Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock (1) for a component which is movably mounted on the motor vehicle, having a locking mechanism with a rotary latch (3) and at least one pawl (5) and having a sensor assembly (7, 20) which is paired with the locking mechanism and which comprises a stationary sensor (7) and a scanning element (4) that is connected to the movement of the rotary latch, wherein at least one position of the rotary latch (3) can be detected by means of a movement of the scanning element (4), and a movement of the rotary latch (3) can be indirectly detected.

Description

[0001]P23174WO 1 November 25, 2024 Description Motor vehicle lock The invention relates to a motor vehicle lock for a component movably arranged on the motor vehicle, comprising a locking mechanism with a rotary latch and at least one pawl, a sensor arrangement associated with the locking mechanism with a stationary sensor, and a pushbutton element associated with the rotary latch, wherein at least one position of the rotary latch can be detected by means of a movement of the pushbutton element. To secure a component movably arranged on the motor vehicle, the locking mechanisms arranged in the locking systems are monitored. In addition to securing the movable component in the main locking position, today's motor vehicles contain comprehensive safety systems. For example, a motor vehicle side door in a pre-locking position can lead to the engine starting process being interrupted or not being possible.For example, in the case of a two-part tailgate of a motor vehicle, the operation of a first part of the tailgate can depend on the closed position of the second part of the tailgate. It is essential for this that the movable component is in a main closed position. The term "main closed position" refers to the position the movable component assumes when properly closed for driving. Single- and two-latch locking mechanisms can be used. While single-latch locking mechanisms are common on front seats, two-latch locking mechanisms, i.e., consisting of a pre-latch and a main latch, are mandatory, for example, on motor vehicle side doors.In order to be able to query the fully closed position of the moving component, solutions have become known that are arranged directly on the locking mechanism of the vehicle lock. These systems must function reliably and transmit a clear signal to a higher-level control system to avoid dangerous situations. A dangerous situation or insufficient position when closing a locking mechanism is referred to as false closure. In false closure, the pawl engages the rotary latch, but complete locking between the pawl and rotary latch does not occur. The correct assumption of the rotary latch or pawl position can be detected by a sensor arrangement, thus ensuring safe movement of the vehicle with all safety functions. Various sensor devices, i.e., position detection sensors, are known from the state of the art.DE 10 2016 123 328 A1 discloses a motor vehicle lock in which an inductive sensor is used to detect the pawl position and an additional inductive sensor is used to detect the rotary latch position. DE 10065 100 B4 also discloses a sensor device for detecting the rotary latch position, and in particular the main locking position. The document proposes positioning a magnet on the rotary latch or on a rotary latch casing, which in turn interacts with a sensor element, in particular a Hall sensor. Depending on the sensor coverage, a limit value for a field strength can be determined, whereby the limit value corresponds to the rotary latch fully assuming the main locking position. As the closest prior art, DE 10 2019 010 593 A1 discloses a stationary sensor that interacts with sensing elements on the rotary latch and / or the pawl.The sensing element can, for example, be designed as a magnet and in turn interact with a correspondingly sensitive sensor, such as a Hall sensor. Depending on the extent to which the sensing element(s) covers a sensor's sphere of influence, the locking position can be determined precisely. By arranging the sensing elements in relation to the sensor's sphere of influence, a more precise detection of the locking position, and in particular the main locking position, can be achieved. The sensitive means known from the prior art for determining the locking positions of the locking mechanism have generally proven themselves; only the arrangement of the sensing elements in relation to the sensor element is tied to the integration of the sensing elements into the locking mechanism components.The disadvantage is that the locking mechanism is located in a wet area of ​​the motor vehicle lock, and the locking mechanism, in interaction with a lock holder, makes positioning the sensor elements difficult due to installation space constraints. The invention aims to remedy this. The present invention is therefore based on the technical problem of enabling reliable detection of the locking positions of the locking mechanism, even if positioning of the cooperating sensor elements is difficult due to installation space constraints. Furthermore, the problem of the invention is to provide an improved, structurally simple, and cost-effective motor vehicle lock. This problem is solved 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 desired variation of the features described in the description and the subclaims is possible. According to claim 1, the object of the invention is achieved in that a motor vehicle lock is provided for a component movably arranged on the motor vehicle, comprising a locking mechanism with a rotary latch and at least one pawl, a sensor arrangement associated with the locking mechanism with a stationary sensor and a sensing element associated with the rotary latch movement, wherein at least one position of the rotary latch can be detected by means of a movement of the sensing element, and wherein a movement of the rotary latch can be detected indirectly.The inventive design of the motor vehicle lock now makes it possible to determine a rotary latch movement using a sensing