Automobile locking device

Abstract

The present invention relates to a motor vehicle locking device, in particular a motor vehicle lock, preferably a motor vehicle bonnet lock. The motor vehicle locking device comprises a locking mechanism (2, 3) substantially consisting of a rotary latch (2) and a pawl (3). Furthermore, a lock case (7) for mounting the locking mechanism (2, 3) is provided. The lock case (7) is designed to be deformable, for example in the event of a collision, in response to the forces (F) acting on the lock case (7) and the forces (F) caused by the acceleration. According to the invention, when a specific force (F) is exceeded, the deformable lock case (7) leans towards the locking mechanism (2, 3) in order to increase the common section modulus.

Description

Technical Field

[0001]

[0001] The present invention relates to an automotive locking mechanism, in particular an automotive lock, preferably a hood lock for an automobile, having a locking mechanism substantially consisting of a rotary latch and a pawl, and having a lock case for mounting the locking mechanism, the lock case being designed to be deformable in response to impact forces and acceleration-induced forces, for example in the event of a collision.

Background Art

[0002]

[0002] In the case of a collision or accident scenario, large accelerations or decelerations are applied to the automobile and thus also to the associated automotive locking device, which corresponds to values in the order of several tens of g, where g is the acceleration due to gravity. For this reason, both the lock case and the locking mechanism, which substantially consist of a rotary latch and a pawl, are generally made of metal, in particular high-strength steel. This is because the automotive locking device must ensure that, for example, in the event of an accident, doors, hoods or even flaps fixed to the vehicle body remain closed in order to prevent people from being ejected from the automobile. Furthermore, it is only possible to ensure that safety devices such as side airbags and side impact protection are installed when the automobile door is closed. The effect of protecting vehicle occupants.

[0003]

[0003] For this reason, the general prior art according to European Patent No. 2888425 further provides reinforcing plates on the rotation axis of one rotary latch and the rotation axis of the other pawl, the reinforcing plates being arranged at a distance from the lock case and being adapted to connect the lock case. In this way, the lock case, together with the reinforcing plates, can provide a support structure having an overall rectangular cross-section and can thus absorb particularly large forces. This is basically proven, but it is complex in terms of design and manufacture.

[0004]

[0004] In an equivalent automotive door lock according to German Patent Application Publication No. 102019108967, the lock case comprises at least one connecting web, and the connecting web projects into a receptacle of an additionally provided reinforcing element. The connecting bar engages into the surrounding receptacle with a predetermined amount of play in order to limit deformation.

[0005]

[0005] Alternatively, additional components such as "structural rivets" permanently attached to the lock case can be used. This additional component can be used to absorb the deformation of the pawl during an accident, as described in more detail in German Patent Application Publication No. 102016218229.

[0006]

[0006] The prior art has been proven in principle, but is structurally complex and requires additional manufacturing and processing steps for additional reinforcement plates or connecting plates and reinforcing elements. The present invention aims to improve this overall.

[0007]

[0007] The present invention is based on the technical problem of further developing such an automotive locking device so that, for example in the case of a collision, the high forces acting on such an automotive locking device can be easily and cost-effectively controlled without additional design effort.

[0008]

[0008] To solve this technical problem, a general automotive locking mechanism within the scope of the present invention is characterized by the fact that when a specific force is exceeded, a deformable lock case bears against the locking mechanism, increasing the common resistance moment.

[0009]

[0009] First, the present invention is generally based on the recognition that, for example, forces acting on an automotive locking mechanism in relation to a collision can typically cause deformation of the locking mechanism. This is because, in the closed state of the associated automotive door or automotive hood or automotive flap, the lock bolt attached to the door, hood or flap in question is held in the closed position of the locking mechanism by a rotary latch, which may be due to the fact that the latch engages with a claw. When forces caused by an accident act on the locking mechanism in question in the closed position, these forces typically ensure that, in particular, the rotary latch and the locking mechanism as a whole are deformed by the lock bolt. In most cases, the applied force results in a tearing force acting on the associated bearing pin that helps to attach the rotary latch or claw to the lock case.

[0010]

[0010] The fixing of the bearing pin counteracts this force with a specific resistance moment structurally provided by the locking mechanism. Within the scope of the present invention, this resistance torque, which is counteracted by the locking mechanism against the acting tearing force, can here be increased by the fact that a deformable lock case leans towards the locking mechanism due to a specific force (typically related to a collision), increasing the combined resistance torque. This means that the applied force not only deforms the locking mechanism or acts a tearing force on the bearing pin, but also that the lock case is deformed when a specific applied force is exceeded.

