Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular an electrically actuatable motor vehicle lock, comprising a locking mechanism having a rotary latch (1, 17) and having at least one pawl, wherein the rotary latch (1, 17) is latchable in at least one latching position by means of the pawl, and wherein the rotary latch (1, 17) is designed to have a first load arm (4, 22), which in the latched state engages with a lock holder (7), and to have a second catch arm (5), which during the latching process enters into engagement with the lock holder (7), and the load arm (4, 22) has, in an end region (16, 25), at least a material thickness (d) that differs from a material thickness (D) of the rotary latch (1, 17), and wherein a latching element (14) is received in the end region (16, 25) of the rotary latch (1, 17).

Description

[0001] Description

[0002] Motor vehicle lock

[0003] The invention relates to a motor vehicle lock, in particular an electrically actuated motor vehicle lock, comprising a locking mechanism with a rotary latch and at least one pawl, wherein the rotary latch can be locked in at least one locking position by means of the pawl, and wherein the rotary latch is designed with a first load arm which engages with a lock holder in the rusted state and a second catch arm which comes into engagement with a lock holder during rusting, and the catch arm has at least one material thickness in an end region which is different from a rotary latch thickness.

[0004] Motor vehicle locks, also known as locking systems, locks, or motor vehicle closures, are used wherever pivoting or sliding components on the motor vehicle must be held in position and secured while the vehicle is in motion. Movable components include, for example, flaps, doors, covers, or hoods that must be moved for maintenance purposes or to enter the vehicle. To hold the movable components in position, a motor vehicle lock preferably works together with a lock holder, which in turn is preferably arranged on the body of the motor vehicle. Of course, there are also applications in which the motor vehicle lock is attached to the body and the lock holder is arranged on the movable component so that it can move relative to the motor vehicle lock.

[0005] The lock holder can be designed as a bolt or a shackle and interacts with a locking mechanism in the vehicle lock. The locking mechanism comprises a rotary latch and at least one pawl. When the movable component is closed, the rotary latch engages with the lock holder and is rotated or pivoted. After a certain pivot angle, the position of the rotary latch is locked by the pawl. There are one or two locking positions, which are designed depending on the requirements of the movable component in the vehicle. For example, two locking positions are required by law for side doors on motor vehicles.

[0006] The primary job of motor vehicle locksmiths is to hold moving components in place while the vehicle is in motion. However, it must be possible to ensure that these moving components remain in place even in extreme situations. An extreme situation occurs, for example, when the vehicle is exposed to extreme stress in the event of an accident. There are also standards that must be observed when designing the locking mechanism in a motor vehicle lock in order to ensure that the moving component is securely engaged even under these extreme situations. Some of the standards have to be adapted due to changes in motor vehicles. Newer vehicles, in particular, which are equipped with electric or partially electric drives, contain batteries that can significantly influence the weight of the vehicle.If these vehicles, which have higher weights, are involved in accidents, this results in increased strain on the safety architecture of the vehicles.

[0007] In order to increase the resistance of a motor vehicle lock to transverse forces, DE 10 2009 048 222 A1 discloses a motor vehicle lock in which the locking mechanism in the motor vehicle lock is additionally supported by a force-absorbing surface. The motor vehicle lock comprises a mounting plate on which a rotary latch is mounted so as to pivot about a pivot axis. The mounting plate comprises two legs that together flank a fork-shaped opening of the rotary latch. The first leg cooperates with the pawl when the rotary latch is in the locked position, and the free end of the second leg overlaps with a force-distribution element when the rotary latch is in the locked position. This force-distribution element, in turn, overlaps with a force-absorbing surface on the mounting plate.The pawl's bearing pin is equipped with a collar, which extends far enough into the pivoting range of the rotary latch that the rotary latch can rest against the collar when locked. This increases the resistance. Additionally, a embossed groove in the form of a bead is located on the second leg of the rotary latch. The embossed groove on the second leg further increases the rigidity of the rotary latch.

[0008] In order to reduce the weight of the locking mechanism and thus the overall weight of the motor vehicle lock, DE 10 2008 014 405 A1 proposes a locking mechanism for a motor vehicle lock constructed with different material thicknesses. In particular, in the area of ​​interaction between the rotary latch and the pawl, a locking component is proposed that has a lower material thickness in the engagement area.

