Car lock

Abstract

The present invention relates to an automotive lock, more particularly to an electrically actuated automotive lock, comprising a locking mechanism having a rotary latch (1, 17) and at least one claw, wherein the rotary latch (1, 17) is latchable by the claw in at least one latched position, and the rotary latch (1, 17) is designed to have a first load arm (4, 22) that engages with a lock holder (7) in the latched state and a second capture arm (5) that becomes engaged with the lock holder (7) during the latching process, wherein the load arm (4, 22) has a material thickness (d) at least different from the material thickness (D) of the rotary latch (1, 17) in its end region (16, 25), and a latch element (14) is received in the end region (16, 25) of the rotary latch (1, 17).

Description

Technical Field

[0001] The present invention relates to an automotive lock comprising a locking mechanism having a rotary latch and at least one pawl, particularly an electrically operable automotive lock, wherein the rotary latch can be latched in at least one latch position by the pawl, and the rotary latch is designed with a first load arm that engages with a lock holder in the latched state and a second catching arm that comes to engage with the lock holder during the latching process, and the catching arm has, in its end region, at least a material thickness different from the thickness of the rotary latch.

[0002] Automotive locks, also known as lock systems, locks, or vehicle latches, are used when components configured to pivot or move on an automobile need to be held in their positions and fixed during driving. The movable components include, for example, flaps, doors, covers, or hoods that need to be moved for maintenance purposes or to enter the vehicle. To keep the movable components in their positions, the automotive lock preferably cooperates with a lock holder preferably arranged on the body of the automobile. Of course, there are also applications where the vehicle lock is fixed within the body and the lock holder is movably arranged on the movable component relative to the automotive lock.

[0003] The lock holder can be designed as a bolt or bracket and interacts with the locking mechanism in the automotive lock. In this case, the locking mechanism comprises a rotary latch and at least one pawl. When the movable component is closed, the rotary latch comes to engage with the lock holder, rotates or pivots, and the position of the rotary latch is locked by the pawl after the corresponding pivot angle. This includes one or two latch positions designed according to the requirements for movable components within the automobile. For example, two latch positions are legally required for the side doors of an automobile.

[0004] Automotive locks primarily serve to hold moving components in their positions while the vehicle is being driven. However, they must also ensure that moving components are held in place even under extreme conditions. Extreme conditions occur, for example, when a vehicle is subjected to extreme stress during an accident. There are standards that must be adhered to when designing the locking mechanism in automotive locks to ensure that moving components can be securely locked even under these extreme conditions. These standards may need to be adapted in part due to changes in the nature of the vehicle. In particular, newer vehicles equipped with electric or partially electric drive systems have batteries installed, which can significantly affect the weight of the vehicle. If these heavier vehicles are involved in an accident, this results in increased stress on the vehicle's safety structure.

[0005] A car lock in which the locking mechanism is additionally supported by a force-supporting surface in order to increase the resistance of the car lock to lateral forces is known from German Patent Application Publication No. 102009048222. The car lock comprises a mounting plate on which a rotary latch is pivotably mounted about a pivot axis. The mounting plate comprises two legs, both adjacent to the fork-shaped opening of the rotary latch, the first leg cooperating with the claw when the rotary latch is in the latched position, and the free end of the second leg overlapping with a force distribution element when the rotary latch is in the latched position, the force distribution element overlapping with a force-supporting surface on the mounting plate. In this case, the support bolt of the claw is equipped with a ring collar, the ring collar extending to some extent to the pivot range of the rotary latch so that the rotary latch can support itself on the ring collar in the latched position. This increases resistance. Furthermore, the second leg of the rotary latch has a recess in the form of a bead. As a result of the recess of the second leg, the rigidity of the rotary latch can be further increased.

[0006] To reduce the weight of the locking mechanism, and therefore the overall weight of the automobile lock, German Patent Application Publication No. 102008014405 proposes a locking mechanism for automobile locks designed with different material thicknesses. In particular, in the region of interaction between the rotary latch and the pawl, a locking component with a lower material thickness in the engagement region is proposed.

