EP2342405B1 - Verrou pour véhicule à moteur - Google Patents

Verrou pour véhicule à moteur Download PDF

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Publication number
EP2342405B1
EP2342405B1 EP20090778625 EP09778625A EP2342405B1 EP 2342405 B1 EP2342405 B1 EP 2342405B1 EP 20090778625 EP20090778625 EP 20090778625 EP 09778625 A EP09778625 A EP 09778625A EP 2342405 B1 EP2342405 B1 EP 2342405B1
Authority
EP
European Patent Office
Prior art keywords
functional element
functional
pawl
motor vehicle
operating lever
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20090778625
Other languages
German (de)
English (en)
Other versions
EP2342405A1 (fr
Inventor
Simon Brose
Jürgen Zietlow
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2342405A1 publication Critical patent/EP2342405A1/fr
Application granted granted Critical
Publication of EP2342405B1 publication Critical patent/EP2342405B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/26—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like specially adapted for child safety
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/42—Cams
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/62—Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T70/00—Locks
    • Y10T70/50—Special application
    • Y10T70/5889—For automotive vehicles

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1 and a motor vehicle lock according to the preamble of claim 14.
  • the motor vehicle lock in question finds application in all types of closure elements of a motor vehicle. These include in particular side doors, rear doors, tailgates, trunk lids or hoods. These closure elements can basically be designed in the manner of sliding doors.
  • the known motor vehicle lock ( DE 102 58 645 B4 ), from which the invention proceeds, shows a motor vehicle lock with the closing elements lock latch and pawl.
  • the latch is in a conventional manner in an open position, brought into a Hauptscb Struktur ein and in a Vorsch Strukturberichtdian.
  • the pawl has the task to hold the latch in the two closed positions. To release the latch, the pawl can be lifted manually.
  • the known motor vehicle lock is also equipped with a lock mechanism that can be switched to different functional states. These are the functional states “unlocked”, “locked”, “theft-proof” and “child-proof”.
  • the functional state “unlocked” the associated motor vehicle door can be opened by actuating the inside door handle and the outside door handle.
  • the functional state “locked” can not be opened from the outside, but from the inside.
  • the functional state “theft-proof” can not be opened either from the outside or from the inside.
  • child-proof can be opened from the outside, but not from the inside.
  • the lock mechanism is equipped with a coupling arrangement in which a displaceable in a plane coupling pin cooperates with different control slots.
  • the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the structural design is simplified.
  • the functional element is assigned a bearing arrangement which is preferably located in an end region of the functional element.
  • the bearing assembly of the functional element comprises a ball socket and one with the ball socket in Engaging ball.
  • the height adjustment of the functional element of the adjustment of the lock mechanism is used in the corresponding functional states, such as the functional states "unlocked” and “sealed”.
  • the functional element for the realization of functional states of the lock mechanism provides a switchable coupling, wherein the functional element acts as a force-transmitting in the engaged state.
  • a control drive is provided with a control shaft on which the associated functional element is supported. This is structurally easy to implement.
  • the control shaft may have a plurality of juxtaposed control sections, which are assigned to different functional elements.
  • the functional element resiliently, in particular as a resilient bendable wire or strip to design and thereby to ensure the adjustability of the functional element in height solely by a bearing assembly and laterally solely by the flexibility of the functional element, or adjustability the functional element to ensure laterally solely by a bearing assembly and in height only by the flexibility of the functional element.
  • Fig. 1 to 3 and 4, 5 show two embodiments of a proposed motor vehicle lock, which has the closing elements lock latch and pawl 1. Furthermore, a lock mechanism 2 is provided which can be brought into different functional states such as “unlocked”, “locked”, “theft-proof” or “child-proof”. In general, the lock mechanism 2 ensures that the pawl 1 in dependence on the functional state by an operation of the outside door handle and / or the door inner handle or just not liftable. In an electric lock, the lock mechanism 2 can also only serve to couple an emergency operation with the pawl 1.
  • the term “lock mechanism” is thus to be understood in a broad sense.
  • this has at least one functional element 3 which can be adjusted into corresponding functional positions.
  • the lock mechanism 2 can thus bring into the desired functional states.
  • the functional element 3 is now in a partial area, here and preferably in an end region of the functional element 3 by means of a bearing assembly 3 a mounted so that the functional element 3 in relation to a reference plane R both side and in height, each substantially perpendicular to its longitudinal extent, is adjustable.