[0009] In addition to the influencing factors of material thickness and deformation, it has become known from EP 3 870 786 B1 to arrange a locking element between a rotary latch and a pawl. The arrangement of an additional locking mechanism component in the form of a locking element can serve to facilitate an easier opening movement of the locking mechanism. In particular, a locked locking mechanism can be transferred from the locked position to an open position using the locking element smoothly and with little effort. This is particularly advantageous in that electrical unlocking of the locking mechanism is becoming the norm in newer motor vehicles. Mechanical opening of the locking mechanism is only provided as an auxiliary means on the vehicle lock. By using a locking element and an appropriate design with regard to the moments in the locked position, easy and, in particular, electrical opening of the lock can be achieved.Such electrically operated locks are also called e-locks.

[0010] The known prior art has proven itself in that the previously required rigidity and strength could be achieved. As described above, motor vehicles are evolving towards greater weights and correspondingly higher crash loads, so that greater demands are also being placed on motor vehicle locksmiths. This is where the invention comes in. The object of the invention is to provide an improved motor vehicle lock. In particular, the object of the invention is to provide a motor vehicle lock which can provide increased resistance and, in particular, greater rigidity in the locking mechanism. Furthermore, it can always be advantageous to work with thinner materials in order to reduce the weight of the locking mechanism components and thus of the motor vehicle lock as a whole.

[0011] The object is achieved according to the invention by the features of independent patent claim 1. Advantageous embodiments of the invention are specified in the subclaims. It should be noted that the exemplary embodiments described below are not limiting; rather, any possible variations of the features described in the description and the subclaims are possible.

[0012] According to claim 1, the object of the invention is achieved in that a motor vehicle lock, in particular an electrically actuated motor vehicle lock, is provided, comprising a locking mechanism with a rotary latch and at least one pawl, wherein the rotary latch can be latched in at least one latching position by means of the pawl and wherein the rotary latch is designed with a first load arm which engages with a lock holder in the rusted state and a second catch arm which comes into engagement with the lock holder during rusting, and the load arm has at least one material thickness in an end region which is different from a material thickness of the rotary latch and wherein a latching element is received in the end region of the rotary latch.The inventive design of the motor vehicle lock now makes it possible to provide a motor vehicle lock that is easy to open and can also be equipped with a thinner material in the engagement area between the rotary latch and the pawl, and in particular in the engagement area between the rotary latch and the locking element. The different material thicknesses can lead to greater rigidity and thus greater resistance in the motor vehicle lock. At the same time, the use of the locking element can ensure smooth operation and thus use in an electric motor vehicle lock. The combination of a material change in the rotary latch and the combination with the locking element can thus contribute to increased resistance and, at the same time, to smooth operation of the motor vehicle lock.

[0013] When referring to a motor vehicle lock according to the invention, synonyms such as locking device, lock, or door lock are used interchangeably. The term "motor vehicle lock" also encompasses locks used in doors, sliding doors, flaps, and / or covers in motor vehicles—in other words, wherever pivoting or sliding components on the motor vehicle must be held securely in place. Preferably, but not limited to, the motor vehicle lock according to the invention refers to a side door. Such motor vehicle locks are subject to extreme stress in the event of a side impact and comprise a locking mechanism consisting of a rotary latch and pawl.

[0014] The locking mechanism can be equipped with two or more pawls or, for example, a locking or blocking lever. Such pawls are known from the prior art. The pawl preferably engages directly with the rotary latch or the locking element arranged on the rotary latch, and the locking or blocking lever secures the position of the pawl in the locking position of a pre-locking and / or main locking position. According to the invention, a locking element is pivotally mounted between the rotary latch and the pawl.

[0015] The rotary latch has a fork-shaped opening. This fork-shaped opening can accommodate a lock holder, lock holder bracket, or bolt, and the interaction between the rotary latch, the locking element, the pawl, and the lock holder ensures secure locking of the vehicle lock. When open, for example in a side door, the rotary latch is in a position where part of the fork-shaped opening can engage with the lock holder. When the door element is closed, this part of the rotary latch engages with the lock holder, thus enabling the rotary latch to rotate around the rotary latch axis. This part of the rotary latch can therefore also be referred to as the catch arm. After the rotary latch has been rotated and the rotary latch has been moved into the pre-opening or main grate position, an opening force acts on the rotary latch, which is absorbed by the pawl.This opening force or relative force between the rotary latch and the lock holder is primarily generated by a seal, in this example the door seal, whereby this relative force acts between the lock holder and the load arm of the rotary latch. The load arm thus 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 does not rust, preventing the moving component from opening in the event of an accident. By incorporating different material thicknesses into the load arm, the rigidity of the load arm and thus the overall durability of the vehicle lock can be increased.