[0007] In addition to influencing factors such as material thickness and deformation, it is known from European Patent No. 3870786 that a latch element may be placed between the rotary latch and the pawl. The arrangement of another locking mechanism component in the form of a latch element can help enable easier release movement of the locking mechanism. In particular, a latching locking mechanism can be easily moved from the latched position to the open position with minimal force using the latch element. This is particularly preferable in that the electrical release of the locking mechanism is becoming standard in newer automobiles. Mechanical release of the locking mechanism is offered only as an alternative on vehicle locks. By using a latch element and a corresponding design with respect to the moment in the locked position, easy, and especially electrical, release of the lock can be achieved. Such electrically operable locks are also called e-locks.

[0008] Known prior art has proven its value in that it can achieve the rigidity and resistance required to date. As mentioned above, automobiles are evolving toward heavier weights and correspondingly higher collision loads, and as a result, higher demands are placed on automobile locks. This is where the present invention comes in.

[0009] The object of the present invention is to provide an improved automotive lock. In particular, the object of the present invention is to provide an automotive lock that can provide increased resistance in the locking mechanism, especially higher rigidity. Furthermore, it is always preferable if the locking mechanism components can be combined with thinner materials to reduce the weight of the entire vehicle lock.

[0010] According to the present invention, this objective is achieved by the features of independent claim 1. Preferred embodiments of the present invention are described in the dependent claims. It should be noted that the exemplary embodiments described below are not limiting, but rather any modification of the features described in the specification and dependent claims is possible.

[0011] According to claim 1, the object of the present invention is achieved by an automobile lock comprising a locking mechanism having a rotary latch and at least one claw, in particular by an electrically actuated automobile lock, wherein the rotary latch is latchable by the claw in at least one latched position, and the rotary latch is designed with a first load arm that engages with a lock holder in the latched state and a second capture arm that engages with the lock holder during the latching process, wherein the load arm has a material thickness at least different from the material thickness of the rotary latch in its end region, and the latch element is received in the end region of the rotary latch. The design of the automobile lock according to the present invention makes it possible to provide an automobile lock that can be easily released and at the same time has a lower material thickness in the engagement region between the rotary latch and the claw, in particular the engagement region between the rotary latch and the latch element. The different material thickness can lead to higher rigidity, and therefore greater resistance, being incorporated into the vehicle lock. At the same time, the use of a latch element can ensure smooth operation, and therefore suitability for use in an electrically operated vehicle lock. Therefore, the combination of material changes for the rotary latch and the latch elements can contribute to increased resistance and, at the same time, to the smooth operation of the automotive lock.

[0012] According to the present invention, when referring to an automobile lock, synonyms such as locking device, lock, or door locking means are synonymous with one another. The term “automobile lock” also includes locks used in doors, sliding doors, hatches, and / or covers in automobiles, i.e., wherever components pivotably or movably positioned in a vehicle must be held securely in their positions. Preferably, but not limited to, the automobile locks according to the present invention relate to side doors. Such automobile locks are subjected to extreme stress in the event of a side impact and comprise a locking mechanism consisting of a rotating latch and a claw.

[0013] The locking mechanism may comprise two or more pawls, or it may have, for example, a ratchet lever or a blocking lever. Such pawls are known from the prior art. The pawls preferably engage directly with a rotary latch or a latch element positioned on the rotary latch, and the latch or blocking lever fixes the position of the pawl to the latch position in the pre-latch and / or main-latch position. According to the present invention, the latch element is pivotably received between the rotary latch and the pawl.

[0014] A rotary latch has a fork-shaped opening. This fork-shaped opening allows a lock holder or lock holder bracket or bolt to be received, ensuring that the vehicle is securely locked in relation to the rotary latch, the latch element, the claw, and the lock holder. For example, when the side door is open, the rotary latch is in a position where a portion of the fork-shaped opening can engage with the lock holder. When the door element is closed, this portion of the rotary latch engages with the lock holder, thus allowing the rotary latch to rotate around the rotary latch axis, and thus this portion of the rotary latch is sometimes called the capture arm. After the rotary latch has been rotated and locked in the pre- or main capture position, an opening force acts on the rotary latch and is absorbed by the claw. This opening force or relative force between the rotary latch and the lock holder is mainly generated by the seal, in this exemplary embodiment the door seal, and this relative force acts between the lock holder and the load arm of the rotary latch. Thus, the load arm absorbs the closing force of the moving component, in this case the side door. Even under extreme conditions, the load arm must ensure that the locking mechanism locks securely so that the moving components can be prevented from disengaging in the event of an accident. By incorporating different material thicknesses into the load arm, the rigidity of the load arm and therefore the overall resistance of the vehicle lock can be increased.

