Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, comprising a locking mechanism (2, 3), an actuating lever assembly (4, 5) acting on the locking mechanism (2, 3), and a blocking element (4). The blocking element (4) interrupts the actuating lever assembly (4, 5) in the event of acceleration forces of a predetermined magnitude occurring (in the event of a crash). During normal operation, the blocking element (4) closes the actuating lever assembly (4, 5) in order to open the locking mechanism (2, 3). Moreover, a manually actuatable handle (6, 7) is provided for acting on the actuating lever assembly (4, 5). According to the invention, the handle (6, 7) is connected to the actuating lever assembly (4, 5) with the interposition of an actuating rod (8, 9).

Description

[0001] Description

[0002] Motor vehicle lock

[0003] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, with a locking mechanism, further with an actuating lever mechanism acting on the locking mechanism, further with a locking element which interrupts the actuating lever mechanism when acceleration forces of a predetermined magnitude occur (crash case) and closes to open the locking mechanism in normal operation, and with a manually operable handle for actuating the actuating lever mechanism.

[0004] Automotive locks, and especially automotive door locks, are often designed in the event of a crash so that the operating lever chain or lever mechanism is either interrupted or blocked. This is achieved by the locking element, which, in the event of acceleration forces of a predetermined magnitude during a crash, either blocks or interrupts the operating lever mechanism.

[0005] German patent DE 198 03 871 A1 concerns a motor vehicle lock in which the actuating lever mechanism is blocked in the event of a crash. Claim 1 refers to a blocking, housing-fixed locking position into which a corresponding lock actuating element is moved. While such a blockage prevents the actuating lever mechanism from deflecting, it becomes problematic when rescue personnel arriving after a crash intend to open the corresponding vehicle door. This is because the blockage of the actuating lever mechanism can cause deformations resulting from the crash, potentially preventing or even completely preventing the subsequent opening of the vehicle door.For this reason, the prior art according to DE 10 2013 110 752 A1 is designed such that the locking element interrupts the actuating lever mechanism when acceleration forces of a predetermined magnitude occur, i.e., in the event of a crash, and closes to open the locking mechanism during normal operation. The design is such that, in the event of a crash, the locking element elastically deforms a spring while continuously interrupting the actuating lever mechanism, and during normal operation, it slides along the spring to close the actuating lever mechanism.

[0006] According to the prior art described in DE 600 25 126 T2, an actuator is provided which is equipped with a substantially rigid, longitudinally extended part for actuating a lock. A locking element is not used in this context.

[0007] Even in the case of the further state of the art according to DE 10 2011 014 829 A1, the procedure is ultimately the same: the locking element implemented at this point ensures a blockage of the actuating lever mechanism. For the reasons already described, this is disadvantageous insofar as a blockage of the actuating lever mechanism after a crash makes opening the door difficult or, in some cases, even impossible.

[0008] The prior art defined in DE 10 2013 110 752 A1 has generally proven effective, but still offers room for further improvements. For example, the exterior door handle in that patent provides a pulling force to the actuating lever mechanism. How this is implemented in detail remains unclear. Typically, a Bowden cable is used as the connecting element between the exterior door handle and a corresponding actuating lever or external actuating lever of the actuating lever mechanism. In the event of a crash, there is a general possibility that the locking element will not pivot, or will not fully pivot, into its crash-related locking position from its normal position.If, in addition, a possible deformation of the outer door panel causes the Bowden cable, which connects the outer door handle to the operating lever or external operating lever, to be subjected to stress, this can consequently and unintentionally lead to the door opening in the event of a crash. This is where the invention comes into play.

[0009] The invention is based on the technical problem of further developing such a motor vehicle lock, and in particular a motor vehicle door lock, in such a way that crash safety is improved once again compared to the prior art.

[0010] To solve this technical problem, a generic motor vehicle lock, and in particular a motor vehicle door lock, is characterized within the scope of the invention in that the handle is connected to the actuating lever mechanism via an intermediate actuating rod. Thus, within the scope of the invention, a rigid actuating rod is expressly used to couple the handle to the actuating lever mechanism. In contrast, the prior art typically uses a Bowden cable or another flexible pull rod at this point.

[0011] The invention's use of an actuating rod for the mechanical connection of the handle to the actuating lever mechanism results in improvements in crash safety compared to the prior art. This is essentially due to the fact that the deformation of a door skin, or more generally of the vehicle door equipped with the vehicle lock, typically associated with a crash usually corresponds to the actuating rod being subjected to pressure. This pressure on the actuating rod is therefore disadvantageous for opening the lock. For this reason, the design according to the invention is generally such that the actuating rod is subjected to a pulling force by means of the handle during normal operation. That is, the actuating rod is preferably subjected to a pulling force by means of the handle in order to drive the actuating lever mechanism to open the lock during normal operation.