[0011]

[0011] According to the present invention, this deformation of the lock case is adjusted such that the deformed lock case leans towards the locking mechanism. In this way, the combined resistance moment resulting from the sum of the resistance moment of the locking mechanism and the resistance moment of the lock case increases. This means that the automotive locking mechanism according to the present invention can absorb and control forces significantly higher than those that can be absorbed by the locking mechanism alone. This can be due to the combined effect of the locking mechanism including the lock case in the event of a collision.

[0012]

[0012] In normal operation, the locking mechanism and the locking case are actually separated from each other, because otherwise, frictionless operation of the locking mechanism during pivotal movement of the locking case around the respective bearing arbor would not be possible. However, in the event of a collision, or when high acceleration or deceleration forces are applied, the locking case deforms on the one hand, and from a certain force threshold, the locking case also deforms in such a way that the deformation overcomes the distance between the locking case and the locking mechanism during normal operation and presses towards the locking mechanism. This provides additional reinforcement to the locking mechanism, and the locking mechanism and the locking case cooperate, resulting in the desired increase in the combined resistance moment of the locking mechanism and the locking case observed here. All of this is achieved without additional design means such as reinforcement elements, reinforcement plates, etc., and is achieved simply by adjusting the deformation of the locking case so that the associated bulge of the locking case reaches the locking mechanism and thereby strengthens the locking mechanism, becoming larger as the force applied exceeds a certain threshold value of the force. These are the main advantages.

[0013]

[0013] In a preferred embodiment, the design is also such that the locking mechanism can deform up to a first force limit and, together with the locking case that can deform similarly, reaches a higher second force limit. The first force limit can reach a value of about 4 kN to 6 kN, preferably 5 kN. In contrast, the higher second force limit corresponds to a value of more than 9 kN to about 12 kN, preferably about 10.5 kN.

[0014]

[0014] In any case, it is clear that the locking mechanism can initially be deformed until it reaches the first force limit and can absorb, for example, the force applied in the event of a collision. At higher forces, the locking case deforms to the extent that it presses towards the locking mechanism and further strengthens it. As a result, the combination of the deformed locking case and the strengthened locking mechanism can absorb forces up to the second force limit. This means that practically all collision situations and associated collision forces can be controlled without special design means and without unintentional opening of the door, flap or hood.

[0015]

[0015] In fact, for example, the opening of the hood of a motor vehicle in the event of a collision should be avoided at all costs for several reasons. First, the hood needs to function as a "crumple zone" together with other structural elements of the vehicle body in the event of a frontal collision. Furthermore, an uncontrolled opening hood not only impairs the driver's visibility in the event of a collision, but may also roll up and break the windshield, posing an additional risk to the vehicle occupants. In this regard, adopting and maintaining the closed position in the event of a collision is particularly important, especially for the hood. The same applies to the tailgate and the side door.

[0016]

[0016] Furthermore, the design is also such that the co-deformability of the locking mechanism in contact with the lock case and the lock case corresponds to an increase in the absorbable force of at least 50%, preferably 70% or more, compared to the force absorbed by the locking mechanism alone. In other words, the combined effect of the deformed lock case and the locking mechanism for strengthening the locking mechanism means that the force that can be absorbed by the locking device according to the present invention is increased by at least 50%, preferably 70%, compared to a situation where the lock case is not used for additional strengthening of the locking mechanism. In this regard, the lock case assumes the function of an additional reinforcing element described in the prior art and no longer used according to the present invention for deformation in the event of a collision.

[0017]

[0017] Furthermore, the design is such that the lock case and the rotary latch overlap to increase the combined resistance moment, so that the deformed lock case contacts the rotary latch when a specific force threshold is exceeded, and thus after the corresponding deformation, strengthens the rotary latch. This results in a desired increase in the section modulus at this point, because the rotary latch catches the locking bolt, and as a result, the tearing force introduced into the rotary latch via the locking bolt matches the increased section modulus by the deformed lock plate in contact with the rotary latch.

[0018]

[0018] In a further preferred embodiment, the lock case comprises at least one guiding element for guiding the rotary latch relative to each other in case of deformation. In other words, the guiding element ensures that during the deformation process, the deformed lock case is guided relative to the rotary latch and the desired contact with the rotary latch is achieved. For this purpose and also for cost reasons, it has been found to be particularly suitable if the guiding element is typically designed as a bent edge on a metal lock case. In principle, the lock case and the locking mechanism are made of high-strength steel.

[0019]

[0019] It has also been found to be a good idea for the guiding element to overlap the stop leg of the rotary latch. In fact, the rotary latch typically has associated stop legs and catch legs which face each other and which represent the inlet opening of the lock bolt therebetween.

