Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock (10), in particular a motor vehicle door lock, comprising a lock plate (11) and a lock housing (12), wherein a locking mechanism (13) having a rotary latch (14) and at least one pawl (15.1, 15.2) is mounted on the lock plate (11), the rotary latch (12) being latchable by means of the at least one pawl (15.1, 15.2) in at least one latching position (I), further comprising at least one damping element (16), wherein the damping element (16) is arranged on an axle (17) in the lock housing (12) or on the lock plate (11) is such a manner that at least the rotary latch (14) can be brought into contact with the damping element (16) and that at least one damping element (16) has a progressive damping characteristic curve (a), the rotary latch (14) and the damping element (16) overlapping at least in a main latching position (I).

Description

[0001] Motor vehicle lock

[0002] Description

[0003] The present invention relates to the field of vehicle locking systems and concerns a motor vehicle lock according to the preamble of claim 1.

[0004] DE 20 2005 020 452 U discloses a motor vehicle lock whose locking mechanism damper limits both the opening and closing movements, or rather, the overtravel movement of the locking mechanism, in conjunction with corresponding locking mechanism stops. In both end positions, the elastic deformation of the locking mechanism damper achieves the desired energy absorption and thus noise reduction.

[0005] DE 10 2019 113 422 A1 discloses a motor vehicle lock according to the preamble of claim 1. The damping element disclosed therein has proven itself in principle. However, the increasing demands for further noise reduction in the lock are not sufficiently met by this method, so improvements are desired.

[0006] The object of the invention is to at least partially remedy the disadvantages known from the prior art. In particular, the object of the present invention is to provide an improved motor vehicle lock with regard to manufacturing and damping properties.

[0007] The above object is achieved by a motor vehicle lock having the features of claim 1. Further advantageous embodiments are specified in particular in the dependent claims and the description. It should be noted that the features listed in the claims can be combined with one another in any technologically expedient manner and demonstrate further embodiments of the invention.

[0008] When, within the scope of the invention, reference is made to a lock for a motor vehicle, this encompasses all locking systems that fix a movable part in a position relative to the motor vehicle. A lock can be arranged, for example, in a side door, a sliding door, a hatch, a cover, or even, for example, in a rear seat bench. In other words, anywhere where movable parts are used by means of a locking system consisting of a locking mechanism with at least one pawl and a rotary latch. A lock according to the invention can be arranged in the movable part (side door, sliding door, hatch, cover, rear seat bench) or in / on the vehicle / vehicle body.

[0009] The lock housing typically comprises a lock case and a lock cover, which is used to close the lock case. The lock case usually houses a locking mechanism consisting of a rotary latch and a cooperating pawl. The rotary latch, and consequently the motor vehicle door lock defined in this way, interacts with the locking bolt in a known manner.

[0010] As usual, the lock housing can be mounted on the body or on the hood or door. In the former case, the lock housing is secured to a vehicle body, for example, with screws. The latter variant corresponds to the lock housing and, with it, the door lock being mounted inside or on a door, hood, hatch, or similar.

[0011] Consequently, in practice, a distinction is made between, for example, side door locks, tailgate locks, and hood locks, or rather, bonnet locks and seat locks. These all fall under the general term "motor vehicle door lock" and, in conjunction with the locking bolt, under the general term "motor vehicle door latch."

[0012] The door assembly is illustrated as a side door, specifically a rear passenger door, however, any vehicle door, including swing doors or tailgates, hoods, side sliding doors, tailgates, rear doors, gull-wing doors, vehicle seats, or the like, may be contemplated within the spirit and scope of the present invention.

[0013] In today's motor vehicles, locking systems are used wherever movable components are arranged on the vehicle that must be securely positioned and secured during operation. In addition to the safety-relevant aspects of these locking systems, there is a trend towards the noise behavior of the locking devices becoming more and more of a focus for users in order to increase the comfort of the vehicle overall and particularly when operating the locking systems. Noises arise in particular from the interaction between a lock holder that interacts with the locking device and is preferably arranged on the body of the vehicle. This lock holder is capable of transferring the locking mechanism into a detent position when the movable component is closed.

