usually, two separating stops are implemented. In addition to the separating stop, an override stop is also provided.The interaction between the evasive stop and the separating stop ensures that the first path and the second path are spatially and functionally separated from each other, and that the first end positions and the second end positions are each assumed stably and without mutual interference. As already explained, for this purpose, two separating stops and one evasive stop are advantageously provided inside the guide rail according to the invention.

[0012] The positioning lever carrying the link is in turn equipped with a center-zero spring. In this context, the center-zero spring ensures that the link or positioning lever has and assumes a home position, from which pivoting movements of the positioning lever and thus also pivoting movements of the link carried by the positioning lever occur against spring force, and the center-zero spring ensures a return from this home position. The center-zero spring can advantageously be designed as a leg spring arranged on a bearing pin of the positioning lever with a coil section and two legs extending from this. In most cases, the coil section encloses the bearing pin and the two legs are arranged on the edge of the positioning lever or act on it.

[0013] In addition, a return spring is usually assigned to the clutch lever. The return spring ensures that the clutch lever, similar to the gate, is preloaded or returned to a basic position assumed by both the clutch lever and the gate. To move the clutch lever, the force of the return spring assigned to the clutch lever must be overcome.

[0014] In detail, the clutch lever is equipped with at least two arms, one bearing the pin, and the other with a clutch arm. The clutch arm can be used to close the operating lever chain when the clutch lever is engaged and to open it when disengaged. For this purpose, the clutch lever may be mounted on an operating lever and, when engaged, may drive a release lever when the operating lever is acted upon. This release lever, in turn, lifts the pawl from its latching engagement with the rotary latch. In contrast, the disengaged state of the clutch lever means that when the operating lever is acted upon, the clutch lever mounted on it has no effect on the release lever. In this case, the operating lever chain is mechanically interrupted, and the locking mechanism consisting of the rotary latch and pawl, which is in the locked state, cannot be opened.

[0015] The clutch arm described above, which in the example ensures the mechanical connection between the actuating lever and the release lever, and the pin arm of the clutch lever, which carries the pin, are typically spaced apart and, in particular, angularly spaced from each other. In fact, it has proven effective for the clutch arm and the pin arm to be mounted so they can rotate about a common axis. The clutch lever is usually also equipped with an actuating arm. The actuating arm, the pin arm, and the clutch arm share a common axis for the rotation of the clutch lever. The clutch lever can be actuated via the actuating arm. This allows the clutch lever to be guided between the two stable end positions with its pin within the guide rail, as described.

[0016] The actuation of the clutch lever via its actuating arm can be realized and implemented in any number of ways. For example, it is conceivable that the clutch lever is actuated manually via the actuating arm. Direct manual actuation has proven advantageous in this case. It is also conceivable that the actuating arm is actuated directly or indirectly, for example via a locking cylinder. Typically, however, the actuation and thus operation of the clutch lever via the clutch arm is carried out with the aid of an electric motor drive. The electric motor drive can perform a multiple function such that it not only engages and disengages the clutch lever, but also enables electric motor opening.

[0017] Functional positions such as "unlocked" in the engaged state and "locked" in the disengaged state of an associated safety device can correspond to this. In the unlocked position of the safety device, the engaged clutch lever ensures that the operating lever mechanism is mechanically closed and consequently, for example, manual actuation of the operating lever mechanism via an outside door handle or inside door handle leads to the opening of the locking mechanism. In contrast, the secured position of the safety device and the consequent disengaged position of the clutch lever relative to the operating lever chain belongs to the scenario in which manual actuation of the inside door handle or outside door handle has no effect on the locking mechanism.

[0018] In addition to this function of the electric motor drive as a component of the safety device, it is possible within the scope of the invention that, due to the implemented gate control of the clutch lever, the electric motor drive can also open the locking mechanism in question by electric motor, as described in detail in the generic prior art according to DE 10 2019 133 654 A1. In any case, the inventive design of the gate as a two-way gate with the first path and the separate second path, and the two stable end positions reached via these paths, ensures a particularly functional design that simultaneously prevents any malfunctions. These are the key advantages.

[0019] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0020] Fig. 1 to 6 show the motor vehicle lock according to the invention during the transition of the clutch lever from its basic position shown in Fig. 1 to the first end position in the illustration according to Fig. 6 along a first path and

[0021] Fig. 7 to 10 show the travel path of the clutch lever starting from the first end position according to Fig. 6 along the second path up to its second stable end position in the illustration according to Fig. 10, which coincides with the basic position according to Fig. 1.