[0020]

[0020] Finally, it has been found to be particularly suitable when the lock case has an L-shaped cross-section with a long L-leg and a short L-leg. The long L-leg is generally designed to form a deformable impact plate extending transversely to the longitudinal extension of the associated vehicle. In contrast, the short L-leg represents a mounting plate, for example, connected to a cross-member of an automobile. This means that the short L-leg or mounting plate realized in this regard typically ensures that the lock case is fixed to the cross-member of the automobile. In contrast, the long L-leg and the deformable impact plate realized in this regard function as a reinforcement that can lean against the locking mechanism in case of a collision. For this purpose, the locking mechanism is usually attached to the impact plate in question, while the mounting plate ensures that the locking mechanism is fixed to the cross-member of the automobile.

[0021]

[0021] As a result, an automotive locking device is obtained that can absorb and control the forces generated during a collision in a very simple way. All of this is achieved simply by the fact that in case of a collision, the deformed lock case hits and arranges against the locking mechanism to reinforce the locking mechanism without the need for additional reinforcement plates or reinforcement elements. These are the main advantages.

[0022]

[0022] The present invention will be described in more detail below with reference to the drawings which merely illustrate one exemplary embodiment.

Brief Description of the Drawings

[0023]

Figure 1

Figure 2

Modes for Carrying Out the Invention

[0024]

[0023] FIG. 1 shows a vehicle locking device according to the present invention, reduced to its essential elements. In fact, FIG. 1 shows a vehicle locking device designed as a vehicle lock, specifically a vehicle bonnet lock, according to an exemplary embodiment. The vehicle bonnet lock shown in FIG. 1 locks the hood 1 of the vehicle, which is only shown here, and enables the hood to remain closed in the closed position of the associated locking mechanisms 2, 3. For this purpose, the front hood 1 has a locking bolt 4, which is held in the inlet opening 5 of the rotary latch 2 when the locking mechanisms 2, 3 are in the closed position shown in FIG. 1.

[0025]

[0024] In fact, the inlet opening 5 of the rotary latch 2 is formed by the rotary latch 2 being fork-shaped and having a stop leg 2a and a catching leg 2b. Furthermore, an ejector element 6 can be seen, which is not particularly important for the following considerations. The ejector element 6 is mounted on the same axis as the pawl 3. In contrast, the rotary latch 2 has a bearing spaced from the pawl 3. In either case, the bearings are provided by respective bearing pins fixed in a lock case 7 that supports the locking mechanisms 2, 3.

[0026]

[0025] The lock case 7 is designed to be deformable in response to the force F acting on the lock case 7 and the force F caused by acceleration, for example, in the event of a collision. The force F in question is the force corresponding to a frontal impact as shown in FIG. 1, and is exemplary, i.e., it extends in the longitudinal direction X of the automobile as shown in FIG. 1.

[0027]

[0026] In the embodiment example and in cross-section, it can be seen that the lock case 7 is L-shaped with a long L-leg 7a and a short L-leg 7b. The long L-leg 7a defines the impact plate of the lock case 7. It can also be seen that the locking mechanisms 2, 3 (and the ejector element 6) are attached to the long L-leg 7a or the impact plate provided at this point. In contrast, the short L-leg 7b and the fastening plate realized at this point serve to fix the lock case 7 to the cross member of the automobile, which is shown only in FIG. 1 but not in detail.

[0028]

[0027] When the frontal impact shown in FIG. 1 occurs and the force F acts on the automobile bonnet lock shown in the figure, the force F at the locking positions of the locking mechanisms 2, 3 shown ensures that the locking mechanisms 2, 3 are deformed. This is to ensure that the force F acts on the lock bolt 4 and the tearing force that attempts to tear one or both bearing pins from the lock case 7 acts on the bearing pins of the locking mechanisms 2, 3. The locking mechanisms 2, 3, together with the bearing pins, counteract this with a corresponding resistance moment.

[0029]

[0028] The time curve of the relevant force F is shown in FIG. 2. It can be seen that up to the first force limit F1, the locking mechanisms 2, 3 are gradually deformed more and more. In the region of this force limit F1, the lock case 7 is also deformed as a whole by the applied force F. This especially applies to the long L-leg 7a that defines the impact plate. This means that the lock case 7 is gradually deformed more and more, i.e., deformed in the direction of the locking mechanisms 2, 3, by a specific force F that can be in the region of the first force limit F1 shown in FIG. 2.

[0030]

[0029] As a result, the deformed lock case 7 gradually and increasingly contacts the locking mechanisms 2, 3 due to the force in question, increasing the common resistance moment. This means that the deformation of the lock case 7 corresponds to the fact that the distance required in normal operation between the lock case 7 or the long L-shaped leg 7a and the locking mechanisms 2, 3 is gradually and increasingly filled by the deformation of the lock case 7, particularly the long L-shaped leg 7a.

