Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle bonnet lock, which is equipped with a locking mechanism (3, 4) substantially comprising a rotary latch (3) and a pawl (4). In addition, a stop lever (5) is provided in order to define a breakthrough protection position and an over-travel position beyond the breakthrough protection position in the closing direction of the locking mechanism (3, 4). The closing direction of the locking mechanism (3, 4) corresponds to a rotation of the rotary latch (3) caused by a locking pin (2) moving into an inlet opening (3a). According to the invention, the stop lever (5) is controlled by the movement of the pawl (4) in the closing direction of the lock (3, 4).

Description

[0001] Description

[0002] Motor vehicle lock

[0003] The invention relates to a motor vehicle lock, in particular a motor vehicle hood lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, and with a stop lever for defining a penetration protection position and an overtravel position beyond the penetration protection position in the closing direction of the locking mechanism, wherein the closing direction of the locking mechanism corresponds to a rotation of the rotary latch by a locking bolt moving into a run-in mouth.

[0004] Motor vehicle locks, and in particular hood locks, are typically used to lock a vehicle hood or hatch. If, for example, a vehicle hood is used in this case, an actuating device is usually provided inside the corresponding vehicle body. Using the actuating device, a release lever can be activated manually via a Bowden cable or by motor, thus opening the locking mechanism.

[0005] Although vehicle hood locks can in principle be opened this way, they are only opened a crack by spring force for safety reasons. This procedure is necessary to prevent the vehicle hood from swinging open completely, for example, in the event of an incorrect operation of the operating device while driving. The complete opening of the vehicle hood from this cracked position is usually achieved with the aid of a catch lever located in the

[0006] must be swiveled to a standstill, thereby releasing the front hood.

[0007] In addition to this special feature of motor vehicle hood locks and the catch lever usually found at this point, a so-called anti-smashing device is usually also included. This protects the locking mechanism consisting of the rotary latch and pawl from excessive forces, for example, when the hood is closed at high speed. The stop lever is essentially provided for this purpose, with the help of which the anti-smashing position and the over-travel position beyond the anti-smashing position are defined.

[0008] In fact, the over-travel position generally corresponds to the fact that it provides additional accident protection. This can be achieved by moving the rotary latch, which is normally in a main locking position, into the over-travel position. Such a movement occurs, for example, if a pedestrian falls onto or impacts the hood of a motor vehicle during an accident. The possibility that the rotary latch or the locking mechanism can move into the over-travel position in question at least mitigates any injuries to the pedestrian that might be associated with such an accident.

[0009] For this purpose, the generic prior art according to DE 102008 025 604 A1 employs a locking projection on the stop lever that interacts with a locking area, for example, on the rotary latch, when a front flap is forcefully closed. This prevents the rotary latch from pivoting significantly beyond its closed position or main locking position, and thus prevents the front flap from moving downward beyond its closed position (anti-puncture position).

[0010] If, for example, a pedestrian strikes the closed and locked front flap, the locking projection on the stop lever cannot engage with the locking area, causing the rotary latch to deflect over the locking bolt into the overtravel position. This creates a type of pedestrian protection device and cushions and / or dampens the impact.

[0011] In a similarly constructed motor vehicle lock according to DE 10 2020 132 422 A1, the pawl is equipped with an associated limiting extension for the closing movements of the rotary latch. During the locking process, the rotary latch pivots the pawl with its own movement extension into its own path of travel, acting as a stop for a puncture protection position. This allows the rotary latch to pivot unhindered from a detent position in the closing direction to an overtravel position.

[0012] The state of the art has generally proven itself, but still offers room for further improvements. For example, in the generic state of the art according to DE 10 2008 025 604 A1, the stop lever is controlled using the locking bolt. For this purpose, the stop lever is preloaded with a spring. To assume the overtravel position, it is necessary in the context of the exemplary embodiment that a locking projection on the pawl is positioned at a distance from a corresponding locking area of ​​the stop lever when the rotary latch is in the closed position and the pawl is in the locked position, so that the rotary latch, in conjunction with the locking bolt, can execute the overtravel.This requires a relatively complex functional sequence that is prone to failure, particularly with regard to the interaction between the locking projection on the pawl on the one hand and the associated locking area of ​​the stop lever on the other, which must be arranged at a distance from each other in order to assume the overstroke position.

