Motor vehicle locking device

Abstract

The invention relates to a motor vehicle locking device which is equipped with at least two blocking parts (1, 2) interacting with one another in a blocking part plane (E). Here, at least one blocking part (1) has a rotationally symmetrical rotary element (3) which is arranged in the engagement region between the blocking parts (1, 2) and is mounted on the relevant blocking part (1) so as to be rotatable about an axis (4) in the blocking part plane (E). The rotary element (3) permits a mutual rolling movement of the two blocking parts (1, 2). According to the invention, for this purpose the rotary element (3) engages with its bearing journals (3a) in openings (5) belonging to the blocking parts.

Description

[0001] Description

[0002] Motor vehicle locking device

[0003] The invention relates to a motor vehicle locking device, with at least two locking parts interacting with each other in a locking part plane, wherein at least one locking part has a rotationally symmetrical rotary element arranged in the engagement region between the two locking parts and rotatably mounted on the respective locking part about an axis in the locking part plane, which enables a mutual rolling movement of both locking parts.

[0004] The term "motor vehicle locking device" is to be interpreted broadly in this context. In fact, this refers to any device that ensures any type of closure in and on a motor vehicle. For example, the motor vehicle locking device can be a motor vehicle lock. This can be designed as a seat lock, glove compartment lock, fuel tank flap lock, tailgate lock, etc. Particularly preferred in this context are motor vehicle door locks, which are generally used to lock motor vehicle doors or flaps against a motor vehicle body.

[0005] In addition to a secure closure, two aspects are essential for such vehicle locking systems. Opening and closing should be as quiet and force-free as possible. Furthermore, it is important to be able to absorb special loads in the area of ​​engagement between the two locking parts. Such special loads often accompany an accident or crash.

[0006] The prior art according to WO 2020 / 083435 A1, which originates from the applicant, features a rotating element designed as a locking element. This allows for particularly low-effort and low-noise operation of the locking mechanism.

[0007] DE 10 2021 123 441 A1, which also originates from the applicant, concerns the axial securing of the locking element. This is achieved by overlapping on both sides.

[0008] The generic and, in this respect, closest prior art according to DE 10 2016 215 336 A1 deals with a locking mechanism equipped with various types of rotating elements. In fact, spherical, cylindrical, or even spherically shaped rotating elements can be used here. A bearing cage is provided for their support, which is positioned on the body of the respective locking part. This results in a relatively complex structure because the bearing cage must be manufactured separately and connected to the body. Furthermore, with such a mounted or attached bearing cage, it is difficult to absorb the forces between the two locking parts in the engagement area that are observed in a crash. In fact, forces occur here that are associated with a deceleration of up to 10g (where g is the acceleration due to gravity) or even much more.Current vehicle locking systems are either unable to withstand such forces or are only able to do so to a limited extent. This invention aims to remedy this situation.

[0009] The invention is based on the technical problem of further developing such a motor vehicle locking device in such a way that high forces observed in the event of a crash can be absorbed while still achieving low-power and low-noise operation.

[0010] To solve this technical problem, the invention proposes, based on a generic motor vehicle locking device, that the rotary element engages with its bearing pins in openings of the locking part.

[0011] In contrast to the prior art according to DE 10 2016 215 336 A1, the invention therefore does not use a bearing cage attached to or on the body of the locking part; instead, the locking part itself essentially assumes the function of the bearing cage. For this purpose, the rotating element, with its typically two opposing bearing pins, engages in the respective openings of the locking part. In fact, the rotating element is usually equipped with two bearing pins extending from a central part.

[0012] Furthermore, the design is advantageously such that the center section protrudes beyond the locking part and performs the rolling movement. The two bearing journals can be cylindrical, and the center section can be designed as a circular disk-shaped center web. The rotatable attachment of the rotating element to the locking part can be integrated into the manufacturing process of the locking part. This eliminates the need for separate production of the bearing cage and its subsequent attachment to the locking part.