[0031]

[0030] In this way, the deformed lock case 7 is pressed by the increasing force F against the locking mechanisms 2, 3, specifically the rotary latch 2. As a result, the locking mechanisms 2, 3 are combined with the deformed lock case 7 and strengthened by the combined effect. The overall design is such that the locking mechanisms 2, 3 can deform up to a first force limit F1 and, together with the lock case 7 which can deform similarly, reach a higher second force limit F2 as can be directly seen from the force / time diagram in Figure 2. This also shows that the first force limit F1 is located at approximately 4 to 6 kN, while at the second force limit F2, values above 9 kN up to approximately 12 kN are observed.

[0032]

[0031] As a result, the co-deformability of the locking mechanisms 2, 3 in contact with the lock case 7 and the lock case 7 provides at least a 50% increase with respect to the force F resulting from a frontal impact, compared to the situation where the locking mechanisms 2, 3 are used to absorb the force alone.

[0033]

[0032] For this purpose, the design is also such that the lock case 7 or its long L-shaped leg 7a and the rotary latch 2 overlap in top view, increasing the common resistance moment. Furthermore, the lock case 7 has at least one guiding element 7c which serves to guide the deformable lock case 7 and the locking mechanisms 2, 3 towards each other. According to an exemplary embodiment, the guiding element 7c of the lock case 7 in question is a bent edge 7c on the metal lock case 7 and can thus be manufactured particularly quickly and cost-effectively. Furthermore, the design is such that the guiding element or bent edge 7c engages beyond the stop leg 2a of the rotary latch 2.

[0034]

[0033] In this way, when the lock case 7 or its long L-leg 7a is deformed as a result of the force F acting thereon, not only is it ensured that the rotary latch 2 is guided therewith. At the same time, this design ensures that the rotary latch 2 and the pawl 3 continue to engage with each other invariably even when the second force limit F2 is reached, and thus the initially adopted locked position is maintained. This also prevents the front hood 1 from being inadvertently opened, since the closed locking mechanism 2, 3 continues to hold the lock bolt 4 within its inlet opening 5.

Explanation of Signs

[0035] 1 Front hood 2 Rotary latch 2a Stop leg 2b Catch leg 3 Pawl 2,3 Locking mechanism 4 Lock bolt 5 Inlet opening 6 Ejector element 7 Lock case 7a Long L-leg 7b Short L-leg 7c Guide element / bending edge F Force F1 First force limit F2 Second force limit X Longitudinal direction

Claims

1. An automobile locking device, particularly an automobile lock, preferably an automobile hood lock, comprising a locking mechanism (2, 3) substantially consisting of a rotating latch (2) and a claw (3), and a locking case (7) for mounting the locking mechanism (2, 3), wherein the locking case (7) is designed to be deformable in response to an applied force and an acceleration-induced force (F), for example in the event of a collision, When a certain force (F) is exceeded, the deformable lock case (7) leans against the lock mechanism (2, 3), and the common resistive moment increases. Automotive locking device, particularly an automobile lock, preferably an automobile hood lock.

2. The locking mechanism (2, 3) has a first force limit (F １ It can be deformed up to ) and together with the lock case (7), which can be similarly deformed, a higher second force limit (F ２ The automobile locking device according to claim 1, characterized in that it reaches ).

3. The first force limit (F １ The automobile locking device according to claim 2, characterized in that the current is approximately 4 to 6 kN, preferably 5 kN.

4. The second force limit (F ２ The automobile locking device according to claim 2 or 3, characterized in that the value of is greater than 9 kN to about 12 kN, preferably about 10.5 kN.

5. The automobile locking device according to claim 1, characterized in that the combined deformation capability of the locking mechanism (2, 3) in contact with the lock case (7) and the lock case (7) corresponds to an increase in absorbable force (F) of at least 50%, preferably 70% or more, compared to force absorption by the locking mechanism (2, 3) alone.

6. The automobile locking device according to claim 1, characterized in that the lock case (7) and the rotating latch (2) overlap in a top view, thereby increasing the common resistance moment.

7. The automobile locking device according to claim 1, characterized in that the lock case (7) is provided with at least one guide element (7c) for guiding the rotating latch (1) relative to each other in the event of deformation.

8. The automobile locking device according to claim 7, characterized in that the guide element (7c) is designed as a bent edge portion (7c) on the lock case (7).

9. The automobile locking device according to claim 7 or 8, characterized in that the guide element (7c) engages beyond the stop leg (2a) of the rotating latch (2).

10. The automobile locking device according to claim 1, characterized in that the cross-section of the lock case (7) is L-shaped, having a long L-leg portion (7a) and a short L-leg portion (7b), wherein the long L-leg portion (7a) defines a deformable impact plate extending transversely to the longitudinal extension of the automobile, and the short L-leg portion (7b) defines a mounting plate connected, for example, to the transverse beam of the automobile.

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