[0013] When examining DE 10 2020 132 422 A1, it is striking that in this case, a limiting extension, which is an integral part of the locking pawl, ultimately serves as a stop for the anti-penetration position. Improvements in functionality and safety are also possible in this case.

[0014] The invention is based on the technical problem of further developing such a motor vehicle lock in such a way that a structurally simple and functionally reliable structure is provided.

[0015] To solve this technical problem, a generic motor vehicle lock is characterized in the context of the invention in that the stop lever is controlled by the movement of the pawl in the closing direction of the locking mechanism.

[0016] In contrast to the prior art, according to the invention the movement of the pawl in the closing direction ensures that the stop lever is controlled and is able to define the impact protection position as well as the overstroke position.

[0017] According to the invention, the pawl ensures that the stop lever is activated or controlled. The stop lever can assume at least the anti-snap position as well as the over-travel position. This is ensured by the pawl following the closing direction of the locking mechanism. For this purpose, the pawl can act directly or indirectly on the stop lever. Furthermore, the stop lever is generally continuously coupled to the pawl in terms of movement. This means that movements of the pawl in the closing direction (or opening direction) of the locking mechanism are converted into corresponding control movements of the stop lever. This keeps malfunctions to a minimum because the pawl, in the closing direction of the locking mechanism, generally assumes a spring-supported pre-locking position and then a main locking position in contact with the rotary latch.

[0018] During this sequence of movements, the pawl performs corresponding pivoting movements around its axis of rotation, which are then transmitted directly or indirectly to the stop lever for its control. As a result, the stop lever assumes at least the anti-smash position and the overtravel position. This is achieved particularly simply and reliably. These are the key advantages.

[0019] According to an advantageous embodiment, the anti-penetration position of the stop lever, and consequently also of the rotary latch, corresponds to an intermediate position of the locking pawl during the transition from the pre-locking position to the main locking position. In the anti-penetration position, the stop lever generally ensures that the locking bolt is at least temporarily and indirectly blocked.

[0020] Once the pawl has assumed its main detent position, the stop lever releases the locking bolt. As a result, the rotary latch can then be pivoted further into its overtravel position, provided the locking bolt is subjected to additional force in the closing direction from the main detent position, for example, if a pedestrian collides with an associated front hood, as described in the introduction to the description, occurs. The overtravel position is used to dampen this impact movement. The dampening is achieved by spring-elastic counterforces exerted by the rotary latch on the front hood. These counterforces result from a spring acting on the rotary latch in the opening direction and additional deformation counterforces from a circumferential rubber seal for the front hood.

[0021] As previously explained, the pawl generally acts indirectly on the stop lever to control it. In fact, the pawl generally acts on the stop lever via an intermediary actuating lever, specifically to control the stop lever. For this purpose, the pawl and the actuating lever are usually coupled in a rotationally fixed manner. Furthermore, it has proven particularly advantageous in this context if the pawl and the actuating lever are mounted on the same axis as each other and can rotate around a common axis.

[0022] In most cases, a lifting lever is provided as a supplementary feature. The lifting lever is usually preloaded in the opening direction of the locking mechanism by a spring. In fact, the lifting lever, in conjunction with the rotary latch, ensures the anti-smash position, the overtravel position, and the gap position described above. For this purpose, the locking bolt, which moves into the inlet opening of the rotary latch in the closing direction of the locking mechanism, not only pivots the rotary latch but also simultaneously applies pressure to the lifting lever in question.

[0023] In this context, it has proven particularly effective and advantageous for the release lever and the rotary latch to interact with the locking bolt. For this purpose, the release lever and the pawl are usually mounted on the same axis to rotate around a common axis of rotation. The operating lever also uses this common axis of rotation. The rotary latch and the stop lever are also mounted to rotate around a different, separate axis of rotation.