[0022] The figures depict a motor vehicle lock, which is a motor vehicle door lock. This lock is reduced to its essential elements for the invention. In fact, the motor vehicle lock or motor vehicle door lock has a locking mechanism 1, 2 consisting of a rotary latch 1 and a pawl 2, only indicated in Fig. 1. Also visible are a locking bolt 3 captured by the rotary latch 1, as well as a release lever 4 and a coupling lever 5.

[0023] The release lever 4 and the clutch lever 5 together define an actuating lever chain 4, 5, with the aid of which the locking mechanism 1, 2 shown in Fig. 1 can be opened. According to the exemplary embodiment, an opening movement of the locking mechanism 1, 2 shown in the closed state in Fig. 1 corresponds to the clutch lever 5 not only being in its engaged state shown in dash-dotted lines in Fig. 1, but additionally performing a pivoting movement in a counterclockwise direction about its axis 6, also indicated in Fig. 1. For this purpose, the clutch lever 5 may be mounted on an actuating lever not shown in detail.

[0024] The engaged state of the clutch lever 5 according to the dash-dotted representation in Fig. 1 now leads to a pivoting movement of the actuating lever and thus also of the clutch lever 5 about its axis 6 or about another axis, as indicated in Fig. 1, in the clutch lever 5 with its coupling arm 5a acting and being able to act on the release lever 4, which in turn acts on the pawl 2. As a result of this, the pawl 2 in the example according to Fig. 1 pivots about its axis counterclockwise and releases the rotary latch 1, which was previously rusted together with the pawl 2 in the closed position of the locking mechanism 1, 2. The rotary latch 1 can then pivot open in the clockwise direction indicated in Fig. 1 and in turn releases the locking bolt 3 and thus an associated motor vehicle door. This is of course only an example and purely schematic.

[0025] Either way, the overall design is such that the actuating lever chain 4, 5 acting on the locking mechanism 1, 2 is equipped with the previously mentioned clutch lever 5. In its engaged state, shown in dash-dotted lines in Fig. 1, the clutch lever 5 ensures that the actuating lever chain 4, 5 is closed to actuate the locking mechanism 1, 2. In contrast, the disengaged state of the clutch lever 5, shown in solid lines and assumed in Fig. 1, means that the actuating lever chain 4, 5 is open.

[0026] In order that the clutch lever 5 can now be moved back and forth safely between the two previously described stable end positions, namely the disengaged state shown in Fig. 1 or the basic position shown here and the engaged position of the clutch lever 5 according to the functional position in Fig. 6, and so that malfunctions are not observed, the clutch lever 5 engages with a pin 7 in a guide 8 guiding it, i.e. the clutch lever 5, in order to change between these two stable end positions. The guide 8 is provided on a positioning lever 9. The positioning lever 9 is only shown schematically and, according to the exemplary embodiment, can be pivoted about an axis 10. The positioning lever 9 may be an adjusting lever, as is also provided in comparable motor vehicle locks and in particular in the generic prior art according to DE 10 2019 133 654 A1.

[0027] The previously described and referred to link 8 on or in the positioning lever 9 is designed as a two-way link 8 according to the exemplary embodiment. In fact, the pin 7 on the clutch lever 5 can cover a first path 11 within the link 8 until it reaches the first end position of the pin 7 in the functional position according to Fig. 6. In addition, the pin 7 is able to complete a second path 12, starting from the first end position, as shown in Fig. 6, up to the second end position, as shown in Fig. 10 and in the same way in the basic position according to Fig. 1. In the exemplary embodiment, the second end position according to Fig. 1 or 10 may belong to the "secured" position of a securing device, which accordingly corresponds to the "disengaged" state of the clutch lever 5. In contrast, the first end position in the functional position according to Fig.6 represents the "unlocked" state of the safety device and, accordingly, the "engaged" state of the clutch lever 5. The safety device may be a locking device, a child safety device, an anti-theft device, or combinations thereof.

[0028] It can be seen that the gate 8 is not only designed as a two-way gate 8, but also such that by actuating the clutch lever 5, the pin 7 reaches the first end position in Fig. 6 along its first path 11 and, after actuating the clutch lever 5 again (in the same actuation direction), transitions along the second, separate path 12 to the second end position as shown in Fig. 10 or 1. Both paths 11, 12 are spatially and functionally separate from each other.

[0029] This can be attributed to the fact that the link 8 functions according to the ballpoint pen principle already described in the introduction. This is because the single and initial actuation of the coupling lever 5, starting from the functional position in Fig. 1 or corresponding to the second end position, causes the pin 7 to move into the first end position according to Fig. 6 and to engage or be held there. For this purpose, the two-way link 8 is equipped with a separating stop 81 that separates the two paths 11, 12 from each other. According to the exemplary embodiment, two separating stops 81, 82 are provided. Furthermore, in addition to the two separating stops 81, 82, an evasive stop 83 can be seen.

