Motor vehicle Anti-movement mechanism

Abstract

The invention relates to a motor vehicle anti-movement mechanism (3, 3a, 3b), having a carrier element (7), a locking lever (10) which is arranged on the carrier element (7) and is designed to be movable from a locking position into a release position, and an action element (8) which is mounted on the carrier element (7) so as to be movable between a first position and a second position, wherein the locking lever (10) is mounted on the carrier element (7) such that it can pivot via a locking pivot axis (27) between the locking position in which the locking lever (10) is designed to block a movement of the action element (8, 8a, 8b) out of the first position, and a release position in which the locking lever (10) is designed to release a movement of the action lever (8, 8a, 8b) out of the first position, and wherein the locking lever (10) is designed with a predetermined weight distribution and a predetermined centre of gravity (31), which is arranged lying in the locking pivot axis (27).

Description

[0001] Motor vehicle movement safety mechanism

[0002] The invention relates to a motor vehicle

[0003] Movement securing mechanism which has a carrier element, a locking lever and an action element, wherein the locking lever is arranged on the carrier element and is designed to be movable from a locked position into a released position, and wherein the action element is mounted on the carrier element so as to be movable between a first position and a second position. The locking lever is pivotally mounted on the carrier element via a locking pivot axis between the locked position, in which the locking lever is designed to block movement of the action element out of the first position, and the released position, in which the locking lever is designed to release movement of the action lever out of the first position.

[0004] A motor vehicle movement securing mechanism of the type mentioned above is known from the prior art and is implemented, for example, in a lock arrangement with a rotary latch and a pawl. The pawl represents the locking lever and the rotary latch represents the action element. When the pawl or locking lever is in the locked position, movement of the rotary latch or action element is blocked. When designed as a lock arrangement, the rotary latch or action element fixes a locking element in the first position, such that a hatch of the motor vehicle is held in a closed position. When the pawl or locking lever is arranged in the released position, movement of the rotary latch or action element is released into a second position, in which the hatch of the motor vehicle can then be moved into an open position.In the event of a vehicle accident, locking arrangements of this type are exposed to acceleration forces which, among other things, can act on the locking pawl or the locking lever, so that the locking pawl or the locking lever can move from the locked position into the release position in an undesired manner as a result of transverse forces, so that an undesired opening of the flap is possible and represents a danger to the occupants of the vehicle.

[0005] The object of the invention is therefore to provide a motor vehicle movement safety mechanism which is characterized by a high level of safety in the event of a vehicle accident in which acceleration forces act on the mechanism.

[0006] This object is achieved according to the invention by a motor vehicle movement securing mechanism having the features according to claim 1.

[0007] The motor vehicle movement securing mechanism according to the invention comprises a support element, a locking lever which is arranged on the support element and is designed to be movable from a locking position into a release position, and an action element which is mounted on the support element so as to be movable between a first position and a second position. The locking lever is pivotally mounted on the support element via a locking pivot axis between the locking position, in which the locking lever is designed to block movement of the action element out of the first position, and a release position in which the locking lever is designed to release movement of the action lever out of the first position, wherein the locking lever is designed with a predetermined weight distribution and a predetermined center of gravity which is arranged lying on the locking pivot axis.

[0008] Advantageous and expedient embodiments and further developments of the invention emerge from the corresponding subclaims.

[0009] The invention provides a motor vehicle movement-locking mechanism that is characterized by a functional and cost-effective design and offers a high degree of functionality. Because the center of gravity of the locking lever is positioned horizontally in the locking pivot axis, the locking lever is secured in its locked position against any acceleration forces in the event of a vehicle accident.

[0010] In an embodiment of the invention, it is provided that the locking lever and the action element for blocking and for releasing a movement of a movable motor vehicle component, in particular a door or flap, are designed to cooperate in such a way that in the first position of the action element a movement of the movable motor vehicle component is blocked and / or locked and that in a second position of the action element a movement of the movable motor vehicle component is released.

[0011] With regard to a simplified and cost-effective manufacturing process, a further embodiment of the invention provides that the locking lever has a lever weight attached to the locking lever, which is designed to shift the predetermined center of gravity of the locking lever into the locking pivot axis. A known and cost-effective manufacturing process can therefore be used to manufacture the actual locking lever without having to pay attention to appropriate weight distribution with regard to the center of gravity. This is because the center of gravity is determined by the original lever geometry and the lever weight and is shifted into the locking pivot axis with the help of the lever weight. The center of gravity, which in a lever naturally lies outside the axis of rotation, is shifted into the locking pivot axis by the attached lever weight.