element arranged independently of the locking mechanism parts. Due to the indirect detection of the rotary latch movement, the rotary latch itself can be constructed in a simpler and thus more cost-effective manner. With indirect detection, only an actuating contour must be arranged on the rotary latch, which controls the means for interacting with the sensor element or sensor arrangement. For this purpose, no separate contour needs to be attached to the rotary latch; instead, for example, a contour already present on the rotary latch can be used. The movement is preferably actuated by means of a rotary latch casing. The rotary latch typically consists of a metallic core to absorb the high tensile forces in the event of extreme loads and is encased in plastic.The plastic sheathing over the metallic core serves, on the one hand, to support the rotary latch itself and can promote smooth operation on the lateral contact surfaces. The motor vehicle lock according to the invention is a motor vehicle lock equipped with a locking mechanism consisting of a rotary latch and at least one pawl. The rotary latch interacts with a lock holder, whereby the lock holder is preferably arranged in a fixed position on the motor vehicle. The interaction between the motor vehicle lock and the lock holder can also be referred to as a locking system. For example, if the motor vehicle lock is arranged in a side door or tailgate, and the lock holder is mounted on a B- or C-pillar or a tailgate opening, the rotary latch can engage with the lock holder by moving the motor vehicle lock.While two-latch locking mechanisms, consisting of a pre-latch and a main latch, are required for side doors, single-latch locking mechanisms can also be used for tailgates. The relative movement between the vehicle lock and the lock holder moves the rotary latch into a latching position. To detect the latching position, the sensor arrangement uses a stationary sensor located in the vehicle. The sensor can, for example, be attached to a housing of the vehicle lock or be directly connected to electronic or electrical components. Advantageously, the sensor element can also be positioned or mounted or electrically contacted directly on a circuit board of the vehicle. If a switching signal from the sensor can be detected by means of a transmission medium, this results in an advantageous embodiment of the invention.The indirect actuation of the sensor makes it possible to position the sensor independently of the movement range of the rotary latch in the motor vehicle. This is particularly advantageous if, for example, a circuit board is arranged in the motor vehicle and the sensor element can be placed directly on the circuit board. This makes it possible to arrange all electronic or electrical components in the motor vehicle lock together. The transmission means interacts with the rotary latch in such a way that the transmission means can be moved by the rotational movement of the rotary latch. The movement of the transmission means can then trigger the switching signal at the sensor element. In one embodiment, the transmission means can, for example, be moved so that a part of the transmission means engages with the sensor element.enters the sphere of influence of the sensor element, thus indirectly detecting the movement of the rotary latch. It can be advantageous if the transmission means is designed as a lever, in particular a shift lever. The use of a shift lever enables the sensor element to be actively actuated. If the sensor element is designed as a microswitch, for example, a force can be transmitted from the rotary latch to the microswitch. P23174WO 7 November 25, 2024 It has proven particularly advantageous if the shift lever is pivotably mounted in the vehicle lock. A pivotable mounting of the shift lever makes it possible to set different angles on the shift lever. Depending on the lever ratio between the rotary latch and shift lever, or the pivot axis of the shift lever and the sensor element, different forces and travel distances can be set.In this way, different distances between the rotary latch and the sensor element can advantageously be bridged, so that a design advantage with regard to the positioning of the sensor element can be achieved. It is conceivable for the gearshift lever to be arranged in a housing and / or a lock case of the motor vehicle. The arrangement in the housing or in the lock case can enable a displaceable, but also a pivotable mounting, as well as a combined movement. Mounting the pivot lever in at least part of the motor vehicle lock housing is particularly advantageous. By forming the plastic housing of the motor vehicle lock from an injection-molded material and the simultaneous formation of the gearshift lever from plastic, advantageous sliding properties can be achieved.With a pivotable mounting of the shift lever, it is conceivable that the shift lever is pivotably mounted on an axis formed by the housing. However, it is also conceivable to provide a combined bearing point for the shift lever and the housing. By mounting the shift lever in the housing, the shift lever can be mounted with minimal structural resources. As described, the shift lever can be mounted, for example, on an axis of the housing. However, it is also conceivable that the shift lever can be mounted on one or both sides in the housing and another housing part, such as a reinforcement plate. If the shift lever can be brought into engagement with the rotary latch with a first extension, a structurally advantageous embodiment of the invention can be achieved.If, for example, the switching lever is mounted at one end in the lock housing and has a first extension directed towards the rotary latch, the switching lever can be actuated by a movement of the rotary latch. In this case, the switching lever would be off-center, i.e. pivotally mounted in the housing at one end of the switching lever and would interact with the rotary latch in a central region. For this purpose, the switching lever can be brought into engagement with the rotary latch and in particular