[0030] The two separating stops 81, 82 are located on both sides of the evasive stop 83, which is provided opposite a recess formed between the two separating stops 81, 82, into which the pin 7 dips at the end of the first path 11 and is held in contact with the separating stop 82 in the first end position according to Fig. 6.

[0031] The positioning lever 9 is equipped with a merely indicated center-zero spring 13, which, according to the exemplary embodiment, may be designed as a leg spring, the coiled portion of which encloses a bearing pin defining the axis 10 and has two legs extending from the coiled portion. The clutch lever 5, in turn, is equipped with a return spring 14, which ensures that the clutch lever 5 is transferred to its basic position shown in Figs. 1 and 10, or the second stable end position ("secured" of the safety device and "disengaged" of the clutch lever 5). Finally, it can be seen that the clutch lever 5, in addition to the already mentioned clutch arm 5a, is also equipped with a pin arm 5b carrying the pin 7. In addition, an actuating arm 5c is usually also provided.The three previously mentioned arms 5a, 5b, and 5c of the clutch lever 5 are rotatably connected to the common axis 6. Furthermore, it can be seen from the exemplary embodiment that the three arms 5a, 5b, and 5c each define the clutch lever 5 at an (angular) distance from one another.

[0032] It functions as follows. Starting from the second end position or basic position of the clutch lever 5 in Fig. 1 or 10 (“secured” or “disengaged”), acting on the clutch lever 5 or its actuating arm 5c in a counterclockwise direction with respect to the axis 6 causes the pin 7, starting from the second end position or basic position in Fig. 1, to travel the first path 11 within the link 8. This can be seen in the transition from Fig. 1 to Fig. 2. Here, the return spring 14 acting on the clutch lever 5 is acted upon and tensioned. At the same time, the pin 7, during its movement along the first path 11 within the link 8, ensures that the positioning lever 9 carrying the link 8 is pivoted slightly counterclockwise about its axis 10 during the transition from Fig. 1 to Fig. 2.The pin 7 on the pin arm 5b of the clutch lever 5 now moves along the first path 11 until the pin 7 reaches the end position shown in Fig. 3 within the guide rail 8. The clutch lever 5 is now deflected to its maximum extent about its axis 6 and ultimately reaches the "engaged" position shown in dash-dotted lines in Fig. 1. During the further movement of the pin 7 within the guide rail 8 during the transition from Fig. 3 to Fig. 4, the center-zero spring 13 acting on the positioning lever 9 ensures that the positioning lever 9 and thus also the guide rail 8 are reset. This is because during the transition from Fig. 1 to Fig. 2 and further to Fig. 3, the positioning lever 9, together with the guide rail 8, has been pivoted counterclockwise about the axis 10, so that the center-zero spring 13 has been deflected. The center-zero spring 13 now ensures, after reaching the functional position in Fig.3 ensures that the positioning lever 9 and with it the link 8 are reset counterclockwise, as can be seen from a transition from Fig. 3 to Fig. 4. Now the pin 7 rests against the avoidance stop 83.

[0033] As a result, the return spring 14 acting on the clutch lever 5 can return the clutch lever 5 clockwise during the transition from Fig. 4 to Fig. 5 until the pin 7 comes into contact with the recess between the two separating stops 81 and 82. This is shown in Fig. 5. During the further transition from Fig. 5 to Fig. 6, the center-zero spring 13 in turn ensures that the positioning lever 9 and with it the link 8 are acted upon clockwise around the axis 10 in the direction of the basic position of the positioning lever 9 and the link 8 as shown in Fig. 1, so that as a result of this, in the end effect and at the end of the first path 11, the pin 7 reaches the first end position, as shown in Fig. 6. This end position in Fig.6 is assumed in a stable manner because the positioning lever 9 and with it the link 8 are (slightly) preloaded clockwise with respect to the axis 10 by means of the center-zero spring 13.