[0012] In a further embodiment of the invention, it is provided that the locking lever is designed with a first lever arm and a second lever arm, wherein a locking element designed to block the movement of the action element is formed on the first lever arm and wherein the lever weight is arranged on the second lever arm.

[0013] For a particular embodiment, the invention provides in one embodiment that the motor vehicle movement securing mechanism is designed in a motor vehicle handle arrangement having a handle, in which the carrier element is designed to be fastened to a motor vehicle door and in which the action element is designed as a deployment lever pivotably mounted on the carrier element about a pivot axis, wherein the deployment lever is designed to be arranged in a rest position and in an operating position and the handle has a first longitudinal end and a second longitudinal end, wherein the handle is designed to be movable between a retracted position, in which the handle is arranged flush with an outer side of the motor vehicle door, and an extended position, in which the handle is arranged to be extended in an extension direction relative to the outer side of the motor vehicle door for manual operation,and wherein the handle is rotatably mounted on the deployment lever at its first longitudinal end about a rotation axis and is arranged in its retracted position in the rest position of the deployment lever. The deployment lever is designed to move the handle from the retracted position to the extended position during its movement from the rest position to the operating position. The rest position of the deployment lever corresponds to the first position of the action element, and furthermore, the operating position of the deployment lever corresponds to the second position of the action element.

[0014] In a refinement of the invention and the particular embodiment, it is particularly advantageous if the handle is designed with a predetermined weight distribution and a predetermined center of gravity, which is arranged horizontally along the axis of rotation. This protects the handle, both in its retracted and extended positions, against any acceleration forces in the event of a vehicle accident, while also allowing the installation space depth to be reduced to a minimum.

[0015] It is particularly advantageous in an embodiment of the invention if the handle has a handle weight attached to the handle, which is designed to shift the predetermined center of gravity of the handle toward the axis of rotation. This design allows the handle to be manufactured cost-effectively in a conventional manner without having to pay attention to the weight distribution during handle manufacture, because the center of gravity is then formed and determined by the handle together with the attached handle weight.

[0016] In a further embodiment, the invention provides that the release lever is designed to be movable from the rest position to the operating position during normal operation by means of a drive element mounted on the support element. For the purposes of the invention, normal operation means that the drive element is motor-driven, whereas emergency operation means that no energy is available to drive the drive element, meaning that it is a powerless emergency operation.

[0017] A further embodiment of the invention is particularly advantageous if the second longitudinal end of the handle is designed as a free longitudinal end. This eliminates the need for a structurally complex coupling of the second longitudinal end of the handle, which would then also have to be secured against acceleration forces in the event of a vehicle accident, but this can be eliminated thanks to the special design.

[0018] To support an extension movement of the second and free longitudinal end of the handle, it is advantageous in an embodiment of the invention if a guide lever is pivotably mounted on the support element via a guide axis, which guide lever is coupled in movement to the extension lever via a coupling rod and which is designed to urge the second longitudinal end of the handle in the extension direction when the extension lever moves from the rest position into the operating position.

[0019] For power-free emergency operation, the invention provides in a further embodiment of the motor vehicle handle arrangement that, in emergency operation, the first longitudinal end of the handle is designed to be movable against a spring force in a direction opposite to the extension direction such that the first longitudinal end of the handle is pivoted about the axis of rotation and the second longitudinal end of the handle is extended in the extension direction and is arranged so that it can be grasped by a user. The user can grasp the handle at its second longitudinal end and move it completely into the extended position so that, in the extended position, the handle can be used to open the motor vehicle door in the normal way.In the sense of the invention, "normally" means actuation of the handle independently of normal operation or power-free emergency operation, in which, according to one embodiment, the handle is designed to be pivotable from its extended position into an actuation position used to open the motor vehicle door, in which position the second longitudinal end of the handle is pivoted about the pivot axis and moved in the opening direction. Thus, due to its movement upon actuation, the handle is a type of rotary handle.

[0020] Furthermore, in a further embodiment, the invention provides that a Bowden cable is mounted on the handle or on the support element in such a way that the Bowden cable is only activated to open the motor vehicle door when the handle is in the actuated position. This easily prevents unwanted opening, even if acceleration forces act on the handle in the event of a vehicle accident.

[0021] In a further embodiment, it is particularly advantageous if the locking lever is designed to be movable from the locking position into the release position with the aid of a drive element.