[0012] In the event of a crash, the locking element first ensures that it pivots from its normal position, which is the closed position of the operating lever mechanism during normal operation. As a result, the operating lever mechanism is interrupted, so that any crash-related impacts on the handle and consequently the operating rod are effectively dissipated relative to the locking mechanism. The lock therefore remains closed in the event of a crash, providing optimal protection for the occupants because the corresponding vehicle door also retains its closed position. The locking element assumes its locked position in the event of a crash.

[0013] According to the invention, any deformations associated with a crash are also advantageously controlled and cannot lead to unintended door openings. This is because such door deformations typically act on the actuating rod used at this point in the same direction or at a right angle to its longitudinal extension.

[0014] The invention is based on the understanding that the actuating rod, which is largely longitudinally extended, is arranged in the longitudinal direction of the vehicle (or the vehicle's vertical axis). Any crash forces or deformation forces in this longitudinal direction (e.g., in a frontal impact) therefore cause the actuating rod to be essentially compressed. This prevents any pulling or unintended stress on the actuating rod in the event of a crash and reliably prevents unintended opening of the locking mechanism.

[0015] This is further enhanced by the fact that the actuating rod is advantageously equipped with at least one bend. Since this bend is located along the longitudinal axis of the actuating rod, crash forces in this longitudinal direction, and thus in the longitudinal direction of the vehicle, consequently promote the compression of the actuating rod by the crash forces. All of this contributes to preventing unintended locking openings.

[0016] If, however, acceleration forces acting transversely to the longitudinally extended actuating rod (side impact) act upon it, the design with the rigid actuating rod and its advantageously pulling action during normal operation for opening the locking mechanism also offers advantages in terms of crash safety. This can be attributed to the fact that, in such a case and with acceleration forces acting perpendicular to the actuating rod, any deformations of the longitudinally extended actuating rod are observed transversely to the longitudinal direction of the vehicle, i.e., in the transverse direction. Such transverse deformations of the longitudinally extended actuating rod also do not lead to the locking mechanism being unintentionally opened in the event of a crash.Such transverse deformations of the longitudinally extended actuating rod can be interpreted similarly to the compressions described previously, as resulting in an overall shortening of the actuating rod in its longitudinal direction. This reduces the probability of the locking mechanism unintentionally opening in a crash. This is where the main advantages lie.

[0017] It has proven effective for the locking element to be an integral part of the operating lever mechanism. Furthermore, the design can be such that the locking element is pivotally connected to an operating lever as part of the operating lever mechanism. The operating lever can be an external lever, which in turn is coupled to the longitudinally extending operating rod. The operating rod is then connected to the handle, which is or can be an external door handle. Of course, an internal door handle (or both) is also possible at this point.

[0018] Since the locking element is usually rotatably or pivotally connected to the actuating lever in question, it can, in principle, be designed independently of the actuating lever. Furthermore, the locking element is advantageously configured to actuate a clutch lever of the actuating lever mechanism. However, it is also possible for the locking element to act directly on a pawl as part of the locking mechanism consisting of a rotary latch and pawl. In normal operation and when the actuating lever is pulled, the locking element releases the pawl from its detent engagement with the rotary latch when the locking mechanism is closed. As a result, the rotary latch is released from the pawl and can open with spring assistance. A previously engaged locking bolt is then released.

[0019] The locking element or locking lever itself can be designed as a multi-arm lever. As already explained, the locking element is generally a locking lever rotatable about an axis. This locking lever or multi-arm lever advantageously has a release arm. This release arm is generally used to actuate the pawl directly or indirectly. That is, the release arm, as a component of the multi-arm lever or locking lever, is designed to actuate the pawl of the locking mechanism and / or the previously mentioned clutch lever, if such a clutch lever is implemented.

[0020] The invention is explained in more detail below with reference to a drawing that illustrates only one embodiment; the drawing shows: Fig. 1 the motor vehicle lock according to the invention in a schematic overview and

[0021] Fig. 2 shows a detail from Fig. 1.

[0022] The figures show a motor vehicle lock, which in this exemplary embodiment is a motor vehicle door lock. Figure 1 illustrates that the motor vehicle door lock is located inside a motor vehicle door 1. In this exemplary embodiment, and without limitation, the motor vehicle door 1 is a motor vehicle side door 1. The motor vehicle door lock according to the invention is located inside the motor vehicle door 1 in the area of ​​a rear edge in the direction of travel. Furthermore, the motor vehicle door lock interacts with a lock holder (not shown) located on a motor vehicle body.