[0013] In any case, this inventive design ensures that the rotating element, with its two bearing pins typically located opposite one another in relation to the central part, engages into the openings of the locking part. The invention is based on the realization that the locking part itself is generally made of high-strength steel to absorb the forces that occur, particularly in the event of a crash. Such high-strength steel typically has a minimum yield strength of >350 N / mm 2 , preferably more than 500 N / mm 2, as described, for example, in DE 102015 005 302 A by the applicant in connection with a retaining element. The rotating element can also be made from such a high-strength steel, possibly additionally hardened. In this way, the rotating element with its protruding central section, which carries out the rolling movement, is first of all able to provide a particularly low-force and low-noise mutual movement of the two locking parts. This means that the rotating element located in the engagement area ensures with its rolling movement that when the two locking parts move relative to one another, no grinding mechanical noises occur, but rather that such noises are avoided by the intermediate rotating element which enables the rolling movement of both locking part levels.In addition, this enables a particularly low-force mutual movement of the locking parts because the metallic sliding friction observed at this point in the previous state of the art is replaced by metallic rolling friction.

[0014] In addition, the high-strength steel construction of the rotating element, combined with its mounting in the openings of the locking part itself, allows for the effective and reliable absorption of forces associated with a crash, particularly those associated with a crash. In fact, forces associated with a crash typically result in tensile forces acting between the two locking parts in the engagement area, which can, for example, tear or rip apart the locking parts when they are in a closed state. The invention prevents this by allowing the tensile forces in question to be transmitted to the locking part in question via the rotating element and the bearing pins, where they can be absorbed.Since the openings that rotatably support the bearing pins are designed into the locking part itself and are therefore located in the locking part that forms the rotation axis, the material selected for the locking part in question (usually high-strength steel) ensures that at most deformations are observed, but no tearing, which would disable the locking device. This is where the key advantages lie. In order to implement the locking part's own bearing of the rotating element in detail, the locking part is generally constructed like a sandwich from at least two locking part layers. This makes it easy to integrate the rotatable bearing of the rotating element into the manufacturing process of the locking part. This is because the manufacturing process boils down to the surface connection of the two locking part layers. This can be achieved by welding, riveting, gluing, crimping or a combination of these.The general procedure is to equip the two locking part layers with aligned openings for the bearing journals that engage therein. Any remaining space between the two locking part layers is used to allow the center part, which protrudes beyond the locking part, to rotate within this space, or to allow its rotational movement to occur in a plane of the space between the two parts.

[0015] This intermediate layer can itself be fully or partially filled with a sound-damping material, for example, a plastic layer as a middle layer between the two barrier layers. This may be a thermoplastic material that is or could be used for the outer casing of the respective barrier. The two barrier layers and the middle layer can be connected to each other in any conceivable way. In most cases, several riveted joints are used.

[0016] The middle layer in the space between the two barrier layers is generally designed with a recess at the edge for the middle section of the rotating element. The middle layer can be constructed in two parts. In fact, it is conceivable that, in addition to a part of the middle layer close to the rotating element, another part of the middle layer is also constructed farther away from the rotating element. The part of the middle layer close to the rotating element can be made of high-strength steel, like the two barrier layers, whereas the part of the middle layer farther away from the rotating element is or can be a plastic layer. For ease of production, the two barrier layers and, if applicable, the middle layer, or at least its part close to the rotating element, are each constructed as stamped sheet metal parts. This allows the layers in question to be manufactured in large numbers and cost-effectively.

[0017] Finally, it has proven particularly advantageous in this context if the two locking parts are designed as a rotary latch and pawl, or as a rotary latch and closing pawl. The rotating element can be present on one of the two aforementioned locking parts, i.e. on the rotary latch as well as on the pawl, or also on the closing pawl. Of course, it is also possible within the scope of the invention for two rotating elements to be implemented, namely on the two locking parts that interact with each other in the locking part plane. However, for cost reasons alone, only one rotating element is usually implemented on one of the two locking parts.