[0022] For another, special embodiment, the invention provides in an alternative embodiment that the motor vehicle movement securing mechanism is designed as a motor vehicle lock arrangement, which has a drive element which is moved from a rest position to an end position and back to the rest position during an opening process of the motor vehicle lock arrangement, wherein the action element is designed as a locking element which encompasses a locking element in a closed position and is prestressed in the direction of an open position which releases the locking element.

[0023] A rotary latch is formed which is rotatably mounted on the carrier element, the first position corresponding to the closed position and the second position corresponding to the open position, the locking lever being designed as a pawl having a latching hook which is movably mounted between an engaged position in which the pawl is in engagement with the rotary latch and a release position releasing the rotary latch, and the drive element being designed to move the pawl from the engaged position into the release position during an opening process of the motor vehicle lock arrangement when it moves into the end position.

[0024] It is understood that the features mentioned above and those yet to be explained below can be used not only in the combination specified, but also in other combinations or alone, without departing from the scope of the present invention. The scope of the invention is defined only by the claims.

[0025] Further details, features and advantages of the subject matter of the invention emerge from the following description in conjunction with the drawing, in which exemplary preferred embodiments of the invention are shown.

[0026] The drawing shows:

[0027] Figure 1 is a schematic side view of a motor vehicle in which a plurality of motor vehicle movement securing mechanisms according to the invention are provided,

[0028] Figure 2 is a perspective view of a first embodiment of the motor vehicle movement securing mechanism according to the invention, which is designed as a motor vehicle handle arrangement having a handle arranged in a retracted position flush or flush with the outside of a motor vehicle door, Figure 3 is a perspective view of the first embodiment shown in Figure 2 with the handle arranged in an extended position and exposed relative to the outside of the motor vehicle door,

[0029] Figure 4 is a perspective rear view of the first embodiment of the invention,

[0030] Figure 5 is a perspective front view of the first embodiment of the invention,

[0031] Figure 6 is a further perspective rear view of the first embodiment of the invention,

[0032] Figure 7 is a perspective detail view of the first embodiment of the invention,

[0033] Figure 8 is a sectional view of the first embodiment of the invention, wherein the handle is arranged in the retracted position,

[0034] Figure 9 is a plan view of the first embodiment shown in Figure 8,

[0035] Figure 10 is a plan view of the first embodiment, with the handle arranged in the extended position,

[0036] Figure 11 is a plan view of the first embodiment, wherein the handle is arranged in an actuating position for opening a motor vehicle door,

[0037] Figure 12 is a plan view of the first embodiment, wherein the handle is arranged in an emergency operating position,

[0038] Figure 13 is a sectional view of the first embodiment shown in Figure 12,

[0039] Figure 14 is a front view of a second embodiment, and

[0040] Figure 15 is a rear view of the second embodiment.

[0041] Figure 1 shows an example of a motor vehicle 1 in the form of a passenger car, which in the example has four motor vehicle doors 2 (two of which are visible in Figure 1) and a tailgate 40, each of which can be closed and opened by a motor vehicle movement-preventing mechanism 3 according to the invention. For the motor vehicle doors 2, a respective motor vehicle movement-preventing mechanism 3 is designed as a motor vehicle handle arrangement 3a, whereas for the tailgate 50, the motor vehicle movement-preventing mechanism 3 is designed as a motor vehicle lock arrangement 3b.Figures 2 to 13 illustrate a first embodiment of the invention, which shows the design of the motor vehicle movement-preventing mechanism 3 as a motor vehicle handle assembly 3a, whereas Figures 14 and 15 illustrate a second embodiment of the invention, which shows the design of the motor vehicle movement-preventing mechanism 3 as a motor vehicle lock assembly 3b. However, the embodiments shown in the figures are only exemplary embodiments of the invention. Within the meaning of the invention, the motor vehicle movement-preventing mechanism 3 can be used with any type of flap and / or lock of a motor vehicle 1 in which a lever element is used.