  • the introduction of the reference plane R serves here only the definition of the height adjustment on the one hand and the side adjustment on the other.
  • the height adjustment is associated with a change in the distance of the functional element 3 to the reference plane R.
  • a lateral adjustment of the functional element 3 is against it an adjustment of the functional element 3 substantially parallel to the reference plane R. height and lateral adjustments can overlap here, which leads to corresponding adjustments in relation to the reference plane R diagonal directions.
  • the reference plane R can be aligned largely arbitrarily. In a particularly preferred embodiment, however, the reference plane R is aligned substantially parallel to a flat side of the motor vehicle lock. With appropriate functional assignment of height adjustment and lateral adjustment, this is structurally advantageous, as will be explained below. In principle, however, the reference plane can also be aligned substantially perpendicular to a flat side of the motor vehicle lock.
  • the functional element 3 is preferably a lever-like functional element. This means that the functional element 3 is hinged in any way pivotally and has a lever arm, which then determines the longitudinal extent of the functional element 3.
  • the bias preferably leads to the fact that the functional element 3 always automatically returns to the starting position. This can be achieved that only a corresponding support of the functional element 3 is necessary to adjust the functional element 3. This will also be explained below.
  • the height adjustment and the lateral adjustment of the functional element 3 are preferably each based on a pivoting movement of the functional element 3. In principle, however, it can also be provided that either the height adjustment or the lateral adjustment of the functional element 3 is due to a pivotal movement of the functional element 3.
  • Each pivoting movement is associated with a geometric pivot axis 3b, 3c, each extending in an end region of the functional element 3.
  • the bearing assembly 3a has an elastic bearing element, on the one hand on the lock housing o. The like. Or fixed to the lock housing o. The like. Connected or to the lock housing o. The like. Is formed and on the other hand connected to the functional element 3 is.
  • the bearing assembly 3a has an elastic, possibly rubber-like region in which the functional element 3 is embedded.
  • the bearing assembly 3a has two mutually bearing-bearing bearing elements.
  • one bearing element is preferably fixed and the other bearing element is coupled or connected to the functional element 3.
  • friction or sliding friction between the two bearing elements prevails.
  • the bearing assembly 3a is at least partially designed in the manner of a sliding bearing. Of these, all embodiments are included which have at a height and / or lateral adjustment corresponding to each other sliding parts. Preferably, the bearing assembly 3a is designed as a pure sliding bearing.
  • the bearing assembly 3a of the functional element 3 is equipped with a first pivot bearing for the height adjustment and with a second pivot bearing for the lateral adjustment, wherein both pivot bearings are preferably located in an end region of the functional element 3.
  • a particularly compact arrangement can be achieved in that the two pivot bearings are arranged in the manner of a universal joint.
  • the arrangement according to a further preferred embodiment characterized in that the bearing assembly 3a is equipped with a ball-socket bearing.
  • the bearing assembly 3a is associated with a ball socket 3d and a ball 3e engaged with the ball socket 3d.
  • the ball is 3e arranged at one end of the functional element 3, while the ball socket 3d formed fixed, preferably on a housing of the motor vehicle lock, is arranged.
  • the adjustability of the functional element 3 can also comprise a linear movement in addition to a pivoting movement.
  • the bearing assembly 3a in particular for the height adjustment has a linear guide.
  • the bearing assembly 3a is not part of the functional element 3.
  • the bearing function of the bearing assembly 3a does not go back to a spring elasticity of the functional element 3.
  • the bearing assembly 3a is an independent component against this background.
  • the bearing function of the bearing assembly 3a is not due to a component which corresponds in its basic form to the basic shape of the functional element 3. If, for example, the functional element 3 is designed as a wire or strip, then the bearing function of the bearing arrangement 3a does not just go back to a spring bent from a wire or strip or the like. This emphasizes the independence of the bearing assembly 3a.
  • the bearing function of the bearing assembly 3a is not due to the spring elasticity of a resilient wire or strip.
  • the functional element 3 has an elongate shape.
  • the functional element 3 is preferably resistant to bending, more preferably not spring-elastic and in particular designed rigid.
  • a particularly compact embodiment can be achieved in that the functional element 3 is designed rod-shaped or wire-shaped.
  • the functional element 3 has a circular cross-section.
  • the functional element 3 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.