[0018] The result is a motor vehicle locking device that, thanks to the rotating element located in the engagement area, enables a mutual rolling movement of both locking parts. This ensures quiet and low-force operation, both during closing and opening movements of the two locking parts relative to each other. Furthermore, tearing forces acting in the engagement area in particular are advantageously absorbed because the rotating element, with its bearing pins, is inserted into the openings in the locking part itself. As a result, the tearing forces in question in the engagement area initially lead to the rotating element being deformed in the event of a crash, usually until it is virtually immersed in the locking part in question, so that further deformations can be absorbed by the rotating element in conjunction with the locking part.This provides particularly high mechanical resistance to the tearing forces and prevents unintentional opening of the vehicle locking device. This is the main advantage. The invention is explained in more detail below with reference to a drawing that represents only one exemplary embodiment. It shows:

[0019] Fig. 1 shows the motor vehicle locking device according to the invention in the closed state,

[0020] Fig. 2A and 2B show the manufacturing process of a locking part equipped with the rotating element,

[0021] Fig. 3 shows a modified embodiment in the production and

[0022] Fig. 4 shows the locking part according to Fig. 1 during a crash process with tearing forces acting on it.

[0023] The figures depict a motor vehicle locking device. Within the scope of the exemplary embodiment, and not by way of limitation, the motor vehicle locking device is a locking mechanism 1, 2 of a motor vehicle lock, specifically a motor vehicle door lock. The locking mechanism 1, 2 comprises a rotary latch 1 as a locking part 1 and a pawl 2 interacting with it as a further, second locking part 2.

[0024] The two interacting locking parts 1, 2 span a locking part plane E which coincides with the drawing plane in Fig. 1. At least one locking part 1 of the two locking parts 1, 2 is equipped with a rotating element 3. In the exemplary embodiment, the locking part 1, 2 with the rotating element 3 is the rotary latch 1 of the locking mechanism 1, 2. In principle, the pawl 2 can of course also be equipped with the rotating element 3 in question, although this is not shown. This also applies to a variant in which both the rotary latch 1 and the pawl 2 are each equipped with a rotating element 3. It can be seen that the rotating element 3 in question is arranged in the engagement region between the two locking parts 1, 2.According to the exemplary embodiment, this engagement area corresponds to the fact that the rotary latch 1 with the rotary element 3 rotatably mounted thereon rests as a locking tooth on a contact surface 2a of the pawl 2 in the closed state of the locking mechanism 1, 2 shown here (cf. Fig. 1).

[0025] The rotating element 3 is not only rotationally symmetrical, but is also rotatably mounted about an axis 4 on the respective locking part 1. According to the invention, the axis 4 is defined by the fact that the rotating element 3 engages with two bearing pins 3a in corresponding openings 5 ​​of the locking part.

[0026] Based on the illustration in Figs. 2A and 2B, it can be seen that the rotating element 3 is equipped with two bearing pins 3a, which are arranged on either side of a central part 3b and extend from the respective central part 3b. According to the exemplary embodiment, the two bearing pins 3a are each cylindrical and have a corresponding length. The central part 3b is a circular disk-shaped central web 3b. Thus, the rotating element 3 has a cross-shaped design in the front view shown.

[0027] The two openings 5 ​​in the locking part 1 are each adapted to the diameter of the two cylindrical bearing pins 3a, so that the two bearing pins 3a are received in the opposite and aligned openings 5 ​​with essentially no play, thereby defining the axis 4. Furthermore, the front and partial sectional view shows that the locking part 1 for receiving the rotating element 3 is constructed in a sandwich-like manner from at least two locking part layers 1a and 1b. This allows the installation and rotatable mounting of the rotating element 3 to be integrated into the manufacturing process of the locking part 1.

[0028] The two locking part layers 1a, 1b correspond to each other in terms of their contour and together define the contour of the respective locking part 1, in this embodiment the rotary latch 1. A gap is provided between the two locking part layers 1a, 1b, into which the central part or the circular disk-shaped central web 3b of the rotary element 3 dips and can extend. The gap can be completely or partially filled with a central layer 1c, 1c', which can be understood from Fig. 3.