[0042] With reference to the first exemplary embodiment, Figures 2 and 3 each show, in a perspective view, one of the motor vehicle doors 2 and a handle 4 used to open the motor vehicle door 2, the handle 4 being shown in a retracted position in Figure 2 and in an extended position in Figure 3. As can be seen from Figure 2, the handle 4 in its retracted position is approximately flush with an outer side 5 of the motor vehicle door 2, i.e. completely flush or flush with the surface. In this position, the handle 4 is in its retracted position in which it is not used. From the retracted position shown in Figure 2, the handle 4 can be moved into an extended position shown in Figure 3, in which the handle 4 protrudes from the outer side 5 of the motor vehicle door 2 and is arranged in an extended position compared to the retracted position.Accordingly, in the extended position, the handle 4 is arranged protruding from the motor vehicle door 2, having previously been moved in a deployment direction 6. In the extended position, the handle 4 is arranged projecting in the deployment direction 6 relative to the outer side 5 of the motor vehicle door 2 for manual operation by a user, so that a user can then reach behind the handle 4 and operate or handle it to open the motor vehicle door 2. The force applied by the user to the handle 4 causes the handle 4 to be moved further in the deployment direction 6 at one of its longitudinal ends to open the motor vehicle door 2. When the handle 4 has reached an actuating position, which is shown in Figure 11, the motor vehicle door 2 opens.

[0043] Figure 4 shows a perspective rear view of the motor vehicle movement securing mechanism according to the invention, which according to the first embodiment is designed as the motor vehicle handle assembly 3a and which has a support element 7 that can be fastened to the motor vehicle door 2. The motor vehicle movement securing mechanism 3, which in the first embodiment is designed as the motor vehicle handle assembly 3a, has, in addition to the support element 7, an action element 8 mounted on the support element 7, which in the first embodiment is designed as a deployment lever 8a. Furthermore, it can be seen from Figure 4 that the motor vehicle movement securing mechanism 3 has a drive element 9 mounted on the support element 7 and a locking lever 10 movably mounted on the support element 7. For the design of the motor vehicle

[0044] The movement-locking mechanism 3 as a motor vehicle handle assembly 3a also includes a guide lever 11 movably mounted on the support element 7 and a coupling rod 12. Finally, a Bowden cable system 14 and a locking cylinder 15 are integrated into the support element 7.

[0045] Below, reference is made to Figures 4 to 13 for the first exemplary embodiment, in which the motor vehicle movement securing mechanism 3 is designed as a motor vehicle handle arrangement 3a. In Figures 5 to 13, the support element 7 is no longer shown for reasons of clarity, and in Figures 5 to 13, only the components of the motor vehicle handle arrangement 3 required for the movement of the handle 4 are shown. However, in Figures 9 to 12, a fixed reference point is shown as a fixed cover element 33 fastened to the handle support 7 and thus fixed in order to better recognize the various movements of the individual components in relation to a fixed reference point.

[0046] As can be seen, for example, from Figure 4 in conjunction with Figures 5 to 8, the action element 8, designed as a deployment lever 8a, is mounted on the support element 7 so as to be pivotable about a pivot axis 16, and the handle 4 has a first longitudinal end 17 and a second longitudinal end 18. The handle 4 is rotatably mounted at its first longitudinal end 17 on the action element 8 or deployment lever 8a so as to be pivotable about a rotation axis 19. Furthermore, the handle 4 is designed with a predetermined weight distribution and a predetermined center of gravity 20 (see, for example, Figure 8). The center of gravity 20 is arranged lying on the rotation axis 19. As can be seen, for example, from Figure 7, the handle 4 has a handle weight 21 which is fastened to the handle 4 and which is designed to shift the predetermined center of gravity 20 of the handle 4 into the rotation axis 19.

[0047] The action element 8 or the deployment lever 8a is used to move the handle 4 from the retracted position to the extended position. The deployment lever 8a can be moved into a first position, a so-called rest position (see, for example, Figures 8 and 9), and into a second position, a so-called operating position (see, for example, Figure 10), and is arranged at the first longitudinal end 17 of the handle 4 and is pivotally mounted on the support element 7 about the pivot axis 16. In the first position of the action element 8 or in the rest position of the deployment lever 8a, the handle 4 is arranged in its retracted position (see, for example, Figures 8 and 9).During its movement from the rest position, which is synonymous with the first position of the action element 8, into the operating position (see, for example, Figure 10), which is synonymous with the second position of the action element 8, the deployment lever 8a is designed to move the handle 4 from the retracted position to the extended position. During its movement from the rest position to the operating position, the deployment lever 8a thus presses the handle 4, which is rotatably mounted on the deployment lever 8a at its first longitudinal end 17 against a spring force via the rotation axis 19, in the deployment direction 6, so that the handle 4 is moved by the deployment lever 8a into the extended position. The guide lever 11 is provided so that the second longitudinal end 18 of the handle 4 is also extended accordingly. The guide lever 11 is pivotally mounted on the support element 7 via a guide axis 22.The guide lever 11 is motion-coupled to the deployment lever 8a via the coupling rod 12, so that when the deployment lever 8a moves from the rest position into the operating position, the free arm of the guide lever 11 is also moved in the deployment direction 6, as can be seen when looking at Figures 9 and 10. The coupling rod 12 is articulated to the deployment lever 8a and the guide lever 11 in the manner of a four-bar linkage via a first joint axis 23, which is mounted on the deployment lever 8 at a distance from the pivot axis 16, and via a second joint axis 24, which is mounted on the guide lever 11 at a distance from the guide axis 22. The second longitudinal end 18 of the handle 4 is designed as a free longitudinal end. This means that the second longitudinal end 18 is not connected to any component.Rather, the guide lever 11 is designed to urge the second longitudinal end 18 of the handle 4 in the deployment direction 6 when the deployment lever 8a is moved from the rest position (see Figures 8 and 9) into the operating position (see Figure 10). The free lever arm of the guide lever 11 urges against the second longitudinal end 18 of the handle 4 and presses the second longitudinal end 18 in the deployment direction 6 when the handle 4 is to be moved from the retracted position into the extended position during normal operation.