a contour on the rotary latch via the extension, so that a pivoting movement can be introduced into the switching lever. At an end opposite the bearing point of the switching lever, the switching lever can then be brought into engagement with the sensor element. The switching lever can also have a second extension that can be brought into engagement with the sensor.The design of the extensions on the switching lever allows for precise guidance of the switching lever, enabling very accurate position detection of the rotary latch. The switching lever enters the sensor's sphere of influence. The sensor has a sphere of influence. Within this sphere of influence, the sensor can detect the presence or absence of the switching element and generate a corresponding output signal. P23174WO 9 November 25, 2024 Within the scope of the invention, the sensor arrangement can act, i.e., be designed, capacitively, inductively, optically, or magnetically. Alternatively or additionally, the switching lever can also generate a changing electrical resistance in the sensor. In this case, the switching lever is, for example, a slider in a linear potentiometer or a rotatable adjusting ring in a rotary potentiometer.Such sensors for detecting swivel angles are also conceivable in other places in motor vehicles and are used, for example, to detect the swivel angle of a motor vehicle door, as described in detail in DE 10 2011 119 579 A1 by the applicant. The sensor is therefore designed as a resistance sensor. In this case, depending on the position of the rotary latch in the example case, a largely linear signal from the sensor is generated as a function of the angle of rotation of the rotary latch, in this case a correspondingly changing electrical resistance. The sensor arrangement is particularly preferably designed as a Hall sensor (sensor arrangement). It can particularly preferably be a linear Hall effect sensor. Such Hall sensors are particularly suitable for distance measurements or the measurement of rotary movements.Linear Hall sensors with a linear output characteristic can preferably be used, which output a signal proportional to the magnetic field strength. This can be provided as an analog voltage, a pulse-width-modulated signal (PWM), or in the SENT protocol. Their output characteristics can be linearized, which allows tolerances of the magnets or the mechanical structure to be fully compensated. It can be advantageous if the part of the gearshift lever arranged in the sensor's sphere of influence is magnetic, in particular as a magnet. This is particularly advantageous if the sensor arrangement is designed as a Hall sensor. Particularly preferably, a magnet can be arranged as an insert in the gearshift lever. A further advantageous embodiment is plastic-bonded magnets, which are arranged in particular in the gearshift lever.Plastic-bonded magnets are particle composites in which permanent magnetic powder is embedded in a plastic binder. Hard ferrite (HF), various SmCo and NdFeB powders, and, to a very small extent, aluminum-nickel-cobalt alloys are used as the magnetic powder. Thermoplastic binders, such as polyamide (PA) or polyvinyl sulfite (PPS), as well as thermosets, such as epoxy resins, are used to bind the magnetic particles. Depending on the material composition and manufacturing process, isotropic and anisotropic magnets with different magnetic and mechanical properties can be produced. Since not only the type of magnet and plastic material, but also the fill and alignment levels determine the properties of the composite material, this results in a wide range of magnetic properties and a considerable variety of types and shapes. The magnets can be designed as magnetic adhesive tape, which is particularly cost-effective.These can be designed as a strip with a one-sided adhesive layer and can be flexibly formed. The shift lever can therefore, for example, be a single piece with a magnet incorporated therein or a two-component component with a plastic-bonded magnet. P23174WO 11 November 25, 2024 The sensor's output signal can advantageously be generated depending on the angle of rotation of the rotary latch. In particular, the sensor's output voltage can be varied depending on the angle of rotation of the rotary latch. If the sensor is signal-connected to a control unit, the control unit can process the sensor's output signal and thus deduce the position of the pawl and rotary latch. Particularly preferably, the sensor delivers different output voltages as output signals, which are generated depending on the angle of rotation of the rotary latch and thus the position of the shift lever.The output voltage thus provides information about the position of the rotary latch, whereby different positions can be detected. The change in the output voltage thus enables multiple, particularly precise, position signals that change with the movement. During the movement of the switching element along the stationary sensor, different output voltages are generated, which provide information about the position. The evaluation of the output signals can then be processed by the control unit and used for control and / or regulation in the motor vehicle. The motor vehicle lock according to the invention can have a lock drive or a closing drive. The closing drive can be used to transfer the locking mechanism from a pre-locking position to a main locking position.A closing drive preferably interacts with the rotary latch and can move it at least from an open position in the pre-lock position to the main locking position or an overtravel position. The closing drive can act directly or indirectly on the rotary latch.P23174WO 12 November 25, 2024In an advantageous embodiment, the rotary latch has a driver. The driver can, for example, be formed integrally with a plastic casing on the rotary latch. The driver, which is formed, for example, as a surface contour on the rotary latch, then interacts with the switching lever and moves the switching lever in accordance with the rotary latch movement. Thus, a movement of the switching lever can be directly