  • the functional element 3 is partially configured straight. Depending on the application, it may also be advantageous that the functional element 3 is adapted to the structural conditions and deviates significantly from a straight configuration.
  • the functional element 3 consists of a metal material or of a plastic material.
  • the lock mechanism 2 has, as is known, a pivotable external actuating lever 4 and optionally a pivotable internal operating lever 5. It is essential that the lock mechanism 2 by a height adjustment of the functional element 3 in the appropriate functional states, preferably in the functional states “unlocked” and “locked”, more preferably in the functional state “theft-proof”, further preferably in the functional state “child-proof”, brought is.
  • a plurality of functional elements 3 can also be provided for setting the above-mentioned functional states.
  • the functional element 3 preferably provides a switchable coupling between adjusting elements 1, 4, 5 of the lock mechanism 2.
  • it is a coupling between the adjusting elements pawl 1 on the one hand and the outer operating lever 4 and / or the inner operating lever 5 on the other.
  • the Fig. 1 to 3 show a preferred variant without internal operating lever 5, which may be advantageous in certain applications.
  • the functional element 3 in a first functional position ( Fig. 1 . 4 ) directly into engagement with the above adjusting elements 1, 4, 5 is or can be brought and the adjusting elements 1, 4, 5 couples.
  • a second functional position it is such that the functional element 3 is disengaged from at least one adjusting element 1, 4, 5 and the adjusting elements 1, 4, 5 correspondingly decoupled.
  • the above intervention may, as here, be a direct engagement, or an indirect intervention via an intermediate lever or the like.
  • the transferable via the functional element 3 force preferably acts perpendicular to the longitudinal extent of the functional element 3.
  • the coupling force acts preferably perpendicular to the respective rod or wire-shaped portion of the functional element.
  • the functional element 3 is aligned substantially radially with respect to the pivot axis of the pawl 1. This means that the functional element 3 extends correspondingly radially. In the illustrated and insofar preferred embodiments, the functional element 3 further extends substantially along the pawl 1. Basically, this radial orientation can also be related to one of the pivot axes of the external actuating lever 4 or the possibly existing internal operating lever 5. Here, however, this makes no difference, since the pawl 1, the outer operating lever 4 and the inner operating lever 5 are pivotable on the same pivot axis. With such an arrangement, a good compactness can be achieved. In the pivot axis in this sense, it may be the physical pivot axis or only about the geometric pivot axis.
  • the pawl 1 or a lever coupled to the pawl 1 has a pawl-Mit supportivekontur 6, more preferably the external actuating lever 4 or one with the external operating lever coupled lever has a horrins driver contour 7.
  • the arrangement is made in the illustrated embodiments so that when in the functional position "unlocked" befindlichem functional element of the external actuating lever 4 via the external actuating driver contour 7, the functional element 3 and the pawl driver contour 6 is coupled to the pawl 1. This functional position is best in the Fig. 1 and 4 to recognize.
  • the functional element 3 in the functional state "locked” the functional element 3 is disengaged from the pawl driver contour 6 and the external actuating driver contour 7, so that the external actuating lever 4 is decoupled from the pawl 1.
  • the functional position "locked” is in Fig. 2 shown in dashed line.
  • the pawl driver contour 6 consists of two bearing blocks 6a, 6b, between which the external actuating driver contour 7 in the functional position "locked" running. This has the advantage that the functional element 3 is optimally supported at the point of engagement at which the actuating force is transmitted yes.
  • pawl-Mit asidekontur 6 only has a slot into which the external actuating driver contour 7 in the functional position "locked” runs. In the functional position "unlocked”, the slot is blocked by the functional element 3.
  • an internal operating lever 5 is additionally provided.
  • the inner operating lever 5 or a lever coupled to the inner operating lever 5 has an inner operating driver contour 8.
  • the functional element 3 and the pawl-driver contour 6 is coupled to the pawl 1.
  • the pawl 1 can thus be lifted via the internal operating lever 5.
  • the functional element 3 is disengaged from the pawl driver contour 6 and the inner actuating driver contour 8 and the internal operating lever 5 is thus decoupled from the pawl 1.
  • the functional element 3 is only disengaged from one of the two driver contours 6, 8.
  • an initial freewheel is provided and that the unlocking occurs when passing through this freewheel.
  • the freewheel is preferably realized so that the inner actuating driver contour 8 is spaced in the non-actuated state by a freewheeling distance 9 of the functional element 3.