[0023] The vehicle door lock essentially consists of a locking mechanism 2, 3 comprising a rotary latch 2 and a locking pawl 3, as can be seen in the detailed representation in Fig. 2. Furthermore, an actuating lever assembly 4, 5 is provided, which, according to the exemplary embodiment, includes an actuating lever 5 and a locking element 4. Of course, more levers are also conceivable. A handle 6, 7 acts manually on the actuating lever assembly 4, 5. The handle 6, 7 can be an exterior door handle 7, an interior door handle 6, or both.

[0024] According to the invention, the handle 6, 7 is connected to the motor vehicle door lock by means of a rigid actuating rod 8, 9. The actuating rod 8, 9 is, on the one hand, a

[0025] The interior actuating rod 8 and, on the other hand, an exterior actuating rod 9. The interior actuating rod 8 is connected to the interior door handle 6, while the exterior actuating rod 9 establishes a mechanical connection from the exterior door handle 7 to the vehicle door lock.

[0026] It can be seen that the actuating rod 8, 9 is designed to be largely longitudinally extended. Furthermore, the design is such that the locking element 4, as part of the actuating lever mechanism 4, 5, ensures that the actuating lever mechanism 4, 5 is closed during normal operation. This is shown as a solid line in Fig. 2. However, in the event of a crash, the locking element 4 is moved from its normal position (shown as a solid line) to the locked position (shown as a dashed line). In this case, the locking element 4 ensures that the actuating lever mechanism 4, 5 is interrupted.

[0027] It can be seen that the actuating rod 8, 9 in question is equipped with at least one bend 8a, 9a in its longitudinal extension. The bend 8a, 9a promotes deformation of the actuating rod 8, 9, both in its longitudinal extension and transversely to it. Furthermore, in the exemplary embodiment, the actuating rod 8, 9 is actuated by means of the handle 6, 7, as indicated by a corresponding arrow in Fig. 2, where the interior door handle 6 is schematically indicated by the corresponding arrow at this point. The locking element 4 is a component of the actuating lever assembly 4, 5. Moreover, the locking element 4 is designed independently of the actuating lever 5, namely, it is rotatably mounted on the actuating lever 5. An additional possible and conceivable clutch lever as a further component of the actuating lever assembly 4, 5 is not shown.In this exemplary embodiment, the locking element 4 is a locking lever 4, which is rotatably mounted about an axis 10. The axis 10 is located on the actuating lever 5 and is defined, for example, by a pin 10 that extends through the actuating lever 5. The pin 10 thus also serves as the pivot axis for the actuating lever 5. In the normal operation or normal position of the locking lever 4, shown in solid lines in Fig. 2, a pin 11 ensures the positioning and contact of the locking lever 4 with the pin 11. This allows the locking lever 4 to engage the pawl 3 during normal operation when the actuating lever 5 pivots about its axis 10.If a crash occurs, as depicted in the dashed line, the impacting crash forces or acceleration forces F cause the locking lever 4 to traverse a ramp at stop 11, thus allowing the locking lever 4 to assume the crash position shown in the dashed line. The stop 11 can also be spring-loaded or deformable to allow the locking lever 4 to move into its crash position.

[0028] It can be seen that the locking lever 4 is designed as a multi-arm lever. In the exemplary embodiment, the locking lever 4 is designed as a two-arm lever, which has a release arm 4a and an inertia arm 4b. In normal operation, and as shown in the solid line in Fig. 2, the release arm 4a can interact with the locking pawl 3. In the example shown, this is achieved by pulling on the interior door handle 6. As a result, the actuating lever 5 pivots about the axis 10 in the counterclockwise direction indicated there. This causes the locking element 4 to move against the locking pawl 3 in its normal position. This causes the locking pawl 3 to pivot in the counterclockwise direction indicated here, and, starting from the closed position of the locking mechanism 2, 3 shown, it disengages from the rotary latch 2. As a result, the rotary latch 2 can open clockwise and release a previously trapped locking bolt.

[0029] However, if the locking mechanism engages or a crash occurs, the locking element 4 pivots clockwise around axis 10 into its locked position (shown with a dashed line). This renders any force applied to the actuating lever 5 around axis 10 with respect to the pawl 3 ineffective, because such a counterclockwise force on the actuating lever 5 causes the locking element 4, deflected into the locked position, to pass the pawl 3. Consequently, the locking mechanism 2, 3 remains in its closed position during a crash, provided the locking element 4 is in the locked position.

[0030] According to the invention, the pulling action on the actuating rod 8, 9 using the associated handle 6, 7 essentially ensures that the actuating rod 8, 9 does not unintentionally open, or cannot open, the locking mechanism 2, 3 in the event of a crash or any deformation. For this purpose, the inner actuating rod 8 is not only longitudinally extended, but also arranged in the longitudinal direction of the vehicle (X-direction) indicated in Fig. 1. In contrast, the outer actuating rod 9 in the exemplary embodiment extends predominantly in the vertical direction (Z-direction) of the vehicle. A crash corresponds to the fact that, for example, in a frontal impact of the associated vehicle, the acceleration or crash forces F act on the actuating rod 8, 9 in the longitudinal direction (X-direction). Any deformation forces also act predominantly in this direction or lead to a compression or deformation of the actuating rod 8,9.

