Motor vehicle lock, in particular motor vehicle boot lock

Abstract

The present invention relates to a motor vehicle lock and in particular a motor vehicle boot lock, which is provided with: a locking mechanism (2, 3) substantially comprising a rotary latch (2) and pawl (3); an actuating lever assembly (4, 5) acting on the locking mechanism (2, 3); and a blocking lever (6). The blocking lever (6) blocks the actuating lever assembly (4, 5) at least in the event of acceleration forces (F) of a predetermined magnitude occurring (in the event of a crash) and releases it in normal operation. According to the invention, in the event of a crash, the blocking lever (6) and the actuating lever (4) hold the pawl (3) between them in its closed position engaged in the rotary latch (2).

Description

[0001] Description

[0002] Motor vehicle lock, in particular motor vehicle tailgate lock

[0003] The invention relates to a motor vehicle lock, in particular a motor vehicle tailgate lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, furthermore with an actuating lever mechanism acting on the locking mechanism, and with a locking lever which blocks the actuating lever mechanism at least when acceleration forces of a predetermined magnitude occur, for example in an accident (crash case) and releases it in normal operation, wherein the pawl and an actuating lever of the actuating lever mechanism acting on the pawl are mounted axially aligned with each other.

[0004] The operating lever mechanism typically comprises one or more levers. Most commonly, an internal operating lever, an external operating lever, and a release lever are used. When the operating lever mechanism is actuated, for example, by an electric motor or a door handle, the lock, which is in the closed position, can be opened. For this purpose, the release lever typically engages the locking pawl of the lock and lifts it from its retracted position into the rotary latch. The rotary latch then opens with spring assistance, releasing a previously engaged locking bolt. This allows a vehicle door equipped with the corresponding lock to be opened. This is usually a tailgate, while the locking bolt is located on the body side.

[0005] In an accident or crash, high or abnormal acceleration forces typically occur, usually expressed in units of gravitational acceleration (g). In fact, acceleration forces observed in a crash can be several times greater than the acceleration due to gravity (g). As a result, the vehicle lock is subjected to considerable inertial forces, which can lead to the unintentional opening of the lock mechanism and / or the operating lever. This is often associated with the unintended opening of the corresponding vehicle door or tailgate and must be prevented at all costs to ensure that safety devices located in or on the vehicle door, such as side airbags or any additional side-impact protection system, can function effectively.Furthermore, only closed vehicle doors are able to absorb the structural deformation forces that occur in a crash, thus optimally protecting the occupants from any consequences of the accident.

[0006] The prior art according to DE 10 2017 102 549 A1 concerns a motor vehicle lock in which the release lever can be coupled to an additional actuating lever by means of a clutch lever. A control lever is provided to guide the clutch lever. The control lever can, in turn, interact with an inertia lever. This is intended to provide a structurally simple and cost-effective method for securing a motor vehicle lock in the event of an accident. However, this requires a large number of levers, namely the release lever, the clutch lever, the control lever, and an inertia lever, which not only results in a bulky design but can also be problematic with regard to proper functioning. This is because the aforementioned levers are not moved, or hardly moved, under normal operating conditions and are practically only used in the event of an accident.Depending on climatic and environmental conditions as well as the lifespan of a vehicle equipped with this system, this can lead to functional impairments.

[0007] In the prior art defined by EP 2 673 437 B1, a structurally improved solution is implemented at this point. However, the approach taken there is that the locking lever is elastically connected to the release lever of the actuating lever mechanism by means of a coupling. The moment of inertia of the locking lever is designed such that, in the event of a crash, the locking lever maintains its position relative to the actuating lever mechanism due to the acting inertial forces. Specifically, this is implemented by the locking lever blocking the release lever in both normal, unextended operation and in the event of a crash, and only releasing it for normal, deflected operation. The elastic coupling, implemented by a spring, is subject to aging effects and can generally diminish in effectiveness, especially when considering time intervals of several years or even several decades. That is to say,In this case, too, improvements in functional reliability can be achieved over long timescales. This also applies in light of the fact that increasingly higher acceleration forces are observed in crashes today, which can reach values ​​of up to 45 g. This can be attributed to increased speeds and masses of motor vehicles.

[0008] The invention is therefore based on the technical problem of further developing such a motor vehicle lock, and in particular a motor vehicle tailgate lock, in such a way that, with a simple and cost-effective design, permanent functionality is ensured even under high inertial forces.

[0009] To solve this technical problem, a generic motor vehicle lock within the scope of the invention is characterized in that, in the event of a crash, the locking lever and the actuating lever together hold the locking pawl in its closed position engaged in the rotary latch.

[0010] According to the invention, the locking lever and the actuating lever are used together to hold the locking pawl in place during a crash. The invention is based on the understanding that, in a crash, the locking mechanism is in its closed position, in which the locking pawl has engaged the rotary latch and holds it in its closed position. To ensure that this closed position is maintained during a crash and that a corresponding vehicle door or tailgate cannot open, the locking lever and the actuating lever together ensure that the locking pawl retains its engaged position relative to the rotary latch, and consequently, that the locking mechanism continues to assume and maintain its closed position. This effectively prevents unintentional door openings with the consequences described above.