[0024] Consequently, when the locking mechanism is actuated in the closing direction by the locking bolt moving into the inlet opening, the locking bolt in question simultaneously ensures that the setting lever is also acted upon in the opening direction, counteracting the force of the spring acting upon it. In the closing direction of the locking mechanism, the locking bolt ensures that the rotary latch is moved into its pre-locking and then main locking positions. At the same time, the setting lever is pivoted against the opening force of the spring, in such a way that the setting lever performs a rotational or pivoting movement around the axis shared by the operating lever and the pawl.

[0025] As soon as the locking mechanism has reached the anti-penetration position, the

[0026] Setting lever with a stop against a counter-stop of the stop lever. This anti-pinch position is only temporarily assumed, however, when the pawl is in the intermediate position during the transition from the pre-locking position to the main locking position. This intermediate position and the associated stop of the setting lever against the counter-stop of the stop lever only temporarily block the locking mechanism in the anti-pinch position. Further movement of the locking bolt in the closing direction of the locking mechanism causes the pawl to pivot from the intermediate position to the main locking position. The pawl's assumption of the main locking position in relation to the rotary latch now corresponds to the stop lever being pivoted away from the setting lever, so that the locking mechanism can perfectly assume the main locking position and can also assume it.At the same time, the rotary latch is now capable of moving into the overtravel position in the event of any additional force being applied to the locking bolt in the closing direction of the locking mechanism. In this overtravel position, corresponding and increased damping forces ensure that a pedestrian impact is cushioned as much as possible and any potential health risks are avoided.

[0027] An opening movement of the locking mechanism from the main locking position corresponds to the pawl being lifted from its engagement with the rotary latch. This can be done mechanically via a cable pull or by electric motor, as already described in the introduction. As a result, the rotary latch pivots open and releases the locking bolt previously trapped in the inlet opening. This bolt remains in contact with the setting lever, which, with spring support, amplifies the opening movement and overall ensures that the associated front hood safely assumes the desired gap position, even if the front hood has increased weight due to snow on it.

[0028] As a result, the front hood can then be opened mechanically by an operator, for example, while the vehicle is stationary. This usually only requires pivoting an additional catch lever away, releasing the locking bolt from the locking mechanism and allowing the front hood to be fully opened with the locking bolt connected to it. This represents the main advantages.

[0029] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in which:

[0030] Fig. 1 to 4 the motor vehicle lock according to the invention during a closing movement in different functional positions,

[0031] Fig. 5 the assumption of the penetration protection position and

[0032] Fig. 6 the motor vehicle lock according to the invention in the overstroke position.

[0033] The figures show a motor vehicle lock. The motor vehicle lock is not limited to a motor vehicle hood lock. In fact, the motor vehicle lock is designed as a motor vehicle front hood lock, corresponding, according to the exemplary embodiment, to a front hood 1 indicated in Fig. 2, which is equipped with a locking bolt 2 connected thereto. The locking bolt 2, in turn, interacts with a locking mechanism 3, 4 made of

[0034] Essentially rotary latch 3 and pawl 4.

[0035] The further basic structure also includes a stop lever 5 for defining a puncture protection position, which will be explained in more detail below and is shown in Fig. 5, as well as an over-stroke position corresponding to the representation in Fig. 6. The positions mentioned are each observed in the closing direction of the locking mechanism 3, 4, i.e. when the locking bolt 2 increasingly moves into an inlet mouth 3a of the rotary latch 3, as is indicated in Fig. 1 by a downward-pointing arrow.

[0036] During this process, the locking bolt 2 increasingly plunges into a slot 6a in a lock case or lock plate 6 along the direction of the arrow indicated in Fig. 1. The lock plate 6 serves to mount the locking mechanism 3, 4 and the additional levers to be described in more detail below. These additional levers include, in addition to the stop lever 5 already described, a setting lever 7, which is also basically unnecessary, but is routinely used in motor vehicle bonnet locks. The setting lever 7 is equipped with a stop surface 7a, against which the locking bolt 2 bears during the operation shown in Fig.