[0031] As a consequence, the inner actuating rod 8, located in the relevant X or longitudinal direction, may be compressed during this process. In contrast, the outer actuating rod 9 is subjected to the acceleration forces F in the vehicle's longitudinal or X direction at a virtually perpendicular angle to its longitudinal extent in the Z direction. In both cases, this results in the actuating rod 8, 9 being compressed to some extent or undergoing a deformation such that its length generally decreases.

[0032] This reduction in length of the respective actuating rod 8, 9 in its longitudinal direction is directed opposite to the pulling force by which the respective handle 6, 7 acts on the associated actuating rod 8, 9. This reduces the overall probability that, in the event of a crash, the actuating rod 8, 9 will be unintentionally actuated and the locking mechanism 2, 3 will be opened.

[0033] This applies equally to the case of a crash involving a side impact. In this case, corresponding crash and deformation forces (not shown here) act in the vehicle's transverse or Y-direction. This again leads to the deformation of the two actuating rods 8, 9, each at right angles to their longitudinal extent. The deformation of the actuating rods 8, 9 is in turn accompanied by a compression or reduction in length, which is directed opposite to the pulling force exerted during normal operation for opening the locking mechanism 2, 3. This means that, even in the case of a side impact, the overall probability decreases that, in the aforementioned crash scenario, unintended actuation movements of the actuating rods 8, 9 will cause the locking mechanism 2, 3 to open unintentionally.

[0034] In any case, the pulling action on the respective actuating rod 8, 9 to open the locking mechanism 2, 3 occurs in normal operation in the same direction or at a right angle to the direction of the acceleration forces F. In a frontal impact, the actuating rod 8, 9 is subjected to a pulling action in the X or Z direction, i.e., in the same direction or at a right angle to the acceleration force F acting in the X direction. In the event of a side impact with an acceleration force in the Y direction, the direction of the pulling movement is perpendicular to this, namely in the X direction for actuating rod 8 and in the Z direction for actuating rod 9. The main advantages are evident here. Reference numeral list

[0035] Motor vehicle door 1

[0036] Lock 2, 3

[0037] Rotary trap 2

[0038] Locking pawl 3

[0039] Locking element 4

[0040] Locking lever 4

[0041] Inertia arm 4b

[0042] Actuating lever mechanism 4, 5

[0043] Actuating lever 5

[0044] Handle 6, 7

[0045] Interior door handle 6

[0046] Exterior door handle 7

[0047] Internal confirmation rod 8

[0048] Offset 8a, 9a

[0049] Actuating rod 8, 9

[0050] External operating rod 9

[0051] Axis 10

[0052] Cones 10

[0053] Attack 11

[0054] Acceleration forces F

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism (2, 3), further with an actuating lever mechanism (4, 5) acting on the locking mechanism (2, 3), further with a locking element (4) which interrupts the actuating lever mechanism (4, 5) when acceleration forces of a predetermined magnitude occur (crash case) and closes to open the locking mechanism (2, 3) in normal operation, and with a manually operable handle (6, 7) for actuating the actuating lever mechanism (4, 5), characterized in that the handle (6, 7) is connected to the actuating lever mechanism (4, 5) by means of an actuating rod (8, 9).

2. Motor vehicle lock according to claim 1, characterized in that the actuating rod (8, 9) is designed to be largely longitudinally extended.

3. Motor vehicle lock according to claim 1 or 2, characterized in that the actuating rod (8, 9) has at least one bend (8a, 9a).

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the actuating rod (8, 9) is actuated by pulling force to open the locking mechanism (2, 3).

5. Motor vehicle lock according to claim 4, characterized in that the pulling force on the actuating rod (8, 9) and acceleration forces (F) in the event of a crash run in approximately the same direction or at right angles to each other.

6. Motor vehicle lock according to one of claims 1 to 5, characterized in that the locking element (4) forms a component of the actuating lever assembly (4, 5).

7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the locking element (4) is designed independently of an actuating lever (5) and is designed to actuate a clutch lever of the actuating lever assembly (4, 5).

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that the locking element (4) is designed as a locking lever (4) rotatable about an axis (10).

9. Motor vehicle lock according to claim 8, characterized in that the locking lever (4) is designed as a multi-arm lever with at least one release arm (4a).

10. Motor vehicle lock according to claim 9, characterized in that the release arm (4a) is designed for direct or indirect actuation of the pawl (3) of the locking mechanism (2, 3) and / or the clutch lever.

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