[0011] The invention is based on the understanding that, due to the combined effect of the locking lever and the actuating lever, even particularly large inertial forces, amounting to several tens of grams, can be controlled. At the same time, the use of only the locking lever and the actuating lever minimizes both the design effort and the manufacturing costs.

[0012] Furthermore, the locking lever is normally in constant contact with the actuating lever, both during normal operation and in the event of a crash. This ensures that the locking lever is engaged not only during a crash but also during normal operation, thus preventing any potential functional impairments caused by seizing, corrosion, etc., from the outset and by design. This is because every engagement of the actuating lever during normal operation also causes the locking lever to move along with the actuating lever due to its continuous contact with the actuating lever. This ensures its functionality even over extended periods.

[0013] In a further advantageous embodiment, the locking lever is mounted axially aligned with the rotary latch. This results in a particularly compact and cost-effective solution. Essentially, only two bearing pins are required, which are anchored in a lock case housing the locking mechanism and define the relevant axis or axis of rotation. A first bearing pin serves to mount the locking pawl and the actuating lever of the lever mechanism that engages it axially. The second bearing pin then assumes the function of the common axis or axis of rotation for the locking lever and the rotary latch.

[0014] The locking lever is designed as a single-arm lever with an attached inertia arm. This design allows the position of the locking lever's center of gravity to be determined. Typically, the design positions the locking lever's center of gravity at a distance from its axis.

[0015] In this context, it has also proven advantageous to position the center of gravity below (or above) the axis used for its support. As is well known, the axis or axis of rotation is the same axis that also causes the rotation of the rotary latch. In this way, in the event of a crash, inertial forces acting on the center of gravity can generate a torque with respect to the respective axis.

[0016] The locking lever, in turn, has a stop surface for an arm of the actuating lever. The torque generated at the locking lever in the event of a crash ensures that the locking lever exerts a force on the actuating lever, holding the pawl in its closed position, engaged in the rotary latch. Generally, the actuating lever is designed as a release lever for the pawl. Furthermore, the design is such that the release lever engages with a pin in a corresponding receptacle of the pawl.

[0017] The result is a vehicle lock, and in particular a tailgate lock, with a simple design. Furthermore, the presented solution reliably manages high inertial forces without causing unintentional door opening. This is primarily due to the fact that, in the event of a crash, the locking lever and the actuating lever together hold the locking pawl in its closed position, engaged in the rotary latch. This is where the key advantages lie.

[0018] The invention is explained in more detail below with reference to a drawing that illustrates only one embodiment. The single figure, Fig. 1, shows an overview of the motor vehicle lock according to the invention.

[0019] Figure 1 shows a motor vehicle lock, which, according to the exemplary embodiment and without limitation, is a motor vehicle tailgate lock. This lock is equipped with a lock case 1 and a locking mechanism 2, 3 rotatably mounted in the lock case 1, consisting essentially of a rotary latch 2 and a pawl 3. An actuating lever assembly 4, 5, which engages the locking mechanism 2, 3, is also visible. Furthermore, a locking lever 6 is provided, which blocks the actuating lever assembly 4, 5 at least when acceleration forces F of a predetermined magnitude occur, for example, in an accident (crash). In normal operation and in the absence of acceleration forces F, the locking lever 6 releases the actuating lever assembly 4, 5.

[0020] Consequently, in normal operation, pivoting movements of an actuating lever 4 about its axis 7 in the counterclockwise direction indicated in Fig. 1 cause the locking pawl 3 to be lifted from its engagement with the rotary latch 2 in the closed state shown in Fig. 1. In the exemplary embodiment, this is achieved by pivoting the actuating lever 4 about its axis 7 in the relevant counterclockwise direction using an attached handle 5.

[0021] In this embodiment, the actuating lever 4 is a release lever 4. The release lever 4 engages with a pin 4a in a corresponding pin receptacle 3a of the pawl 3. As a result, counterclockwise movements of the actuating lever or release lever 4 about its axis 7 are transmitted coaxially and in phase to the pawl 3, which is mounted coaxially. That is, the release lever 4 and the pawl 3 are rotationally coupled to each other. The pawl 3 is thereby lifted from its engagement with the rotary latch 2, and the locking mechanism 2, 3 can open. A locking bolt, previously engaged by the rotary latch 2 and not explicitly shown, is released. The corresponding vehicle door can then be opened.

[0022] That is, the pawl 3 and the actuating lever or release lever 4 of the actuating lever mechanism 4, 5, which acts upon the pawl 3, are each rotatably mounted on the respective axis 7 with respect to the common axis 7. In the event of a crash, and according to the invention, the pawl 6 and the actuating lever 4 together hold the pawl 3 in its closed position, engaged in the rotary latch 2. This is indicated in Fig. 1. The design is further such that the pawl 6 is continuously in contact with the actuating lever 4, i.e., both during normal operation and in the event of a crash. As a consequence, every actuation of the actuating lever or release lever 4 in normal operation, in the indicated counterclockwise direction around the axis 7, causes the pawl 6 to move as well. This ensures its continuous operational reliability, as already described in the introduction.