[0037] 1 movement indicated by an arrow in the closing direction of the locking mechanism 3,4.

[0038] This means that as soon as the front cover 1 is closed and the locking bolt 2 on the front cover 1 moves into the inlet slot 6a of the lock plate 6 in the closing direction indicated in Fig. 1 along the arrow, the locking bolt

[0039] 2 both for the fact that the rotary latch 3 is pivoted about its axis 8 in the counterclockwise direction indicated in Fig. 1 and for the fact that by contact with the stop surface 7a the setting lever 7 also undergoes a pivoting movement about its axis 9 in the counterclockwise direction as shown in Fig. 1.

[0040] It can be seen that the raising lever 7 is mounted on the same axis as the pawl 4, taking into account the common axis of rotation 9. Furthermore, the raising lever 7 is pre-tensioned in the opening direction of the locking mechanism 3, 4, i.e., in the opposite direction to the closing direction of the locking mechanism indicated by the arrow, as shown in Fig. 1.

[0041] An actuating lever 10 is also mounted on the same axis as the setting lever 7 and the locking pawl 4. The actuating lever 10 is coupled to the locking pawl 4 in a rotationally fixed manner. For this purpose, the actuating lever 10 engages with a pin 10a in a corresponding recess 4a of the locking pawl 4.

[0042] It can be seen that the pawl 4 is equipped with a bevel 4b, to which a Bowden cable 11, indicated by way of example in Fig. 4, may be connected. With the aid of the Bowden cable 11, the pawl 4 can be pivoted mechanically or by electric motor about its axis 9 in the counterclockwise direction indicated in Fig. 4 and is thereby released from its engagement with the rotary latch 3. In this way, the locking mechanism 3, 4 can be opened by electric motor or manually, for example, starting from the main locking position during the transition from Fig. 5 to Fig. 6.

[0043] In addition to the stop surface 7a, the setting lever 7 has an additional

[0044] Actuating surface 7b, which can be used to actuate a sensor 12. In the exemplary embodiment, the sensor 12 is a switch, specifically a microswitch. This is connected to a control unit (not shown) via an electrical connecting line 13. This informs the control unit of the current functional position of the motor vehicle lock.

[0045] In fact, the opening state shown in Fig. 1 corresponds to the sensor or switch 12 not being actuated. However, if the locking mechanism 3, 4 assumes the pre-locking position shown in Fig. 3, the sensor or switch 12 is actuated. However, upon reaching the anti-penetration position shown in Fig. 5, the actuation of the sensor 12 ceases. The same applies to the overtravel position shown in Fig. 6.

[0046] According to the exemplary embodiment, the stop lever 5 is mounted on the same axis as the rotary latch 3. This means that the rotary latch 3 and the stop lever 5 can be pivoted about the common axis 8. The common axis 8 in question for the rotary latch 3 and the stop lever 5 is defined by a bearing pin anchored in the lock case or lock plate 6. The same applies to the common axis 9 of the pawl 4, the setting lever 7, and the actuating lever 10. This common axis 9 is also defined by a bearing pin anchored in the lock case or lock plate 6. The entire bearing domes each extend predominantly perpendicular to the lock plate 6 and are spaced apart from one another.

[0047] The operation is as follows. In Fig. 1 the open position of the

[0048] Motor vehicle lock or the associated locking mechanism 3, 4 is shown. The closing direction of the locking mechanism 3, 4 is now assumed by the locking bolt 2 moving in the direction of the arrow indicated in Fig. 1 into the inlet slot 6a of the lock plate 6. As a result, the rotary latch 3 is pivoted in the counterclockwise direction indicated in Fig. 1. The same applies to the setting lever 7. This can be seen in the transition from Fig. 1 to Fig. 2. During this process, the locking bolt 2 increasingly immerses itself in the inlet mouth 3a of the rotary latch 3.