  • a control drive 10 is provided for controlled height adjustment of the functional element 3.
  • the control drive 10 can also be assigned a plurality of functional elements 3 to be adjusted or other conventionally constructed functional elements 3.
  • the associated functional element 3 is adjustable according to some functional positions. Some functional positions are achieved by resilient return of the functional element 3.
  • Two preferred embodiments of a proposed control drive 10 show Fig. 6, 7 and Fig. 8 . 9 in a highly schematic way.
  • control drive 10 has a control shaft 11, on which the associated functional element 3 is supported, so that the functional element 3 can be deflected in height by an adjustment of the control shaft 11.
  • the functional element 3 extends substantially perpendicular to the control shaft axis 12.
  • control drive 10 is a motor control drive 10.
  • control shaft 11 - as shown - coupled to a drive motor 13.
  • control shaft 11 may be arranged directly on the motor shaft 14 of the drive motor 13. It is also conceivable that the control shaft 11 via a pinion od.
  • the motor shaft is in drive engineering engagement.
  • the control drive 10 can also be configured manually adjustable. For example, the control drive 10 then communicates with corresponding manual actuation elements such as a lock cylinder or an inner safety knob.
  • the control shaft 11 can be - motor or manually - bring in the control positions "unlocked” and “locked”. In this case, it transfers the functional element 3 into the functional position "locked” or lets it return to the functional position "unlocked”.
  • control shaft 11 is designed in the manner of a camshaft, wherein the associated functional element 3 is supported on the camshaft and is correspondingly deflectable by an adjustment of the camshaft. This is in Fig. 7 shown.
  • Fig. 7a shows the functional position "unlocked", what the representations in Fig. 1 . 4 equivalent.
  • Fig. 7b shows a first adjustment of the control shaft 11, in Fig. 7 left around, without the functional element 3 is adjusted.
  • the drive motor 13 is only slightly loaded when starting, resulting in a cost-effective design of the drive motor.
  • the cam 11a arranged on the control shaft 11 deflects Function element 3 in Fig. 7 upwards from ( Fig. 7c )).
  • This functional position of the functional element 3 is in Fig. 2 shown in dashed line. It results from a synopsis of 6 and 7 in that the adjustment of the functional element 3 by means of a control shaft 11 is structurally particularly easy to implement.
  • control shaft 11 is designed in the manner of a crankshaft. Then it is accordingly so that the associated functional element 3 on the crankshaft, in particular on the eccentric portions of the crankshaft, is supported. Special manufacturing advantages can be realized that the control shaft 11 is configured in the manner of a curved wire. A particularly compact arrangement results from the fact that the control shaft 11 is the motor shaft 14 of the drive motor 13 at the same time.
  • control shaft 11 is equipped for this purpose with an override contour 11b.
  • This override contour 11b is associated with a further override contour 5b arranged on the inner operating lever 5 or on a lever coupled to the inner actuating lever, which in the 4 and 5 is shown.
  • the positioning of the control shaft 11 is preferably carried out in block mode.
  • the control shaft 11 of the control position "unlocked” in the control position "locks” the override contour 11b against a blocking element 15.
  • the provision of the control shaft 11 in the control position "unlocked” can also be done in block mode.
  • Another blocking element is here and preferably not provided.
  • the control shaft 11 can be brought into the control position "theft-proof", which first corresponds to the "locked” position with regard to the adjustment of the functional element 3.
  • the control shaft 11 is positioned in the control position "anti-theft" so that the control shaft side override contour 11b is outside the range of motion 16 of the inside operation side override contour 5b.
  • Fig. 9 shows the different control positions of this preferred embodiment.
  • Fig. 9a shows the unlocked state in which, as already explained, the functional element 3 is not deflected.
  • Fig. 9b shows the control position "locked”, in which the functional element 3 is deflected and the control shaft side override contour 11b is in the range of motion 16 of the inside operation side override contour 5b.
  • Fig. 9c shows an intermediate state between the control position "unlocked” and the control position "anti-theft”.
  • Fig. 9d shows the tax position "theft-proof”.
  • a synopsis of Fig. 9b) and 9d ) shows that the deflection of the functional element 3 in the control positions "locked” and “theft-proof” here and preferably is the same.
  • a control of the control shaft 11 is at least partially in the block mode. In any case, this applies to the "locked” and “theft-proof” control positions ( Fig. 9b ), 9d)).