[0015] It may also be preferable if the material thickness present in the end region of the capture arm is smaller than the overall material thickness of the rotary latch. By reducing the material thickness, the rigidity can be particularly affected so that it can meet the requirements for automotive locks. Thus, the increasing, or even further increasing, demand of the automotive industry can be met.

[0016] Increasing the rigidity of locking mechanism components, particularly rotary latches, can preferably be achieved by reducing their thickness through forming. In particular, the forming process can affect the material properties of the material, which leads to higher strength of the base material of the rotary latch. Low-alloy steel is preferably used as the material for the locking mechanism. Forming, especially cold forming, causes dislocation migration and dislocation accumulation within the material, which is clearly reflected in the rigidity of the formed region with respect to material properties. Higher rigidity of the locking mechanism components allows them to withstand higher loads, so that higher loads can be absorbed in the locking mechanism with the same amount of material used.

[0017] Depending on the embodiment and modification of the automotive lock, the molding may be performed on one or both sides of the rotary latch. Depending on the requirements present in the locking mechanism, it may be preferable to perform one or more deformations on the rotary latch, which may exist as deformations on one or both sides of the rotary latch, as described above. This allows for tuning the target reinforcement of the rotary latch to reinforce areas of the rotary latch that are subjected to high stress, i.e., to specifically adjust the material properties of the rotary latch.

[0018] According to the present invention, a reduction in material thickness, i.e., deformation, may be preferred if it is provided at least partially in the receiving region of the latch element, and / or the entry opening for the lock holder, and / or the support point of the rotary latch. A first deformation, i.e., a first reduction in material thickness, may be provided in the end region of the load arm, i.e., the receiving region of the latch element. High stress occurs in the entry region, particularly in the region where the lock holder contacts the rotary latch in the latch position. High stress occurs especially when the barrier is subjected to extreme stress, such as in an accident. The support point of the rotary latch also represents a region that may be subjected to high stress, so that deformation in the region of the support point of the rotary latch may also be preferred. Depending on the requirements imposed on the automotive lock, the lock mechanism may be designed to be adapted accordingly so that individual adaptations to the requirements are possible. The purpose of deformation is to always increase the rigidity of the lock components so that the increased requirements of new vehicles can be met.

[0019] It may also be preferable, or form a further embodiment of the present invention, if the latch element has a material thickness substantially corresponding to, in particular identical to, that of the rotary latch. Regardless of whether the body of the locking mechanism component is a metal component, the rotary latch, the latch element, and the locking mechanism component of at least one claw may have a plastic casing. In the installed state, i.e., if there is a plastic casing, the locking component may also have the same material thickness, at least locally, so that the plastic area of ​​the locking component may also help guide the movement of the interlocking locking mechanism component. Depending on the requirements for the locking mechanism, the latch element may be manufactured directly with a material thickness less than that of the rotary latch, or it may be used as a solidified, i.e., deformed component in the locking mechanism.

[0020] Another embodiment of the present invention arises when the rotary latch has a material thickness of less than 5 mm, preferably 4.5 mm. Deformation or indentation in the rotary latch allows for a particular effect on the rigidity of the rotary latch or other locking mechanism components. By selectively increasing rigidity, the overall thickness of the rotary latch can be reduced. Typically, a material thickness of 6 mm is used in rotary latches, but according to the present invention, the overall material thickness of the rotary latch can be reduced by the use of deformation or indentation in the locking mechanism components, and preferably in the rotary latch. Here, it may be preferable that the rotary latch has a total material thickness of 5 mm, and the indentation may have a targeted increase in the rigidity of the deformation area. Preferably, the rotary latch has a total material thickness of 4.5 mm. The overall reduction in the material thickness of the rotary latch allows for weight savings, which has a positive effect on the overall weight of the automotive lock. Furthermore, the use of a 4.5 mm thick rotary latch offers a cost advantage in the manufacture of automotive locks.