[0014] A generic lock or locking device for a motor vehicle comprises a locking mechanism with a pivotally mounted rotary latch for receiving the locking bolt. The locking mechanism further comprises at least one pawl with which the rotary latch can be locked in a detent position. The locking mechanism components are typically pivotally mounted on a metal lock plate or lock case.

[0015] The rotary latch of a motor vehicle lock typically has a fork-shaped slot formed by a load arm and a catch arm, through which the locking bolt of a vehicle door or hatch, such as a hood, sliding door, cover, or trunk lid, passes when the door or hatch is closed. The locking bolt then pivots the rotary latch from an open position to a closed position. Once the rotary latch has reached the closed position, it is locked in this position by the pawl. The locking bolt can then no longer leave the slot of the rotary latch. This detent position is also called the main grate position.

[0016] Some automotive locksmiths also offer a second locking position, the so-called pre-lock position. This pre-lock position serves to catch the door or hatch if it fails to reach the main locking position when closing. Furthermore, the pre-lock position also serves as a safety measure, for example, if the locking mechanism is accidentally opened from the main locking position. In this case, the pre-lock position serves as a security measure to prevent the moving component from opening accidentally.

[0017] According to the invention, a motor vehicle lock, in particular a motor vehicle door lock, is proposed, comprising a lock plate and a lock housing, wherein a locking mechanism with a rotary latch and at least one pawl is mounted on the lock plate, wherein the rotary latch can be locked in at least one locking position by means of the at least one pawl. Further comprising at least one damping element, wherein the damping element is arranged on an axis in the lock housing or on the lock plate such that at least the rotary latch and / or the pawl can be brought into contact with the damping element and that the at least one damping element has a progressive damping characteristic curve. The rotary latch and the damping element have an overlap, at least in sections, at least in a main locking position of the locking mechanism.Overlap in this context means that the rotary latch and the damping element have a small, in particular, contact surface in sections of the contact area in the main grate position. The damping element is designed such that, at least in the main grate position, it has a small overlap with the rotary latch and therefore a small counterforce. The further the rotary latch is turned into the overstroke, the greater the overlap and thus the contact surface with the damping element becomes, and more material must be displaced. Furthermore, the overstroke is thus advantageously designed to be small, and the noise of the rotary latch hitting the pawl when it is turned back can be reduced.

[0018] It is also conceivable for the force increase on the damping element to be exponential. This is achieved in particular by the shape or geometry of the damping element. The damping element is designed in such a way that the overlap with the rotary latch increases during interaction. Due to the shape or contour of the damping element, the force increase is not linear but exponential, thus improving the damping behavior. The contour allows the pawl to easily engage the main catch and then quickly decelerate the rotary latch.

[0019] According to the invention, it can be advantageous for the damping element to be rotationally symmetrical and for the diameter of the damping element to change over its axial extent. As already explained, it is advantageous if the increase in force on the damping element, and thus the damping behavior, is exponential or has an exponential curve. This can be achieved particularly easily if the damping element is rotationally symmetrical and for the diameter of the damping element to change over its axial extent. The change in diameter preferably results in a ramp-shaped design. This means, in particular, that the damping element has the largest radius in the middle of its axial extent. The diameter becomes smaller towards the top and / or bottom (in the direction of its axial extent).Consequently, the contact surface between the damping element and the rotary latch is smallest in the center of the damping element (where the diameter is largest). This means that the rotary latch initially has to displace less material from the damping element upon impact. The greater the overlap, the more material must be deformed.

[0020] It can be advantageous for the rotary latch and the damping element to have a greater overlap in the overstroke position of the rotary latch than in the main detent position. The overstroke position is the position the rotary latch assumes when it is rotated beyond the main detent position. In this position, the pawl can engage particularly reliably in the main detent position. With the advantageous increase in overlap, starting from the main detent position towards the overstroke position, the force or counterforce thus increases towards the overstroke position. This is particularly due to the fact that more material has to be displaced in the process. The shape or contour and the arrangement of the damping element can thus enable the pawl to engage easily in the main detent position and then quickly brake the rotary latch.