[0016] It can also be advantageous if the material thickness at the end of the catch arm is thinner than the material thickness of the rotary latch as a whole. By reducing the material thickness, the rigidity can be specifically influenced, allowing the vehicle lock to be designed to meet the requirements of the industry. This makes it possible to meet the increasing demands of the automotive industry, or to meet the ever-increasing demands of the future.

[0017] The increase in rigidity of the locking mechanism components, and in particular of the rotary latch, can preferably be achieved by reducing the thickness through forming. In particular, a forming process can influence the material properties of the material, leading to greater strength in the base material of the rotary latch. Low-alloy steel materials are preferably used as materials for the locking mechanism. Forming, and in particular cold forming, causes dislocation migration and a build-up of dislocations within the material, which, in terms of material properties, is evident in an increase in the rigidity of the formed area. Higher rigidity in the locking mechanism components can absorb higher loads, so that higher loads can be absorbed in the locking mechanism with the same material usage.

[0018] Depending on the design and variant of the motor vehicle lock, the forming can be performed on one or both sides of the rotary latch. Depending on the requirements of the locking mechanism, it may be advantageous to perform one or more forming operations on the rotary latch, which can be performed on one or both sides of the rotary latch as described above. This makes it possible to specifically stiffen the rotary latch to reinforce the heavily stressed areas of the rotary latch, i.e., to specifically adjust the material properties of the rotary latch.

[0019] According to the invention, it can be advantageous if the reduced material thickness, i.e. the deformation, is provided at least in part circumferentially in a receiving area of ​​the locking element and / or in an inlet mouth for the lock holder and / or a bearing point of the rotary latch. A first deformation, i.e. a first reduced material thickness, can be provided in the end area of ​​the load arm, i.e. in the receiving area of ​​the locking element. High loads occur in the inlet area and in particular in the area where the lock holder rests on the rotary latch in the detent position. High loads occur in particular when the locking mechanism is subjected to extreme loads, such as an accident. The bearing point of the rotary latch also represents an area that can be subjected to high loads, so that a deformation in the area of ​​the bearing point of the rotary latch can also be advantageous.Depending on the requirements placed on the vehicle lock, the locking mechanism can be customized to meet individual requirements. The goal of these forming processes is always to increase the rigidity of the locking mechanism component so that the increased demands of new types of vehicles can be met.

[0020] It may also be advantageous, or constitute a further embodiment of the invention, if the locking element has a material thickness that essentially corresponds to the smaller material thickness of the rotary latch, in particular is identical to the smaller material thickness of the rotary latch. Independently of the metallic component or the base body of the locking mechanism components, the locking mechanism components (rotary latch, locking element, and at least one pawl) may have a plastic coating. In the installed state, i.e., with a plastic coating, the locking mechanism components may, in turn, have an identical material thickness, at least in some areas, so that the plastic area of ​​the locking mechanism components can also serve to guide the movements of the intermeshing locking mechanism components.Depending on the requirements of the locking mechanism, the locking element can either be manufactured directly in the thickness of the smaller material thickness of the rotary latch, or it can be used as a solidified, i.e. formed, component in the locking mechanism.

[0021] A further embodiment of the invention results when the rotary latch has a material thickness of less than 5 mm, preferably 4.5 mm. The deformations or embossings in the rotary latch make it possible to specifically influence the rigidity of the rotary latch or the other locking mechanism components. By specifically increasing the rigidity, the overall thickness of the rotary latch can be reduced. While material thicknesses of 6 mm are usually used for rotary latches, the material thickness of the rotary latch can be reduced overall by using the deformations or embossings in the locking mechanism parts and preferably the rotary latch according to the invention. It can be advantageous here if the rotary latch has a total material thickness of 5 mm, whereby the embossings can have a targeted increase in rigidity in the deformed areas. However, the rotary latch preferably has a total material thickness of 4.5 mm.By reducing the overall material thickness of the rotary latch, weight can be saved, which in turn has a positive effect on the overall weight of the vehicle lock. Furthermore, the use of a 4.5 mm thick rotary latch offers a cost advantage in the production of the vehicle lock.