[0049] In Fig. 2, the locking mechanism 3, 4 is located shortly before the pre-locking position, as shown in Fig. 3. It can be seen that the actuating surface 7b of the setting lever 7 comes into the sphere of influence of the sensor 12. At the same time, the spring-supported pawl 4 rests against the outer circumference of the rotary latch 3. Since the actuating lever 10 is connected to the pawl 4 in a rotationally fixed manner, the closing movement of the locking mechanism 3, 4, starting from Fig. 1 to Fig. 2, initially causes the pawl 4 and with it the actuating lever 10 to perform a counterclockwise movement around the common axis 9.

[0050] As a result, the actuating lever 10, by engaging the stop lever 5, ensures that the stop lever 5 is pivoted clockwise about the axis 8 common to the rotary latch 3 during the transition from Fig. 1 to Fig. 2.

[0051] If the locking mechanism 3, 4 is now further acted upon in the closing direction by the locking bolt 2, starting from Fig. 2, the pawl 4 can fall into the pre-lock of the rotary latch 3 during the transition from Fig. 2 to Fig. 3. This corresponds to a clockwise movement of the pawl 4 and also of the actuating lever 10, which is connected to it in a rotationally fixed manner, around the axis 9 during the transition from Fig. 2 to Fig. 3. As a result, the stop lever 5, which is spring-loaded in the direction of the actuating lever 10, moves counterclockwise from Fig. 2 to Fig. 3 around the common axis 8 with the rotary latch 3. In addition, the assumption of the pre-locking position of the locking mechanism 3, 4 as shown in Fig. 3 ensures that the setting lever 7, which is pivoted counterclockwise around the axis 9 during this process, acts on the sensor 12 with its actuating surface 7b.The corresponding signal can therefore be transmitted via the electrical line 13 to the control unit (not shown).

[0052] During the transition from Fig. 3 to Fig. 4, the progressive movement of the locking bolt 2 within the inlet slot 6a of the lock plate 6 ensures that the pawl 4 leaves the preliminary detent of the rotary latch 3 as shown in Fig. 3 and rests against the outer circumference of the rotary latch 3 in the direction of the main detent.

[0053] As the locking bolt 2 progresses toward closing, the pawl 4 assumes an intermediate position during the transition from the pre-locking position to the main locking position in the transition from Fig. 4 to Fig. 5. The pre-locking position is actually shown in Fig. 3, and the main locking position of the locking mechanism 3, 4 can be seen during the transition from Fig. 5 to Fig. 6, whereas Fig. 5 shows the intermediate position in question between the pre-locking position and the main locking position. This intermediate position corresponds to the anti-puncture position of the rotary latch 3, the stop lever 5, and thus the locking mechanism 3, 4, and thus the motor vehicle lock as a whole. In this anti-puncture position, the raising lever 7 moves with a stop 7c against a counter-stop 5a of the stop lever 5.This anti-penetration position corresponds to a temporary mutual blockage between the stop lever 5 and the setting lever 7. This also (temporarily) blocks the locking bolt 2 in its closing direction when it enters the inlet opening 3a or the inlet slot 6a. However, the blockage is only temporary in nature.

[0054] This is because, during the transition from Fig. 5 to Fig. 6, assuming the main detent position ensures that the pawl 4, starting from the intermediate position in Fig. 5, engages the main detent of the rotary latch 3. This entails a pivoting movement of the pawl 4 around its axis 9 in a clockwise direction. Since the actuating lever 10 is connected in a rotationally fixed manner to the pawl 4, this results in the stop lever 5 following the actuating lever 10 and, during the transition from Fig. 5 to Fig. 6, performing a pivoting movement in a counterclockwise direction around the axis 8. As a result, the counter-stop 5a on the stop lever 5 is released from the stop 7c on the setting lever 7.

[0055] The locking mechanism 3, 4 is now in its main detent position. If, starting from this, the locking bolt 2 is further acted upon in the closing direction of the locking mechanism 3, 4, the rotary latch 3 assumes the overstroke position shown in Fig. 6. In this overstroke position, the damping of any impact, as already described above, occurs due to the counterspring forces built up in the overstroke position. It can be seen that the actuating surface 7b on the setting lever 7 has already left the sensor 12 in the intermediate position of the pawl 4, as shown in Fig. 5. The same applies to the overstroke position as shown in Fig. 6. A corresponding signal change is registered by the control unit evaluating the signals from sensor 12.