[0021] In a rotary latch, preferably a latch element that is pivotably received in the rotary latch is used. The support point or receiving region of the latch element is preferably at least partially present as a molded region. This allows for the provision of a reinforced support point for the latch element.

[0022] Further increases in strength can be introduced to a rotary joint by the presence of at least one deformation of the bead morphology in the rotary joint. Beads can be provided on the capture arm and load arm of the rotary latch so that the target effect on the resistance of the rotary latch can be adjusted. Thus, the area of ​​maximum stress can be particularly supported, and the rotary latch can be strengthened overall.

[0023] The present invention will be described in more detail below with reference to the accompanying drawings. However, the principle that exemplary embodiments are not limiting to the present invention but merely preferred designs applies. The illustrated features can be implemented individually or in combination with further features of this specification and the claims. [Brief explanation of the drawing]

[0024] [Figure 1] This is a three-dimensional view of a rotary latch designed according to the present invention, having deformation, folds, and beads. [Figure 2] Alternative embodiments of a rotary latch designed according to the present invention, having several variations and beads, are shown, with the position and shape of the latch elements shown as examples. [Modes for carrying out the invention]

[0025] Figure 1 shows a rotary latch 1 in a three-dimensional view of the automotive lock as a removed component. An opening in the form of a hole 2 is visible, which serves to receive the axis (not shown) of the rotary latch 1 so that the rotary latch can be mounted rotatably around a pivot axis 3. The rotary latch consists substantially of a load arm 4 and a capture arm 5. An opening 6, which can be described as fork-shaped, extends between the load arm 4 and the capture arm 5. The opening simultaneously forms a notch in the rotary latch 1. As a mere example, a lock holder is shown in the opening 6, and the position of the lock holder 7 indicates the position of the lock holder 7 in contact with the load arm 4, for example, in the main latch position of the locking mechanism.

[0026] A transition region 8 is provided between the load arm 4 and the capture arm 5, and in this exemplary embodiment, a folding portion 9 is also provided in the transition region 8 within the rotary latch 1. In addition to the folding portion 9, a recess in the form of a groove 10 is incorporated into the rotary latch 1. The recess 10 extends from the upper end 11 of the load arm 4 into the transition region 8. The recess 10 ends in front of the upper end 11 of the load arm 4.

[0027] The dash-dot line indicates a plastic casing 12 that can extend locally over the rotary latch 1. The recess 13 in the rotary latch 1 can serve to receive the latch element 14 illustrated as an example in FIG. 2. According to the representation of FIG. 1, when the rotary latch 1 is in the main latch position together with the lock holder 7, a force F is applied to the load arm 4 and the entire rotary latch 1 is loaded. Preferably, when the claw engages with the latch element 14, the maximum stress occurs in the transition region 8. Here, considering also the case of extreme stress such as an accident, a high force F acts on the load arm 4 and the high force F is transmitted through the transition region 8 to the catch arm and thus to the latch element 14. In particular, the deformation 15 in the end region 16 can lead to reinforcement and thus an increase in the resistance force in the rotary latch. If the rotary latch has a first material thickness D, the end region 16 has a smaller material thickness d. Regardless of the material thicknesses D, d of the metal parts of the rotary latch 1, the rotary latch 1 in combination with the plastic casing 12 can have a larger overall material thickness Md. That is, when the plastic casing 12 also extends over the metal body of the rotary latch 1. The deformation 15 leads to a material hardening such that a higher force can be absorbed by the rotary latch 1. Thus, overall, the metal body of the rotary latch 1 can be designed with a smaller material thickness D and can have, for example, a material thickness of 4.5 mm.