[0029] A comparison of Figs. 2A and 2B reveals the two barrier part layers 1a, 1b, which are placed on top of one another and connected to one another during the manufacture of the barrier part 1. Individual rivet connections 6 can be implemented for this purpose. Furthermore, a comparison with the variant according to Fig. 3 shows that the middle layer 1c, 1c' is or can be provided in the intermediate space. The middle layer 1c, 1c' can fill the intermediate space completely or partially. According to the exemplary embodiment, the middle layer 1c, 1c' is composed of two components, namely a region 1c near the rotating element, shown in Fig. 3, and a region 1c' remote from the rotating element, which is to be distinguished from the region 1c near the rotating element and is provided with the reference number 1c'.

[0030] According to the exemplary embodiment, the region 1c of the middle layer 1c, 1c' near the rotating element is made of high-strength steel—just like the two barrier layers 1a and 1b and the rotating element 3. In contrast, the part 1c' of the middle layer 1c, 1c' remote from the rotating element is a plastic layer. In fact, such a plastic layer can be used and employed in its entirety, not only between the two barrier layers 1a, 1b, but also as the outer casing 7 (see Fig. 1).

[0031] In this context, the region 1c of the middle layer 1c, 1c' close to the rotating element ensures that when the two metallic barrier layers 1a, 1b are inserted, for example, into a plastic injection mold during the production of the barrier part 1, only the region 1c' of the middle layer 1c, 1c' remote from the rotating element is filled with the plastic, just like the outer region of the two barrier layers 1a, 1b in the form of the sheathing 7 that can be seen.

[0032] The middle layer 1c, 1c' has a peripheral recess 8 for the middle part 3b of the rotating element 3 in the space thus formed between the two barrier part layers 1a, 1b. The two barrier part layers 1a, 1b, as well as the part 1c near the rotating element with the recess 8 of the middle layer 1c, 1c', can each be formed as stamped sheet metal parts. The stamped sheet metal parts are manufactured from a high-strength steel sheet, specifically using high-strength steels as already defined in the introduction to the description.

[0033] In addition to the possibility of designing the two locking parts 1, 2 in the exemplary embodiment and specifically as a rotary latch 1 and locking pawl 2, there is also the additional or alternative possibility of designing the rotary latch 1 and a closing pawl 9, which is additionally provided at this point and is only indicated, as locking parts. The closing pawl 9 in question is only indicated in Fig. 1. With the help of the closing pawl 9, the rotary latch 1 can be acted upon in a closing direction in the illustration according to Fig. 1. This corresponds to a rotational movement of the rotary latch 1 about its axis 10 in the counterclockwise direction indicated there.

[0034] In contrast, the locking mechanism 1, 2 is opened in the closed state according to Fig. 1 with the locking bolt 11 indicated there and captured in such a way that the pawl 2 is pivoted clockwise about its axis (12). This can be done mechanically or by an electric motor. As a result, the rotary latch 1, also spring-assisted, pivots clockwise about its axis 10, so that the previously captured locking bolt 11 is released and can be removed from an inlet opening of the rotary latch 1 in the direction of the arrow shown in Fig. 1.

[0035] The direction of the arrow shown in Fig. 1 also corresponds to a force F acting on the locking mechanism 1, 2 in the example case in the event that the locking mechanism 1, 2 or generally the two locking parts 1, 2 are subjected to a tensile force corresponding to a crash. In fact, the tensile force causes a motor vehicle door (not shown here) to be subjected to an opening action. This results in the locking bolt 11 attached to the motor vehicle door being subjected to the force F in the direction of the arrow shown in Fig. 1.

[0036] In order to ensure that the tearing forces or the (tearing) force F acting in the event of such a crash do not open and cannot open the locking mechanism 1, 2 in the example case, it is necessary that the engagement area between the rotary latch 1 and the pawl 2 can absorb the (tearing) force F. This is indicated by a corresponding arrow in the engagement area, which corresponds to the fact that the rotary element 3 is pressed in the direction of the stop surface 2a on the pawl 2 (clockwise around the axis 10) by the application of the corresponding force F. If the (tearing) force F is large enough, this leads to the rotary element 3 being pressed into the space between the two locking part layers 1a, 1b, as shown in Fig. 4, as indicated by a corresponding arrow in Fig. 4.