inferred from the rotary movement of the rotary latch, and a position of the rotary latch can be determined using the sensor.The invention is explained in more detail below with reference to the accompanying drawings using a preferred embodiment. However, the principle applies that the embodiment does not limit the invention, but merely represents an advantageous refinement. The features illustrated can be implemented individually or in combination with further features of the description and the patent claims. Figure 1 shows a three-dimensional view of the gearshift lever and the locking mechanism, with only the components essential to explaining the invention being shown, and Figure 2 shows a view of the gearshift lever as seen from arrow I in Figure 1. Figure 1 shows a three-dimensional view of a motor vehicle lock 1 in part. The motor vehicle P23174WO 13 25.November 2024 tool lock 1 comprises a lock case 2, a rotary latch 3, a switching lever 4, a pawl 5, a circuit board 6, and a sensor element 7 arranged on the circuit board 6. For better clarity and illustration of the invention, the lock housing and other components of the motor vehicle lock, for example, have not been shown. Also visible are a damping element 8 for the pawl 3, a reinforcement plate 9, a pawl axis 10, and a rotary latch spring 11. The lock case 2 is attached via screw openings 12, 13, for example, to a motor vehicle side door or a sliding door. The reinforcement plate 9 connects the pivot axes 10 of the pawl 5 and the rotary latch 3 and thus supports the locking mechanism 2, 3 as a whole. The gearshift lever 4 has a pivot axis 14 which can be received at a first end of the gearshift lever 4 in a motor vehicle lock housing.The pivot axis 14 thus extends into the motor vehicle lock housing and enables movement of the switching lever 4 in the direction of arrow P around the pivot axis 14. In this exemplary embodiment, the switching lever 4 additionally has a guide element 15, which in turn is guided in the housing of the motor vehicle lock. With a first extension 16, the switching lever 4 projects beyond the rotary latch 3 and can engage with a driver 17, which can be seen better in Figure 2. A further extension 18 on the switching lever 4 projects into an influence area 19 of the sensor element 7. The extension 18 consequently moves in the direction of arrow P along the engagement area 19 of the sensor element 7 and thus generates an output signal corresponding to the rotary latch position. In the extension 18, a magnet 20 is arranged here, for example, which is located in a recessP23174WO 14 25.November 2024 of the gearshift lever 4. Depending on the overlap of the magnet 20 with the area of ​​influence 19 and the sensor element 7, a signal equivalent to the position of the gearshift lever 4 can be generated. For this purpose, the sensor element 7 is connected via the circuit board 6, for example, to a control unit or directly to a control unit on the circuit board, for example a microcontroller or processor. The circuit board itself can also form, for example, a control unit for the motor vehicle lock 1 and / or other components, such as a closing aid. Figure 2 shows a view of the switching element 4 from the direction of the rotary latch 3 or the reinforcement plate 9. The arrangement of the sensor element 7 and the magnet 20 in the gearshift lever 4 can be clearly seen. The rotary latch 3 is pivotally mounted in the motor vehicle lock 1 around the axis A and, in particular, is pivotally mounted on the lock case 2.When the rotary latch 3 closes, the driver 17 moves in the direction of arrow P1. In this exemplary embodiment, the driver 17 is formed integrally with a rotary latch casing 22. The movement of the driver 17 causes the magnet 20 to enter the sphere of influence 19 of the sensor element 7 and generate a strong signal corresponding to the orientation of the magnet 20 to the sensor element 7. When the magnet 20 is completely covered by the sensor element 7, a maximum signal is generated, which can be combined via the control system, for example, with the reaching of a main detent position and thus the position of the rotary latch 3 can be detected. Once the maximum signal strength is exceeded, it can also be concluded that the rotary latch 3 is in an overtravel position, for example. Consequently, a signal equivalent to the pivoting movement of the shift lever 4 and the overlap of Senso-P23174WO 15 25 November 2024relements 7 is generated.Based on the signal, it is possible to infer an overlap and thus the position or position of the rotary latch 3. Furthermore, the position of the magnet 20 in relation to the area of ​​influence 19, as shown by way of example in Figure 2, can also be used to infer, for example, a pre-locking position of the locking mechanism 2, 3. If the locking mechanism 2, 3 is unlocked and the rotary latch moves back in the direction of the arrow P2, signals can again be generated by the sensor element 7. The resetting of the gear lever 4 can be accomplished, for example, via a spring force F acting on the gear lever 4. It is conceivable that, for example, a force F acts on the lever arm 23 on the gear lever 23. In addition to the arrangement of a magnet 20 on the gear lever, it is also conceivable that another magnet 20 is arranged in the gear lever 4 in order to generate a correspondingly stronger signal.The inventive design of the sensor arrangement 7, 20, supported by the guide 15, allows a precise signal to be generated, which indicates the exact position of the rotary latch 3 in the motor vehicle lock 1. Furthermore, there is the advantage that the sensor element 7 can be arranged directly on the circuit board 6. P23174WO 16 November 25, 2024 List of reference symbols 1 Motor vehicle lock 2 Lock case 3 Rotary latch 4 Shift lever 5 Pawl. Platine 7 Sensor element 8 Dämpfer 9 Reinforcement plate 10 Pawl axis 11 Rotary latch spring 12, 13 Screw opening 14 Pivot axis 15 Guide element 16, 18 Extension 17 Driver 19 Influence area 20 Magnet 21 Recess22 Rotary latch casing23 Lever armP1, P2 Arrow A chse spring force