  • the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17.
  • the blocking element 17 is configured adjustable and in the blocking position "locked” ( Fig. 9b )) and "theft-proofed” ( Fig. 9d )) can be brought.
  • a further drive motor 18 is provided for the adjustment of the blocking element 17, a further drive motor 18 is provided. In principle, however, a manual adjustment of the blocking element 17 is also possible here.
  • the blocking element 17 can be arranged directly on the motor shaft 19 of the drive motor 18. In principle, however, it is also conceivable to couple the blocking element 17 to the drive motor 18 via a pinion or the like in terms of drive technology.
  • the control shaft 11 is in the in Fig. 8 . 9 illustrated and thus far preferred embodiment further equipped with an ejector contour 11d, which in a manual adjustment of the control shaft 11 of the control position "anti-theft" ( Fig. 9d )) in the control position "unlocked” Fig. 9a )) comes into engagement with the blocking element 17 and the blocking element 17 is transferred to the blocking position "locked".
  • This is advantageous, for example, in the event that the drive motor 18 (anti-theft motor) fails and a manual unlocking, for example via a lock cylinder, must be performed.
  • the functional element 3 described above is coupled in a preferred embodiment in such a way with one of the involved adjusting elements 1, 4, 5, preferably with the pawl 1, the external operating lever 4 or the inner operating lever 5, that the functional element 3 is a bias the respective adjustment element 1, 4, 5 provides.
  • This dual use of the functional element 3 has been addressed above in connection with a pawl spring, an external operating lever spring or an internal operating lever spring.
  • the Fig. 10 to 13 show a further embodiment of a proposed motor vehicle lock, which is basically constructed similar to that in the 4 and 5 or in the Fig. 6 to 9 illustrated motor vehicle lock.
  • the pawl 1 associated lock latch 1a is shown.
  • a lock mechanism 2 is also provided here, wherein the lock mechanism 2 an external operating lever 4 (in Fig. 13 not shown) and an internal operating lever 5 has.
  • a functional element 3 is provided in the above sense, which is adjustable in different functional positions.
  • a control drive 10 is provided with a control shaft 11, on which the associated functional element 3 is supported.
  • the control shaft 11 is also equipped with an override contour 11b in the above sense.
  • the control shaft 11 can be brought not only in the control positions “unlocked” and “locked”, but also in the control position "theft-proof” in which the override contour 11b is effectively disabled.
  • the tax position "theft-proof" ( Fig. 12 ) is achieved here in block mode. Given these choices, which are only a few, the full scope of explanations may be drawn in terms of possible variations and advantages to the in the 4 and 5 and 6 to 9 illustrated embodiments are referenced.
  • Fig. 10 shows the functional state "unlocked", in which the functional element 3 is preferably not deflected. It can be seen from the illustration that the external actuating lever 4 are coupled via the external actuating driver contour 7 and the internal actuating lever 5 via the internal actuating driver contour 8 and in each case further via the functional element 3 and the pawl driver contour 6 with the pawl 1.
  • Fig. 11 and 13 show the functional status "locked".
  • the functional element 3 is deflected so that the functional element 3 is disengaged from the external actuating driver contour 7 and the internal actuating driver contour 8.
  • An actuation of the inner actuating lever 5 leads to an adjustment of the functional element 3 in the functional position "unlocked", as will be explained in connection with the override contour 11b.
  • Fig. 12 shows the functional state "anti-theft", which differs from the functional state “Locked” as explained in that the control shaft side override contour 11b is rotated outside the range of movement of the inside operating lever side override contour 5b.
  • the outer actuating driver contour 7 and the inner actuating driver contour 8 are each configured web-like and based on the pivot axis of the external operating lever 4 and des. of the outer actuation Inner actuating lever 5 along a circular section. This is in Fig. 13 for the internal operation driver contour 8 to recognize particularly well.
  • the external actuating driver contour 7 and the inner actuating driver contour 8 run directly next to one another. Overall, this leads to a particularly compact arrangement. It should be noted that such a configuration can be provided only for one of the two Mitauerkonturen 7, 8.
  • the pawl driver contour 6, the outer actuating driver contour 7 and the inner actuating driver contour 8 extend substantially parallel to the pivot axis of the pawl 1 and the external actuating lever 4 and the inner actuating lever 5 , This, too, can in principle only be provided for one of the mentioned driver contours 6, 7, 8. In particular, the extent heights of the Mitauerkonturen 6, 7, 8 may be different, as will be shown.