[0048] During normal operation, an actuator (not shown in the figures) drives the drive element 9. Accordingly, during normal operation, the deployment lever 8a is designed to be movable from the rest position into the operating position with the aid of the drive element 9 mounted on the handle carrier 7. The rod-shaped drive element 9, which is rotationally driven by the actuator, has an extension control disk 25 with an extension cam contour 26 for moving the deployment lever 8a, as can be seen from figures 1 to 10. The extension cam contour 26 moves the deployment lever 8a from the rest position into the operating position when the drive element 9 moves or when the drive element 9 is in operation. Before this can happen, however, the locking lever 10 must release the movement of the deployment lever 8a.The locking lever 10 is designed to be movable with the aid of the drive element 9 from a locked position (see, for example, Figure 8) into a release position (see, for example, Figure 10). The locking lever 10 is pivotally mounted on the handle carrier 7 via a locking pivot axis 27. In the locked position shown in Figures 8 and 9, the locking lever 10 is designed to block movement of the deployment lever 8a out of the rest position. The two-armed locking lever 10 has a recess 28 on a first lever arm 40 designed as a locking element 42 (see, for example, Figure 7), which in the locked position engages the first hinge axis 23, which is mounted on the deployment lever 8a, in such a way that the locking lever 10 blocks movement of the deployment lever 8a out of the rest position.In normal operation, the drive element 9 is moved in a rotational manner, a release control disk 29 with a release cam contour 30 being formed on the drive element 9 in the longitudinal direction of the drive element 9, offset from the extension control disk 25, as can be seen, for example, in Figures 7 and 8. The release cam contour 30 is designed such that when the drive element 9 moves or during operation of the drive element 9, the locking lever 10 is moved into a release position, as shown in Figure 10. In the release position, the locking lever 10 is designed to release movement of the deployment lever 8a out of the rest position, the locking lever 10 being moved out of engagement with the deployment lever 8a. The release control disk 29 and the extension control disk 25 are arranged and designed one above the other on the drive element 9.During operation of the drive element 9, the release cam contour 30 of the release control disc 29 comes into contact with the locking lever 10 and moves the locking lever 10 from the locked position into the release position, whereby only subsequently does the extension cam contour 26 of the extension control disc 25 come into contact with the deployment lever 8a and move the deployment lever 8a from the rest position into the operating position. Overall, the drive element 9 is designed like a camshaft and, with the aid of the extension cam contour 26 and the release cam contour 28, ensures a sequential release of the locking lever 10 and the subsequent movement of the released deployment lever 8a to extend the handle 4.Because the deployment lever 8a and the guide lever 11 are connected to one another in a movement-coupled manner via the coupling rod 12, the handle 4 is extended into its extended position due to the movement of the deployment lever 8a and the guide lever 11, wherein the first longitudinal end 21 and the second longitudinal end 22 are extended almost parallel and simultaneously.

[0049] A safety device is also provided for the locking lever 10 so that the locking lever 10 does not inadvertently release the deployment lever 8a arranged in its rest position when subjected to an acceleration force in the event of a vehicle accident, thus preventing the motor vehicle door 2 from being opened in an undesired manner. For this purpose, the locking lever 10 is designed with a predetermined weight distribution and a predetermined center of gravity 31 which is arranged lying in the locking pivot axis 27. In the exemplary embodiment shown in the figures, the locking lever 10 is provided with a lever weight 32. The lever weight 32 is fastened to the locking lever 10 in such a way that the lever weight 32 shifts the predetermined center of gravity 31 of the locking lever 10 into the locking pivot axis 27. The lever weight 32 is arranged on a second lever arm 41 of the locking lever 10 (see, for example, Figure 7).