[0028] Figure 2, also a three-dimensional view, illustrates an alternative embodiment of the rotary latch 17 removed from the vehicle lock. On one hand, the rotary latch 17 is shown, and on the other hand, the latch element 14 pivotally attached and received in the rotary latch 17 is shown. The latch element can be moved in the direction of arrow P together with the claw. Alternatively, a spring element that can position the latch element 14 can also be used. Deformations 18, 19, 20, 21 are introduced into the metal body. Deformation 21 is introduced as a recess or bead into the load arm 22 of the rotary latch 17 and extends from the load arm 22 to the support point 23 of the rotary latch 17. Around the support point 23, in the region of the opening 24 and the end region 25, compressive-form deformations of the material of the body are carried out. The partial deformation of the rotary latch 17 can be carried out, for example, by embossing or stamping and can be present on one or both sides of the rotary latch 17.

[0029] In Figure 2, it can be seen again that the latch element 14 has a material thickness d corresponding to the material thickness d of the deformation 20. However, the rotary latch itself, or the body 26 of the rotary latch 17, has a greater material thickness D. The body 26 can be locally surrounded by a plastic casing 27, which is shown here only partially and as a dashed line.

[0030] Overall, the design according to the invention of the lock parts 1, 14, 17 enables a rotary latch or lock mechanism with higher rigidity and characterized by higher strength values to be provided in a motor vehicle. In particular, even when the material thickness D of the body 26 of the rotary latches 1, 17 is lower, strength values comparable to those of the rotary latches 1, 17 with a greater material thickness D can be achieved. Thus, it is possible to provide strength in a lock mechanism that requires a smaller material thickness with less material consumption and a smaller weight. In particular, the recesses 15, 18, 19, 20, 21 lead to an increase in strength, which can preferably be incorporated into a motor vehicle lock.

Explanation of Reference Numerals

[0031] 1. 17 Rotary latch 2, 23 holes 3 Pivot axis 4.22 Load Arm 5. Capture Arm 6, 24 openings 7 Lock holder 8. Transition Area 9 Folding part 10 beads 11 Top 12, 27 Plastic casing 13 recess 14. Complementary elements 15, 18, 19, 20, 21 Transformation 16, 25 end area 26 Main unit D, d, MD material thickness P arrow

Claims

1. Automotive lock, particularly electrically operable automotive lock, having a locking mechanism comprising a rotating latch (1, 17) and at least one claw, wherein the rotating latch (1, 17) is latchable by the claw in at least one latched position, and the rotating latch (1, 17) is designed to have a first load arm (4, 22) that engages with a lock holder (7) in the latched state and a second capture arm (5) that becomes engaged with the lock holder (7) during the latching process, wherein the load arm (4, 22) has a material thickness (d) in its end region (16, 25) that is different from the rotating latch thickness (D) of the rotating latch (1, 17), characterized in that a latch element (14) is received in the end region (16, 25) of the rotating latch (1, 17).

2. The automobile lock according to claim 1, characterized in that the material thickness (d) present in the end region (16, 25) of the capture arm (5) is smaller than the material thickness (D) of the rotating latch (1, 17).

3. The automobile lock according to claim 2, characterized in that a smaller thickness (d) than the aforementioned can be generated by deformation.

4. The automobile lock according to claim 2 or 3, characterized in that the deformation occurs on one or both sides of the rotating latch (1, 17).

5. The automotive lock according to any one of claims 2 to 4, characterized in that the reduced thickness (d) is provided at least locally circumferentially on the latch element (14), and / or in the entry region (6, 24) for the lock holder (27), and / or at the support point (2, 23) of the rotating latch (1, 17).

6. The automobile lock according to any one of claims 2 to 5, characterized in that the latch element (14) has a material thickness (d) that is substantially the same as, or in particular identical to, the smaller thickness (d) of the rotating latch (1, 17).

7. The automobile lock according to any one of claims 2 to 6, characterized in that the rotating latch (1, 17) has a material thickness (D) of less than 5 mm, preferably 4.5 mm.

8. The automobile lock according to any one of claims 1 to 7, characterized in that the latch element (14) is pivotably received in the rotary latch (1, 17).

9. The automobile lock according to any one of claims 1 to 8, characterized in that the latch element (14) can be attached at least locally to the plastic casing (12, 27) of the rotary latch (1, 17).

10. The automobile lock according to any one of claims 1 to 9, characterized in that at least one variation (21) is provided in the rotating latch (1, 17) in the form of a bead (21).

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