  • the control shaft side override contour 11 b is configured so that in the functional state "locked” upon actuation of the inner actuating lever 5, the inner operating lever side override contour 5 b runs substantially parallel to the control shaft axis 12 and the control shaft 11 in the Control position "unlocked” transferred.
  • the control shaft-side override contour 11b is preferably configured as a run-on slope extending along the control shaft axis 12, in particular as a section of a screw contour aligned with the control shaft axis 12.
  • FIG Fig. 13 The state in which the inside operation lever side override contour 5b just comes into engagement with the control shaft side override contour 11b during operation of the inside operation lever 5 is shown in FIG Fig. 13 ,
  • This cam 11a is in fact designed so that set for the control positions “unlocked”, “locked” and “theft secured” due to the bias of the functional element 3 each stable states.
  • the arrangement is such that upon an adjustment of the control shaft 11 between these control positions in each case an increased deflection of the functional element 3 must be "overcome”.
  • the cam 11a is provided with corresponding edges 21, 22.
  • the bias causes the functional element 3, together with the configuration of the cam 11a holding the control shaft 11 in the respective control position.
  • the motor adjustment of the control shaft 11 shows in the in the Fig. 10 to 13 illustrated embodiment is a special feature. Basically, it is also here so that the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17. Again, the control shaft 11 and the blocking element 17 are preferably adjustable by motor. For this purpose, preferably two drive motors, not shown, are provided, the drive shafts of which are further preferably aligned with the control shaft axis 12 or parallel to the control shaft axis 12.
  • the blocking element 17 initially blocks the control shaft 11 in the "locked” control position and is in engagement with the blocking contour 11c for this purpose.
  • the blocking element 17 is a piece in a mouth-like shape of the blocking contour 11 c moves.
  • the control shaft 11 can be adjusted in the direction of the control position "anti-theft" until the blocking element 17 is tilted preferably in the mouth-like shape of the blocking contour 11c and blocks the further adjustment of the control shaft 11.
  • the above mouth-like shape has another advantage. In fact, it also provides a related to the in Fig. 8 . 9 illustrated embodiment ejector contour 11d ready, the case of a manual adjustment of the control shaft 11 of the control position "anti-theft" ( Fig. 12 ) in the control position “unlocked” ( Fig. 10 ) transferred the blocking element 17 in the blocking position "locked”.
  • cam 11a of the control shaft 11 is finally advantageous insofar as it is assigned to the side of a shoulder 23, which prevents the functional element 3 laterally from the cam 11 a jumps.
  • control shaft 11 operates in principle as in the Fig. 10 to 13 Correspondingly, it is equipped with a cam 11a shown only schematically for engagement with the functional element 3.
  • a cam 11a shown only schematically for engagement with the functional element 3.
  • an override contour 11b and a blocking contour 11c in the above sense are provided in principle, they are not shown here.
  • the internal operating lever 5 is decoupled from the pawl 1 and the external actuating lever 4 is coupled to the pawl 1.
  • the lock mechanism 2 so measures are taken to ensure that in the functional state "child-proof” an unlocking automatically causes a transfer of the functional element 3 in the functional position "unlocked-child-proof".
  • the functional position is "Unlocked-child-proof” between the functional position "unlocked” and the functional position "locked”.
  • FIG Fig. 15c The functional position "unlocked-child-proof" of the functional element 3 is shown schematically in FIG Fig. 15c) shown. It can be seen that the external actuating driver contour 7 and the inner actuating driver contour 8 are designed so that in this functional position, the functional element 3 is disengaged from the internal actuating driver contour 8 and the internal operating lever 5 is disengaged from the pawl 1 and that External actuating lever 4 via the external actuating driver contour 7, the functional element 3 and the pawl driver contour 6 is coupled to the pawl 1.
  • This selective coupling of the two above Mit supportivekonturen 7, 8 is realized in that seen in the direction of deflection of the functional element 3, the technicallybetuschists driver contour 7 has a greater extent height than the inner actuator driver contour 8. This can be the representation in Fig. 15 remove.
  • the Mitauerkonturen 6, 7, 8 are in Fig. 14 not shown.
  • the Fig. 14 and 15 show a particularly compact realization of the functional state "child-proof”.