[0034] In order to be able to move from this stable first end position of the pin 7 in the gate 8 and thus of the clutch lever 5 in the "engaged" position according to Fig. 6 or "unlocked" of the safety device back into the second end position according to the functional position according to Fig. 10 or 1, it is necessary for the clutch lever 5 to be acted upon again so that the pin 7 can complete the second path 12 separately from the first path 11 until it reaches the second end position in the illustration according to Fig. 10. This process can be seen in the transition from Fig. 6 to Fig. 7. In fact, the actuation of the clutch lever 5 in this case corresponds to the clutch lever 5 being acted upon again in a counterclockwise direction about its axis 6. For this purpose, the corresponding actuating arm 5c can be actuated manually or by an electric motor, as explained in the description instructions. That is,, comparable to the ballpoint pen principle already described, a renewed application of pressure in the same direction to the coupling lever 5 ensures that the previously achieved locking or the reaching of the first end position in the illustration according to Fig. 6 is canceled after the pin 7 has completed the first path 11 and can also be canceled. The application of pressure to the coupling lever 5 on its actuating arm 5c in a counterclockwise direction about its axis 6 during the transition from Fig. 6 to Fig. 7 now results in the pin 7 being able to leave the lower separation stop 82. As a result, the center-zero spring 13 is able to apply pressure to the positioning lever 9 about its axis 10 in a counterclockwise direction, so that the pin 7 moves from the functional position according to Fig. 7 to the position according to Fig. 8.

[0035] Starting from the functional position in Fig. 8 on the part of the pin 7, the return spring 14 acting on the clutch lever 5 now ensures that the clutch lever 5 is pivoted clockwise about its axis 6 and is thereby moved along the second path 12 in the direction of its second end position as shown in Fig. 10 or 1. This can be seen in the transition from Fig. 8 to Fig. 9. During this process, the return spring 14 acting on the clutch lever 5 not only ensures that the clutch lever 5 is pivoted clockwise about its axis 6. Rather, the pin 7, which is moved along the second path 12 at the end of the pin arm 5b of the coupling lever 5, pivots the positioning lever 9 and with it the link 8 about the axis 10 in a clockwise direction beyond the basic position shown in Fig. 1, as can be seen in the transition from Fig. 8 to Fig. 9.As soon as the pin 7 has reached a free area at the end of the second path 12, the positioning lever 9 can be reset again with the help of the center-zero spring 13, which corresponds to the positioning lever 9 and with it the link 8 pivoting about the associated axis 10 in the counterclockwise direction, as can be seen in the transition from Fig. 9 to.

[0036] Fig. 10 can be understood. Now the clutch lever 5 or the clutch arm 5a has reached its second end position corresponding to the basic position in Fig. 1, as it is also shown in Fig. 10 at the end of the second path 12.

[0037] List of reference symbols

[0038] Rotary latch 1

[0039] Pawl 2 Locking mechanism 1 , 2 Locking bolt 3 Release lever 4 Clutch lever 5

[0040] Operating lever chain 4, 5 Coupling arm 5a Pin arm 5b Arms 5a, 5b, 5c

[0041] Axis 6

[0042] Pin 7 Setting 8

[0043] Cutting stop 81 , 82, Avoidance stop 83 Positioning lever 9

[0044] Axis 10

[0045] Way 11 Way 12 Center-zero spring 13 Return spring 14

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch (1) and a pawl (2), and with an actuating lever chain (4, 5) working on the locking mechanism (1, 2) with a coupling lever (5), wherein the coupling lever (5) closes the actuating lever chain (4, 5) in the engaged state to act on the locking mechanism (1, 2) and opens it in the disengaged state, and wherein the coupling lever (5) engages with a pin (7) in a guide slot (8) of a positioning lever (9) guiding it in order to change between these two stable end positions, characterized in that the guide slot (8) is designed as a two-way guide slot (8) in such a way that by acting on the coupling lever (5) the pin (7) along a first path (11) reaches its first end position and after renewed actuation of the Clutch lever (5) reaches its second end position along a second separate path (12).

2. Motor vehicle lock according to claim 1, characterized in that the two-way link (8) has at least one separating stop (81, 82) separating the two ways (11, 12) from each other.

3. Motor vehicle lock according to claim 2, characterized in that in addition to the separating stop (81, 82) an evasive stop (83) is provided.

4. Motor vehicle lock according to claim 2 or 3, characterized in that two separating stops (81, 82) and one evasive stop (83) are provided in the interior of the link (8).

5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the positioning lever (9) is equipped with a center-zero spring (13).

6. Motor vehicle lock according to claim 5, characterized in that the center-zero spring (13) is designed as a leg spring arranged on a bearing pin of the positioning lever (9) with a winding section and two legs extending therefrom.

7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the coupling lever (5) has a return spring (14).

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that the coupling lever (5) is designed with at least two arms with a pin arm (5b) carrying the pin (7) and a coupling arm (5a).

9. Motor vehicle lock according to claim 8, characterized in that the coupling arm (5a) and the pin arm (5b) are rotatably mounted about a common axis (6).

10. Motor vehicle lock according to claim 8 or 9, characterized in that the coupling lever (5) additionally has an actuating arm (5c).

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