[0037] After a certain deformation path, the circular disk-shaped central web or the central part 3b of the rotating element 3 may move against the edge-side recess 8 for the central part 3b of the rotating element 3, which can be seen in Fig. 3. Further deformation and movement of the rotating element 3 is thereby slowed down, also because the rotating element 3 is practically completely immersed in the space between the two locking part layers 1a, 1b after a predetermined deformation path. Subsequently, the locking part 1 or the two locking part layers 1a, 1b come into contact directly in the engagement area with the contact surface 2a of the locking pawl 2, and thus the entire locking part 1 in conjunction with the locking part 2 is able to absorb the (tearing) force F. Alternatively or additionally, the middle layer 1c, 1c', which is made entirely or partially of (high-strength) steel, can also absorb forces that act on the rotating element 3 and deform it.In the event of a crash, the rotating element 3 is moved toward the middle layer 1c, 1c' and can thus absorb the high compressive forces associated with such a displacement. This means that in this case, the middle layer 1c, 1c', in addition to the two barrier layers 1a, 1b, ensures that deformations or high compressive forces associated with the crash can be absorbed on the rotating element 3.

[0038] List of reference symbols

[0039] Lock 1 , 2

[0040] Rotary latch 1

[0041] Locking part 1

[0042] Area 1 '

[0043] Barrier layers 1a, 1b

[0044] Middle class 1c

[0045] Pawl 2

[0046] Locking part 2

[0047] Rotating element 3

[0048] Bearing journal 3a

[0049] Middle section 3b

[0050] Axis 4

[0051] Openings 5

[0052] Riveted joints 6

[0053] Sheath 7

[0054] Recess 8

[0055] Closing latch 9

[0056] Axis 10

[0057] Locking bolt 11

[0058] Axis 12

[0059] Blocking part level E

[0060] Force F

[0061] Arrow direction F

Claims

Patent claims 1. Motor vehicle locking device, with at least two locking parts (1, 2) interacting with one another in a locking part plane (E), wherein at least one locking part (1) has a rotationally symmetrical rotary element (3) arranged in the engagement region between the two locking parts (1, 2) and mounted on the relevant locking part (1) in the locking part plane (E) so as to be rotatable about an axis (4), which enables a mutual rolling movement of the two locking parts (1, 2), characterized in that the rotary element (3) engages with its bearing pins (3a) in openings (5) in the locking part itself.

2. Device according to claim 1, characterized in that the rotary element (3) is equipped with two bearing pins (3a) extending from a central part (3b).

3. Device according to claim 2, characterized in that the central part (3b) projects beyond the locking part (1) serving as its support and carries out the rolling movement.

4. Device according to one of claims 1 to 3, characterized in that the two bearing pins (3a) are cylindrical and the central part (3b) is designed as a circular disk-shaped central web (3b).

5. Device according to one of claims 1 to 4, characterized in that the barrier part (1, 2) is constructed in a sandwich-like manner from at least two barrier part layers (1a, 1b).

6. Device according to claim 5, characterized in that the two Barrier layers (1a, 1b) are each equipped with aligned openings (5) for the bearing pins (3a) engaging therein.

7. Device according to claim 5 or 6, characterized in that a middle layer (1c, 1c') is provided in the space between the two barrier layers (1a, 1b).

8. Device according to claim 7, characterized in that the middle layer (1c, 1c') is formed with an edge-side recess (8) for the middle part (3b) of the rotary element (3).

9. Device according to one of claims 5 to 8, characterized in that the two barrier layers (1a, 1b) and optionally the middle layer (1c, 1c') are designed as stamped sheet metal parts.

10. Device according to one of claims 1 to 9, characterized in that the two locking parts (1, 2) are designed as a rotary latch (1) and locking pawl (2) or a rotary latch (1) and closing pawl (9).

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