[0021] The damping element is advantageously plugged onto the spindle. The spindle is preferably arranged on a lock case and / or a lock housing in the area of ​​the overstroke position of the rotary latch. On the one hand, plugging it on enables simple installation of the damping element in the lock, in particular on the lock case or on the lock housing. On the other hand, it also allows the damping element to be positioned accordingly so that the interaction with the rotary latch can be optimally utilized. The damping element preferably has a bore or passage for this purpose. This is plugged or guided onto the spindle so that the damping element is fastened to the lock case and / or the lock housing. The spindle on which the damping element is arranged or fastened is advantageously arranged in the area of ​​the overstroke position.This ensures the interaction of the rotary latch and damping element, especially in the overtravel position. Furthermore, the arrangement in the overtravel position area offers freedom in the design of the lock's interior. The overtravel position area is usually free of other moving components, so no conflict with other lock functions is to be expected.

[0022] It is conceivable for the rotary latch to have a load arm and a catch arm, with the damping element interacting at least with the catch arm of the rotary latch, preferably in the main locking position and / or the overtravel position. The damping element is therefore arranged in an area behind an inlet opening of the lock, into which the lock holder is moved. Thus, the required installation space is not unnecessarily increased, but rather existing installation space is utilized to position the damping element in such a way that interaction with the rotary latch, in particular the catch arm of the rotary latch, can be achieved.

[0023] It can be advantageous for the damping element to be arranged behind a rotary latch axis, starting from a lock's inlet opening. Furthermore, the damping element can preferably interact with a side of the rotary latch's catch arm facing away from the inlet opening.

[0024] It can also be advantageous for the damping element to be mounted rotatably on the axle. This can cause the rotary latch, especially the catch arm, to roll or roll against the damping element, which can improve acoustics. This rolling or rolling action slows down the rotary latch and can thus reduce unwanted noise.

[0025] It is further conceivable for the rotary latch to be constructed in two parts in a sandwich-like manner, with the damping element only interacting with one of the two parts. In particular, one part of the rotary latch is constructed as a main catch rotary latch and the other part as a pre-catch rotary latch. The damping element preferably interacts with the part of the rotary latch that forms the main catch, i.e. the main catch rotary latch. The two rotary latch parts are assembled or arranged in a sandwich-like manner and can preferably be riveted. Rotary latch parts preferably have a catch arm and a load arm. Both parts are preferably arranged on the same axis or rotate about the same axis. The main catch rotary latch or the part of the rotary latch that forms the main catch is particularly preferably constructed in such a way that the catch arm interacts accordingly with the damping element. This makes it possible, for example,to make the rotary latch more compact in sections, in particular flatter or thinner. Furthermore, the rotary latch, in particular the part in the area of ​​the main catch, can be designed such that optimal coverage with the damping element can be achieved. In this way, the damping behavior can be further improved. Further measures improving the invention emerge from the following description of some exemplary embodiments of the invention, which are illustrated schematically in the figures. All features and / or advantages emerging from the claims, the description or the drawings, including design details, spatial arrangements and method steps, can be essential to the invention both individually and in a wide variety of combinations. It should be noted that the figures are only descriptive and are not intended to limit the invention in any way.

[0026] In the figures, the same reference symbols denote the same or functionally identical components, unless otherwise stated.

[0027] They show:

[0028] Fig.1 schematically shows an embodiment of the motor vehicle lock according to the invention with a damping element according to the invention,

[0029] Fig. 2 schematically shows the embodiment of Fig. 1 from a different perspective and

[0030] Fig. 3 schematically shows a motor vehicle with a motor vehicle lock according to the invention.

[0031] Fig. 1 schematically shows an embodiment of the motor vehicle lock 10 according to the invention with a damping element according to the invention. The motor vehicle lock 10 has a lock plate 11 or lock case 11 and a lock housing 12. The locking mechanism 13 is mounted on the lock plate or lock case 11 and is preferably additionally secured with a reinforcing plate 20. The locking mechanism 13 comprises at least one rotary latch 14, with a load arm 14.1 and a catch arm 14.2, and one, in the present case two, pawls 15.1 and 15.2. The first pawl 15.1 can be designed as a pre-locking pawl and the second pawl 15.2 as a main-locking pawl 15.2. Consequently, the pre-lock pawl 15.1 engages or comes into contact with a pre-lock on the rotary latch 14 and the main-lock pawl 15.2 engages or comes into contact with a main-lock I on the rotary latch 14.