[0056] Starting from the main locking position beyond Fig. 5 and between the functional position in Fig. 5 and Fig. 6, the locking mechanism 3, 4 can now be opened. To do so, it is only necessary that the locking pawl 4 is pivoted about its axis 9 in the counterclockwise direction indicated in Fig. 4. This can be done manually and / or motor-driven via the connected Bowden cable 11.

[0057] As a result, the rotary latch 3 pivots counterclockwise around its axis 8, spring-assisted and starting from the main locking position, releasing the previously captured locking bolt 2. This movement is simultaneously supported by the raising lever 7, which is acted upon by a spring (not shown) in the opening direction of the locking mechanism 3, 4. The raising lever 7 ensures that the front hood 1 assumes a gap position corresponding to the functional position shown in Fig. 1. In this gap position, an operator can pivot a catch hook (not shown) and open the front hood while the vehicle is stationary. In this context, the raising lever 7 ensures that the gap position in question is reached even when the hood 1 is subjected to snow loads, for example. This is ensured by the stop surface 7a on the raising lever 7, against which the locking bolt 2 rests. List of reference symbols

[0058] Front hood 1

[0059] Locking bolt 2

[0060] Lock 3, 4

[0061] Rotary latch 3

[0062] Inlet mouth 3a

[0063] Pawl 4

[0064] Recess 4a

[0065] Fold 4b

[0066] Stop lever 5

[0067] Counter stop 5a

[0068] Lock plate 6

[0069] Inlet slot 6a

[0070] Lifting lever 7

[0071] Stop surface 7a

[0072] Actuating surface 7b

[0073] Stop 7c

[0074] Axis 8

[0075] Rotation axis 9

[0076] Operating lever 10

[0077] Cone 10a

[0078] Bowden cable 11

[0079] Sensor 12

[0080] Connecting line 13

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle hood lock, with a locking mechanism (3, 4) essentially consisting of a rotary latch (3) and a pawl (4), and with a stop lever (5) for defining a puncture protection position and an overtravel position beyond the puncture protection position in the closing direction of the locking mechanism (3, 4), wherein the closing direction of the locking mechanism (3, 4) corresponds to a rotation of the rotary latch (3) by a locking bolt (2) moving into an inlet mouth (3a), characterized in that the stop lever (5) is controlled by the movement of the pawl (4) in the closing direction of the locking mechanism (3, 4).

2. Motor vehicle lock according to claim 1, characterized in that the anti-puncture position of the rotary latch (3) corresponds to an intermediate position of the pawl (4) during the transition from a pre-locking position to the main locking position.

3. Motor vehicle lock according to claim 1 or 2, characterized in that in the anti-puncture position the stop lever (5) blocks the locking bolt (2) at least temporarily and indirectly.

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that after the locking pawl (4) has assumed the main locking position, the stop lever (5) releases the locking bolt (2) so that the Rotary latch (3) can assume its overstroke position.

5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the locking pawl (4) works indirectly with the interposition of an actuating lever (10) on the stop lever (5) for controlling the latter.

6. Motor vehicle lock according to claim 5, characterized in that the locking pawl (4) and the actuating lever (10) are coupled to one another in a rotationally fixed manner.

7. Motor vehicle lock according to claim 5 or 6, characterized in that the locking pawl (4) and the actuating lever (10) are mounted coaxially to one another about a common axis of rotation (9).

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that a setting lever (7) is additionally provided.

9. Motor vehicle lock according to claim 8, characterized in that the setting lever (7) and the rotary latch (3) interact together with the locking bolt (2).

10. Motor vehicle lock according to claim 8 or 9, characterized in that the setting lever (7) and the locking pawl (4) are mounted axially coaxially to one another about a common axis of rotation (9).

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