[0022] The rotary latch utilizes a locking element, which is advantageously pivotably mounted within the rotary latch. It is advantageous that the bearing point or the receiving area of ​​the locking element is, at least in some areas, formed as a reshaped area. This provides a reinforced bearing point for the locking element.

[0023] An additional increase in strength can be achieved by incorporating at least one deformation in the form of a bead into the rotary latch. The bead can be provided in the catch arm or in the load arm of the rotary latch, allowing for a targeted adjustment of the rotary latch's resistance. This allows the location of maximum load to be specifically supported, strengthening the rotary latch overall.

[0024] The invention is explained in more detail below with reference to the accompanying drawings. However, the principle applies that the exemplary embodiment does not limit the invention, but merely represents an advantageous embodiment. The features presented can be implemented individually or in combination with other features of the description and the patent claims.

[0025] It shows:

[0026] Figure 1 is a three-dimensional view of a rotary latch designed according to the invention with a deformation, a bevel and a bead, and

[0027] Figure 2 also shows an alternative embodiment of a rotary latch constructed according to the invention with multiple deformations and a bead, wherein a locking element is shown by way of example in its position and shape. Figure 1 shows a three-dimensional view of a rotary latch 1 of a motor vehicle lock as a detached component. An opening in the form of a bore 2 can be seen, wherein the bore 2 serves to accommodate an axis (not shown) of the rotary latch 1, so that the rotary latch can be rotatably mounted about a pivot axis 3. The rotary latch essentially consists of a load arm 4 and a catch arm 5. A fork-shaped opening 6 extends between the load arm 4 and the catch arm 5. The opening simultaneously forms a notch in the rotary latch 1.Merely as an example, a lock holder is drawn in the opening 6, wherein the position of the lock holder 7 shows a position of the lock holder 7 in which the lock holder 7 rests on the load arm 4 in, for example, a main locking position of a locking mechanism.

[0028] Between the load arm 4 and the catch arm 5 there is a transition area 8, whereby in this embodiment, a bevel 9 is provided in the rotary latch 1 in the transition area 8. In addition to the bevel 9, an indentation in the form of a bead 10 is introduced into the rotary latch 1. The indentation 10 extends from an upper end 11 of the load arm 4 into the transition area 8. The indentation 10 ends before the upper end 11 of the load arm 4.

[0029] The dash-dotted line indicates a plastic casing 12, which can extend over the rotary latch 1 in some areas. A recess 13 in the rotary latch 1 can serve to accommodate the locking element 14, which is shown as an example in Figure 2. If the rotary latch 1 is in a main locking position in conjunction with the lock holder 7 as shown in Figure 1, a force F is applied to the load arm 4, whereby the rotary latch 1 is loaded as a whole. Preferably in the case in which a pawl engages with the locking element 14, the greatest load is generated in the transition area 8. If we now consider the case of extreme load, such as an accident, high forces F act on the load arm 4, which are transferred via the transition area 8 to the catch arm and thus to the locking element 14.In particular, the deformation 15 in an end region 16 can create stiffening 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. Independent of the material thickness D, d of the metal part of the rotary latch 1, the rotary latch 1 in combination with the plastic sheath 12 can have a greater overall material thickness Md. Namely in the case in which the plastic sheath 12 also extends over the metallic base body of the rotary latch 1. The deformation 15 leads to a hardening of the material, so that greater forces can be absorbed by the rotary latch 1. Overall, the metallic base body of the rotary latch 1 can therefore be designed with a smaller material thickness D and, for example, have a material thickness of 4.5 mm.