[0032] When a vehicle door or hatch is closed, a lock holder 18 moves into the inlet opening 19 of the motor vehicle lock 10 and comes into contact with the rotary latch 14, in particular with a catch arm 14.2 of the rotary latch 14. This causes the rotary latch 14 to rotate about its axis 14.3 (counterclockwise in Fig. 1). During the closing process of the door or hatch, a door seal is regularly compressed, so that the rotary latch 14 is moved into an overtravel position, which is located behind the main detent position I. In the overtravel position, the rotary latch 14 is consequently rotated even further in the closing direction (in this case, counterclockwise).

[0033] Furthermore, Fig. 1 shows a possible embodiment of the damping element 16 according to the invention. The damping element 16 is arranged on an axis 17, wherein the axis 17 in turn is arranged on the lock plate 11 in Fig. 1 or is formed on the lock plate 11. This design according to the invention enables simple assembly, so that the damping element 16 can simply be plugged onto the axis 17. The damping element 16 is rotationally symmetrical according to the plan view in Fig. 1. Accordingly, the damping element 16 has at least a first diameter d2. In the main detent position I shown, the rotary latch 14 comes into contact with the damping element 16, in particular in the region of the diameter d2. This results in a first overlap x between the rotary latch 14, here and preferably the catch arm 14.2 of the rotary latch 14, and the damping element 16. This brakes the rotary latch 14 and thus dampens it.

[0034] The damping element 16 is designed in such a way that in the main detent position I it has a slight overlap x with the rotary latch, in particular the catch arm 14.2, and thus has a small / low counterforce. The further the rotary latch 14 is rotated in overtravel, the greater the overlap x with the damping element 16 becomes and more material has to be displaced. Due to the shape and contour, the increase in force is not linear but exponential. The shape and contour enables the pawl 15.1, 15.2, in particular the second pawl 15.2, to fall easily into the main detent position I and then a rapid braking of the rotary latch 14. The overtravel is small and the impact noise of the rotary latch 14 on the pawl 15.2 when rotating back from the overtravel position to the main detent position I is reduced.

[0035] Fig. 2 shows the embodiment of Fig. 1 from a different, here lateral, perspective, so that the axial e can be seen. The lock case or the lock plate 11, on which the rotary latch 14 is mounted, is again shown. In addition, the axis 17 for the damping element 16 is arranged on the lock plate 11, preferably formed by or through the lock plate 11. The damping element 16 is plugged onto the axis 17, enabling simple assembly. During assembly, the damping element 16 therefore only needs to be plugged onto the axis 17. The damping element 16 thus has a recess in which the axis can be arranged. According to the invention, the damping element 16 is preferably arranged in the same plane as the rotary latch 14. In addition, the damping element 16 and the rotary latch 14 have essentially the same or comparable height in their axial extension e.In addition, the axis of the rotary latch and the axis 17 of the damping element 16 are preferably arranged parallel to each other on the lock plate 11 or the lock case.

[0036] From Fig. 2 it can be seen or at least deduced that the overlap between the rotary latch 14 and the damping element 16 is variable. This change in the overlap is caused by the position of the rotary latch 14 and thus the force acting from the rotary latch 14 on the damping element 16. The contour or shape of the damping element 16 is decisive for the development of the damping characteristic curve. According to the invention, the damping element, as shown in Fig. 2, is equipped with a first diameter di and a second diameter d2 which differs from the first diameter di. In the view shown, the diameter d2 is formed in the central region of the axial extension. Starting from the region with the diameter d2, the diameter decreases in both directions along the axial extension up to the diameter di. As a result, the damping element has a conical or funnel-shaped extension.