[0050] In Figure 10, the handle 4 is arranged in its extended position, wherein during normal operation the drive element 9 has previously moved the locking lever 10 into its release position and the deployment lever 8a into its operating position. In the position shown in Figure 10, a user can now reach behind the handle 4 and operate it to open the motor vehicle door 2. When operated, the handle 4 then reaches an actuating position shown in Figure 11, in which the second longitudinal end 18 of the handle 4 is pivoted about the pivot axis 16 and arranged to move in the deployment direction 6. It can be seen from Figure 11 that the second longitudinal end 18 of the handle 4 is designed as a free end, since no connection to the handle carrier 7 or the like is visible.

[0051] In a power-free emergency operation, it is no longer possible for the motor-driven drive element 9 to provide the various movement sequences. If a power-free emergency operation is required to open the motor vehicle door 2, for example when the vehicle battery is empty, the handle 4 can be moved inward by a user at the first longitudinal end 17 against the deployment direction 6, whereby the other, second longitudinal end 18 of the handle 4 is moved in the deployment direction 6. For an emergency operation shown in Figures 12 and 13, the first longitudinal end 17 of the handle 4 is thus designed to be movable against a spring force in a direction opposite the deployment direction 6 such that the first longitudinal end 17 of the handle 4 is pivoted about the rotation axis 19 and the second longitudinal end 18 of the handle 4 is deployed in the deployment direction 6 and can be grasped by a user.Before the handle 4 assumes the emergency actuation position shown in Figures 12 and 13, the first longitudinal end 17 of the handle 4 first pushes the locking lever 10 out of its locked position, so that the deployment lever 8a is finally released and pivotable. Upon release of the deployment lever 8, the handle 4 can then be moved from the emergency actuation position shown in Figures 12 and 13 into the extended position shown in Figure 10, from which the user can then move the handle 4 into the actuation position shown in Figure 11 in order to open the motor vehicle door 2.

[0052] With reference to the second embodiment, Figures 14 and 15 show a front and rear view of the motor vehicle movement securing mechanism 3 designed as a motor vehicle lock arrangement 3b. In the second embodiment, the action element 8 is designed as a rotary latch 8b and the locking lever 10 as a pawl 51, both being movably mounted on the carrier element 7. In the second embodiment too, the locking lever 10 or the pawl 51 is designed to be movable from a locked position into a release position, with Figures 14 and 15 showing the locked position. The action element 8 orIn a closed position shown in Figures 14 and 15, the rotary latch 8b engages around a locking element 52 and is designed to be pre-tensioned in the direction of an open position releasing the locking element 52, the first position corresponding to the closed position and the second position corresponding to the open position, and the action element 8 or the rotary latch 8b being rotatably mounted on the support element 7. The locking element is a locking bolt of the tailgate 50, which interacts in a known manner with the motor vehicle lock arrangement 3b. The locking lever 10 or the locking pawl 51 has the locking element 42, the locking pawl 51 being movably mounted between an engaged position, which corresponds to the locked position and in which the locking pawl 51 is in engagement with the rotary latch 8b, and a released position releasing the rotary latch 8b. Furthermore, in the second embodiment, the pawl 51 or .The locking lever 10 is pivotally mounted on the support element 7 via a locking pivot axis 27 between the locking position, in which the locking lever 10 is designed to block movement of the rotary latch 8b or the action element 8 from the first position, and a release position, in which the locking lever 10 is designed to release movement of the action lever 8 or the rotary latch 8b from the first position. In particular, in the second exemplary embodiment, the locking lever 10 or the locking pawl 51 is also designed with the predetermined weight distribution and the predetermined center of gravity 31, which is arranged lying on the locking pivot axis 27.The motor vehicle lock arrangement 3b also has a drive element 9 which is moved from a rest position into an end position and back into the rest position, wherein the drive element 9 is designed to move the pawl 10 from the engaged position into the release position during an opening process of the motor vehicle lock arrangement 3b when it is moved into the end position.