Claims

P23174WO 17 25. November 2024 Patent claims 1. Kraftfahrzeugschloss (1) für ein beweglich am Kraftfahr- Tool-mounted component, comprising a locking mechanism with a rotary latch (3) and at least one pawl (5), a sensor arrangement (7, 20) assigned to the locking mechanism with a stationary sensor (7) and a sensing element (4) assigned to the rotary latch movement, wherein at least one position of the rotary latch (3) can be detected by means of a movement of the sensing element (4), characterized in that a movement of the rotary latch (3) can be detected indirectly.

2. Kraftfahrzeugschloss (1) nach Anspruch 1, dadurch gekenn- characterized in that a switching signal of the sensor (7) can be detected by means of a transmission means (4).

3. Kraftfahrzeugschloss (1) nach Anspruch 2, dadurch gekenn- characterized in that the transmission means can be designed as a switching lever (4).

4. Kraftfahrzeugschloss (1) nach einem der Ansprüche 1 bis 3, characterized in that the gearshift lever (4) is pivotably arranged in the motor vehicle lock (1).

5. Kraftfahrzeugschloss (1) nach einem der Ansprüche 3 oder 4, characterized in that the switching lever (4) can be arranged in a housing of the motor vehicle lock (1).

6. Kraftfahrzeugschloss (1) nach einem der Ansprüche 3 bis 5,characterized in that the switching lever (4) can be brought into engagement with the rotary latch (3) with a first extension (16). P23174WO 18 25. November 2024 7. Kraftfahrzeugschloss (1) nach einem der Ansprüche 3 bis 6, characterized in that the switching lever (4) can be brought into engagement with the sensor (7) by means of a second extension (18).

8. Kraftfahrzeugschloss (1) nach einem der Ansprüche 1 bis 7, characterized in that the sensor (7) is a capacitive, inductive or magnetic sensor (7).

9. Kraftfahrzeugschloss (1) nach einem der Ansprüche 1 bis 8, characterized in that a magnet (20) can be arranged in the second extension (18) and the sensor (7) can be designed as a Hall sensor (7).

10. Kraftfahrzeugschloss (1) nach einem der Ansprüche 1 bis 9, characterized in that the magnet (20) can be designed as a plastic-bonded magnet (20).

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