[0030] Figure 2 shows an alternative embodiment of a rotary latch 17, also in a three-dimensional view and detached from the motor vehicle lock. Shown are, on the one hand, the rotary latch 17 and, on the other hand, the locking element 14, which is pivotally mounted within the rotary latch 17. The locking element can be moved in the direction of arrow P in conjunction with a pawl. Alternatively, spring elements can also be used to position the locking element 14. Formations 18, 19, 20, 21 are incorporated into the metallic base body. The deformation 21 is introduced as an impression or bead into the load arm 22 of the rotary latch 17 and extends from the load arm 22 to the bearing point 23 of the rotary latch 17. Around the bearing point 23, in the area of ​​the opening 24 and in the end area 25, a deformation in the form of a compaction of the material of the base body has been carried out.The partial forming of the rotary latch 17 can be carried out, for example, by means of embossing or punching and can be present on one or both sides of the rotary latch 17.

[0031] It can be seen again in Figure 2 that the locking element 14 has a material thickness d that corresponds to the material thickness d of the deformation 20. The rotary latch itself or the base body 26 of the rotary latch 17, however, has a greater material thickness D. The base body 26 can in turn be partially enclosed by a plastic sheath 27, wherein the plastic sheath 27 is shown here only partially and as a dash-dotted line.

[0032] Overall, the inventive design of the locking mechanism part 1, 14, 17 makes it possible to provide a rotary latch or locking mechanism in a motor vehicle which has greater rigidity and is characterized by higher strength values. In particular, strength values ​​can be achieved which, even with lower material thicknesses D of the base body 26 of the rotary latch 1, 17, are comparable to strength values ​​of rotary latches 1, 17 with higher material thicknesses D. Thus, with less material expenditure and a lower weight, a strength in the locking mechanism can be provided which requires less material thickness. In particular, the embossed portions 15, 18, 19, 20, 21 lead to an increase in strength, which can be advantageously integrated into the motor vehicle lock.

[0033] List of reference symbols

[0034] 1 , 17 rotary latch

[0035] 2, 23 bore

[0036] 3 swivel axis

[0037] 4, 22 load arm

[0038] 5 tentacle

[0039] 6, 24 Opening

[0040] 7 lock holders

[0041] 8 Transition area

[0042] 9 Bending

[0043] 10 bead

[0044] 11 upper end

[0045] 12, 27 plastic sheathing

[0046] 13 Recess

[0047] 14 locking element

[0048] 15, 18, 19, 20, 21 Forming

[0049] 16, 25 end area

[0050] 26 basic bodies

[0051] D, d, MD material thickness

[0052] P Arrow

Claims

Patent claims 1. Motor vehicle lock, in particular an electrically actuated motor vehicle lock, comprising a locking mechanism with a rotary latch (1, 17) and at least one pawl, wherein the rotary latch (1, 17) can be latched in at least one latching position by means of the pawl, and wherein the rotary latch (1, 17) is designed with a first load arm (4, 22) which engages with a lock holder (7) in the rusted state and a second catch arm (5) which comes into engagement with the lock holder (7) during rusting, and the load arm (4, 22) has, in an end region (16, 25), at least one material thickness (d) which differs from a rotary latch thickness (D) of the rotary latch (1, 17), characterized in that a latching element (14) is received in the end region (16, 25) of the rotary latch (1, 17).

2. Motor vehicle lock according to claim 1, characterized in that the material thickness (d) present in the end region (16, 25) of the catch arm (5) has a smaller material thickness (d) compared to a material thickness (D) of the rotary latch (1, 17).

3. Motor vehicle lock according to claim 2, characterized in that the smaller thickness (d) can be produced by means of forming.

4. Motor vehicle lock according to one of claims 2 or 3, characterized in that the forming takes place on one side or both sides of the rotary latch (1, 17).

5. Motor vehicle lock according to one of claims 2 to 4, characterized in that the smaller thickness (d) is provided at least in regions circumferentially on the locking element (14) and / or in an inlet region (6, 24) for the lock holder (27) and / or a bearing point (2, 23) of the rotary latch (1, 17).

6. Motor vehicle lock according to one of claims 2 to 5, characterized in that the locking element (14) has a material thickness (d) which substantially corresponds to, in particular is identical to, the smaller thickness (d) of the rotary latch (1, 17).

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

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that the locking element (14) is pivotally received in the rotary latch (1, 17).

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the locking element (14) can be mounted at least partially in a plastic casing (12, 27) of the rotary latch (1, 17).

10. Motor vehicle lock according to one of claims 1 to 9, characterized in that at least one deformation (21) in the form of a bead (21) is provided in the rotary latch (1, 17).

Images