[0053] In the second exemplary embodiment, the locking lever 10 or the pawl 51 and the action element 8 or the rotary latch 8b are therefore also designed to interact for blocking and releasing a movement of a movable motor vehicle component 50, which is designed in the form of a flap or tailgate 50, in such a way that in the first position of the action element 8 or the rotary latch 8b, a movement of the movable flap 50 is blocked and / or locked and that in the second position of the action element 8 or the rotary latch 8b, a movement of the movable flap 50 is released. As in the first exemplary embodiment, in the second exemplary embodiment the locking lever 10 designed as a pawl 51 can also have a lever weight 32 which is attached to the locking lever 10 orthe locking pawl 51 is fastened, wherein the lever weight 32 is designed to shift the predetermined center of gravity 31 of the locking lever 10 into the locking pivot axis 27. Finally, in the second exemplary embodiment, the locking lever 10 or the locking pawl 51 is also designed with two arms, with a first lever arm 40 and a second lever arm 41. The locking element 42 designed to block the movement of the action element 8 or the rotary latch 8b is formed on the first lever arm 40, wherein the lever weight 32 is arranged on the second lever arm 41.

[0054] The invention described above is, of course, not limited to the embodiments described and illustrated. It is clear that numerous modifications to the embodiments illustrated in the drawings can be made to the intended application and will be obvious to a person skilled in the art without thereby departing from the scope of the invention. The invention includes everything contained in the description and / or illustrated in the drawings, including anything that deviates from the specific embodiments and is obvious to a person skilled in the art.

[0055] Reference symbol list

[0056] 1 motor vehicle

[0057] 2 vehicle doors

[0058] 3 Motor vehicle movement safety mechanism a Motor vehicle handle arrangement b Motor vehicle lock arrangement Handle outside Deployment direction Support element Action element a Deployment lever Drive element 0 Locking lever 1 Guide lever 2 Coupling rod 4 Bowden cable system 5 Locking cylinder 6 Pivot axis of 8 7 First longitudinal end of 4 8 Second longitudinal end of 4 9 Rotation axis of 4 0 Center of gravity 1 Handle weight 2 Guide axis of 11 3 First joint axis 4 Second joint axis 5 Extension control disc 6 Extension cam contour 7 Locking pivot axis of 10 8 Recess 9 Release control disc 0 Release cam contour 1 Center of gravity 2 Lever weight 3 Cover element 0 First lever arm of 10 41 Second lever arm of 10

[0059] 42 locking element

[0060] 50 tailgate

[0061] 51 pawl 52 locking element

Claims

Patent claims 1. Motor vehicle movement securing mechanism (3, 3a, 3b), comprising a carrier element (7), a locking lever (10) which is arranged on the carrier element (7) and is designed to be movable from a locking position into a release position, and an action element (8) which is mounted on the carrier element (7) so as to be movable between a first position and a second position, wherein the locking lever (10) is pivotally mounted on the carrier element (7) via a locking pivot axis (27) between the locking position, in which the locking lever (10) is designed to block a movement of the action element (8, 8a, 8b) from the first position, and a release position, in which the locking lever (10) is designed to release a movement of the action lever (8, 8a, 8b) from the first position, and wherein the locking lever (10) is designed with a predetermined weight distribution and a predetermined centre of gravity (31) is formed,which is arranged lying in the locking pivot axis (27).

2. Motor vehicle movement securing mechanism (3, 3a, 3b) according to claim 1, wherein the locking lever (10) and the action element (8, 8a, 8b) are designed to cooperate for blocking and for releasing a movement of a movable motor vehicle component (2, 50), in particular a door (2) or flap (50), in such a way that in the first position of the action element (8, 8a, 8b) a movement of the movable motor vehicle component (2, 50) is blocked and / or locked and that in a second Position of the action element (8, 8a, 8b) a movement of the movable motor vehicle component (2, 50) is released.

3. Motor vehicle movement securing mechanism (3, 3a, 3b) according to claim 1 or 2, wherein the locking lever (10) has a lever weight (32) attached to the locking lever (10), which is designed to shift the predetermined center of gravity (31) of the locking lever (10) into the locking pivot axis (27).

4. Motor vehicle movement securing mechanism (3, 3a, 3b) according to one of the preceding claims, wherein the locking lever (10) is formed with a first lever arm (40) and a second lever arm (41), wherein a locking element (42) designed to block movement of the action element (8, 8a, 8b) is formed on the first lever arm (40), and wherein the lever weight (32) is arranged on the second lever arm (41).