[0037] If the rotary latch 14 hits the damping element 16 during the closing process or during the closing process, the rotary latch 14, in particular the catch arm of the rotary latch, first comes into contact with the diameter d2 of the damping element 16. Due to the shape of the damping element 16, the contact surface is small in the area of ​​the diameter d2, so that the associated overlap between the rotary latch 14 and the damping element 16 is correspondingly small. The further the rotary latch is turned towards the overstroke position, the damping element 16 deforms and the overlap increases. The diameter d2 decreases as a result of the deformation and approaches the diameter di. This enlarges the contact or bearing surface on the damping element and consequently the counterforce increases. The further the rotary latch 14 is turned in the overstroke position, the greater the overlap x with the damping element 16 and more material has to be displaced. Due to the shape orThe force increase is therefore not linear but exponential.

[0038] Fig. 3 shows a motor vehicle lock 100 with movable parts 110 and motor vehicle locks 10 according to the invention. The movable parts 110 are designed, for example, as a side door, tailgate, and hood or frunk. A motor vehicle lock 10 according to the invention can be used in all of the movable parts shown.

[0039] 10 vehicle lock

[0040] 11 Lock plate Z-case

[0041] 12 lock housings

[0042] 13 locking devices

[0043] 14 rotary latch

[0044] 14.1 Load arm

[0045] 14.2 Tentacle

[0046] 14.3 Rotation axis of the rotary latch

[0047] 15.1 first pawl

[0048] 15.2 second pawl

[0049] 16 Damping element

[0050] 17 Axis for damping element

[0051] 18 lock holders

[0052] 19 Inlet mouth

[0053] 20 reinforcement plate

[0054] 100 vehicles

[0055] 110 moving part

[0056] I Locking position / main locking position di, d2 Diameter of damping element e Axial extension of the damping element x Coverage

Claims

Patent claims 1. Motor vehicle lock (10) for a movable part (110) of a vehicle (100), comprising a lock plate (11) and a lock housing (12), wherein a locking mechanism (13) with a rotary latch (14) and at least one pawl (15.1, 15.2) is mounted on the lock plate (11), wherein the rotary latch (12) can be locked in at least one locking position (1) by means of the at least one pawl (15.1, 15.2), further comprising at least one damping element (16), wherein the damping element (16) is arranged on an axis (17) in the lock housing (12) or on the lock plate (11) in such a way that at least the rotary latch (14) can be brought into contact with the damping element (16), and that the at least one damping element (16) has a progressive damping characteristic curve (a), characterized in that the The rotary latch (14) and the damping element (16) have an overlap (x) at least in sections, at least in a main locking position (I) of the locking mechanism (13).

2. Motor vehicle lock (10) according to claim 1, characterized in that the shape of the damping element (16), in particular in the region of the overlap (x), is designed such that the increase in force on the damping element (16) is exponential.

3. Motor vehicle lock (10) according to claim 1 or 2, characterized in that the damping element (16) is rotationally symmetrical and the diameter (di, d2) of the damping element (16) changes in the course of its axial extension (e).

4. Motor vehicle lock (10) according to one of the preceding claims, characterized in that the rotary latch (14) and the damping element (16) have a greater overlap (x) in an overtravel position of the rotary latch (14) than in the main locking position (I).

5. Motor vehicle lock (10) according to one of the preceding claims, characterized in that the damping element (16) is mounted on the axis (17), in particular the axis (17) is arranged in the region of the overstroke position.

6. Motor vehicle lock (10) according to one of the preceding claims, characterized in that the rotary latch has a load arm (14.1) and a catch arm (14.2), wherein the damping element (16) cooperates at least with the catch arm (14.2).

7. Motor vehicle lock (10) according to one of the preceding claims, characterized in that the damping element (16) is arranged starting from an inlet mouth (18) of the lock (10) behind a rotation axis (14.3) of the rotary latch (14).

8. Motor vehicle lock (10) according to claim 7, characterized in that the damping element (16) cooperates with a side of the catch arm (14.2) facing away from the inlet mouth (18).

9. Motor vehicle lock (10) according to one of claims 1 to 8, characterized in that the damping element (16) is rotatably mounted on the axis (17).

10. Motor vehicle lock (10) according to one of the preceding claims, characterized in that the rotary latch (14) is designed in two parts and in a sandwich-like manner and the damping element (16) interacts with only one of the two parts.

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