[0023] It can be seen that the locking lever 6 is mounted on the same axis as the rotary latch 2. In fact, the rotary latch 2 and the locking lever 6 share a common axis 8. Each axis 7, 8 is defined by a bearing boss, which in turn is anchored in the lock case 1. The release lever 4 and the locking pawl 3 are each rotatably mounted by means of the bearing boss of axis 7. The bearing boss of axis 8 ensures the common rotatable mounting of the rotary latch 2 and the locking lever 6.

[0024] It can be seen that the locking lever 6 is not only designed as a single-arm lever, but also has an attached inertia arm 6a. In this way, the locking lever 6 is equipped with a center of gravity S which, according to the exemplary embodiment, is spaced apart from the associated axis 8.

[0025] In fact, the distance A is shown in Fig. 1.

[0026] Furthermore, the design is such that, in the illustrated embodiment and in top view, the center of gravity S is located below the axis A for the rotary latch 2 and the locking lever 6. In this way, the acceleration forces and inertial forces F acting on the center of gravity S in the event of a crash generate a torque M with respect to the axis 8, which is also indicated in Fig. 1. The torque M corresponds to a counterclockwise rotation of the locking lever 6 about the axis 8.

[0027] The locking lever 6 has a stop surface 6b for an arm 4b of the actuating lever 4. In the event of a crash, the torque M with respect to the axis 8, caused by the acceleration forces or inertial forces F, causes the locking lever 6 to exert a further force K on the actuating lever 4, which holds the pawl 3 in its closed position engaged in the rotary latch 2, as shown in Fig. 1. That is, in the event of a crash, the actuating lever 4 is actuated clockwise with respect to its axis 7 by means of the locking lever 6 and the generated force K, so that the pawl 3, which is mounted coaxially and non-rotatably connected to the actuating lever 4, is also actuated clockwise about the common axis 7. This results in the pawl 3 being held in the position engaged in a detent of the rotary latch 2. Unintentional opening of the lock is therefore not possible.Reference numeral list.

[0028] Lockbox 1

[0029] Lock 2, 3

[0030] Rotary trap 2

[0031] Locking pawl 3

[0032] Pin holder 3a

[0033] Actuating lever mechanism 4, 5

[0034] Release lever 4

[0035] Cone 4a

[0036] Locking lever 6

[0037] Inertia arm 6a

[0038] Stop surface 6b

[0039] Axis 7

[0040] Axis 8

[0041] Distance A

[0042] Acceleration forces, inertial forces F

[0043] Force K

[0044] Torque M

[0045] Focus S

Claims

Patent claims 1. Motor vehicle lock, in particular a motor vehicle tailgate lock, with a locking mechanism (2, 3) consisting essentially of a rotary latch (2) and a pawl (3), further with an actuating lever assembly (4, 5) acting on the locking mechanism (2, 3), and with a locking lever (6) which blocks the actuating lever assembly (4, 5) at least when acceleration forces (F) of a predetermined magnitude occur, for example in an accident (crash case) and releases it in normal operation, wherein the pawl (3) and an actuating lever (4) of the actuating lever assembly (4, 5) acting on the pawl (3) are mounted axonally to each other, characterized in that in the event of a crash the locking lever (6) and the actuating lever (4) together hold the pawl (3) in its closed position engaged in the rotary latch (2).

2. Motor vehicle lock according to claim 1, characterized in that the locking lever (6) is continuously in contact with the actuating lever (4), i.e. both in normal operation and in the event of a crash.

3. Motor vehicle lock according to claim 1 or 2, characterized in that the locking lever (6) is mounted on the same axis as the rotary latch (2).

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the locking lever (6) is designed as a single-arm lever with an attached inertia arm (6a).

5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the locking lever (6) has a center of gravity (S) spaced apart from its axis (8).

6. Motor vehicle lock according to claim 5, characterized in that the center of gravity (S) is arranged below (or above) the axis (8) in plan view, so that in the event of a crash, inertial forces or acceleration forces (F) acting on the center of gravity (S) generate a torque (M) with respect to the axis (8).

7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the locking lever (6) has a stop surface (6b) for an arm (4b) of the actuating lever (4).

8. Motor vehicle lock according to claims 6 or 7, characterized in that the torque (M) of the locking lever (6) generated in the event of a crash acts on the actuating lever (4) with a force (K) which holds the locking pawl (3) in its closed position engaged in the rotary latch (2).

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the actuating lever (4) is designed as a release lever (4) for the locking pawl (3).

10. Motor vehicle lock according to claim 9, characterized in that the release lever (4) engages with a pin (4a) in a pin receptacle (3a) of the locking pawl (3).

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