5. Motor vehicle movement securing mechanism (3, 3a) according to one of the preceding claims, wherein the motor vehicle movement securing mechanism (3, 3a) is designed in a motor vehicle handle arrangement (3a) having a handle (4), in which the carrier element (7) is designed to be fastened to a motor vehicle door (2) and in which the action element (8) is designed as a deployment lever (8a) pivotably mounted on the carrier element (7) about a pivot axis (16), wherein the deployment lever (8a) is designed to be arranged in a rest position and in an operating position and the handle (4) has a first longitudinal end (17) and a second longitudinal end (18), wherein the handle (4) can be moved between a retracted position in which the handle (4) is flush with an outer side (5) of the Motor vehicle door (2) is arranged, and an extended position in which the handle (4) is arranged extended in an opening direction (6) for manual actuation relative to the outer side (5) of the motor vehicle door (2), and is designed to be movable, and wherein the handle (4) is mounted at its first longitudinal end (17) on the opening lever (8a) so as to be rotatable about an axis of rotation (19) and is arranged in its retracted position in the rest position of the opening lever (8a), wherein the opening lever (8a) is designed to move the handle (4) from the retracted position into the extended position during its movement from the rest position into the operating position.

6. Motor vehicle movement securing mechanism (3, 3a) according to claim 5, wherein the handle (4) is designed with a predetermined weight distribution and a predetermined weight center of gravity (20) which is arranged lying in the axis of rotation (19).

7. Motor vehicle movement securing mechanism (3, 3a) according to claim 6, wherein the handle (4) has a handle weight (21) attached to the handle (4), which is designed to shift the predetermined center of gravity (20) of the handle (4) into the axis of rotation (19).

8. Motor vehicle movement securing mechanism (3, 3a) according to one of claims 5 to 7, wherein the deployment lever (8a) is designed to be movable from the rest position into the operating position in normal operation with the aid of a drive element (9) mounted on the carrier element (7).

9. Motor vehicle movement securing mechanism (3, 3a) according to one of claims 5 to 8, wherein the second longitudinal end (18) of the handle (4) is designed as a free longitudinal end.

10. Motor vehicle movement securing mechanism (3, 3a) according to claim 9, wherein a guide lever (11) is pivotally mounted on the support element (7) via a guide axis (22), which guide lever (11) is coupled in movement to the deployment lever (8a) via a coupling rod (12) and which, when the deployment lever (8a) moves from the rest position into the operating position, is designed to urge the second longitudinal end (18) of the handle (4) in the deployment direction (6).

11. Motor vehicle movement securing mechanism (3, 3a) according to one of claims 5 to 10, wherein in an emergency operation the first longitudinal end (17) of the handle (4) is designed to be movable against a spring force in a direction opposite to the deployment direction (6) such that the first longitudinal end (17) of the handle (4) is arranged pivoted about the axis of rotation (19) and the second longitudinal end (18) of the handle (4) is arranged to be deployed in the deployment direction (6) and to be graspable by a user.

12. Motor vehicle movement securing mechanism (3, 3a) according to one of claims 5 to 11, wherein the handle (4) is designed to be pivotable from its extended position into an actuating position serving to open the motor vehicle door (2), in which the second longitudinal end (18) of the handle (4) is pivoted about the pivot axis (16) and is arranged to move in the deployment direction (6).

13. Motor vehicle movement securing mechanism (3, 3a) according to claim 12, wherein a Bowden cable (14) is mounted on the handle (4) or on the support element (7) in such a way that the Bowden cable (14) is only actuated in the actuating position of the handle (4) for opening the motor vehicle door (2).

14. Motor vehicle movement securing mechanism (3, 3a) according to one of the preceding claims, wherein the locking lever (10) is designed to be movable from the locking position into the release position by means of a drive element (9).

15. Motor vehicle movement securing mechanism (3, 3b) according to one of claims 1 to 5, wherein the motor vehicle movement securing mechanism (3) is designed as a motor vehicle lock arrangement (3b) which has a drive element (9) which, during an opening process of the motor vehicle lock arrangement (3b), is moved from a rest position into an end position and back into the rest position, wherein the action element (8) is designed as a rotary latch (8b) which, in a closed position, encompasses a locking element (52) and is pretensioned in the direction of an open position releasing the locking element (52), and which is rotatably mounted on the carrier element (7), wherein the first position corresponds to the closed position and the second position to the open position, wherein the locking lever (10) is designed as a pawl (51) having a latching hook (42) which can be moved between an engaged position in which the pawl (51) engages with the rotary latch (8b). stands,and a release position releasing the rotary latch (8b), and wherein the drive element (9) during an opening process of the motor vehicle lock arrangement (3b) during its movement in, the end position is designed to move the pawl (51) from the engaged position into the released position.

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