  • a further functional element is provided, namely an adjustable child restraint element 20, which between a position "child-proof” ( Fig. 15c )) and a position for child protection ( Fig. 15 a) , b)) is adjustable.
  • This adjustment of the child protection element 20 corresponds to the insertion of the functional states “child-resistant” and "child-protected”.
  • the child protection element 20 is designed as a child safety shaft, the child safety shaft 20 is further preferably aligned with the control shaft axis 12. This is in the Fig. 14 and 15 shown. In this case, it leads to a particularly compact arrangement when the parental control shaft 20 is at least partially integrated in the control shaft 11.
  • the parental control shaft 20 is even completely integrated into the control shaft 11, wherein the parental control shaft 20 is arranged in a recess 24 in the control shaft 11.
  • the child safety shaft 20 For the engagement of the child safety shaft 20 with the functional element 3, it may be advantageous to design the child safety shaft 20 in the manner of a camshaft, in such a way that the associated functional element 3 is supported on the camshaft.
  • the parental control shaft 20 is configured in the manner of a crankshaft and that the associated functional element 3 is supported on the crankshaft 20.
  • the crankshaft 20 has an engaging portion 20 a, which is correspondingly engageable with the functional element 3 in engagement.
  • the parental control shaft 20 is advantageous in terms of manufacturing technology, in particular as a bent wire or the like, configured.
  • the parental control element 20 can be as explained in the position "child-safe” and bring in the position "child-safe”.
  • the child protection element 20 is associated with an adjustment 20b, over which the child protection element 20 is adjustable.
  • this adjustment is 20b is coupled to a child safety switch accessible from the front side of a side door or to a child safety drive.
  • the functional element 3 can be in the functional position “unlocked” ( 15A )), in the functional position “locked” ( Fig. 15b )) and bring in the not shown functional position "theft-proof”. It looks different when the health status "Child Safe” is set, such as Fig. 15c ) shows.
  • the control shaft 11 is in the control position "unlocked”.
  • the functional element 3 does not reach the functional position "unlocked”, but is automatically held by the child-resistant element 20 in the functional state "unlocked-child-proof”. The resulting functional behavior was explained above.
  • control shaft 11 is made of a plastic material having the highest possible hardness. At the same time the materials should be chosen so that between the functional element 3 and the control shaft 11 as little friction as possible.
  • the pawl driver contour 6 has two or more, above-mentioned bearing blocks 6a, 6b, it is preferably such that viewed in the direction of the deflection of the functional element 3, the extension height of the two bearing blocks 6a, 6b is different.
  • the upper sides of the bearing blocks 6a, 6b lie on a straight line, which is aligned substantially parallel to the fully deflected functional element 3.
  • control shaft 11 has a further contour, which may be associated with a lock nut o.
  • Such an additional contour can be realized in principle with little effort and high compactness.
  • a preferred embodiment that can be used in the field of emergency operation is that the functional element 3 is always in the range of movement of an emergency operating lever, regardless of the functional position of the functional element. 3
  • a motor vehicle lock is claimed, which is built up to the realization of the adjustability of the functional element 3, first as the motor vehicle locks explained above. In that regard, reference may be made to the above statements.
  • the functional element 3 is at least partially resiliently, in particular as a resilient bendable wire or strip formed.
  • Preferred embodiments of such a functional element 3 are in the DE 10 2008 018 500.0 which is attributable to the Applicant and the content of which is the subject of this application.
  • the functional element 3 is mounted in a partial region, in particular end region, of the functional element 3 by means of a bearing arrangement 3a, in such a way that the functional element 3 relative to an above reference plane R in height or laterally alone on the bearing assembly 3a and accordingly laterally or in the height is adjustable only by resilient bending of the functional element 3.
  • a bearing arrangement 3a in such a way that all the above statements made regarding possible embodiments of a bearing arrangement 3a apply equally.
  • a preferred embodiment of the further teaching consists in a wire-shaped functional element 3, which is angled at one end, wherein the angled end in a aligned perpendicular to a flat side of the motor vehicle lock hole in the lock housing o.
  • This hole here forms the bearing assembly 3a and allows lateral pivoting of the functional element 3.
  • the adjustment in height can now accomplish by a resilient bending of the functional element 3.
  • the height adjustment of the functional element 3 is connected to a corresponding setting of a functional state of the lock mechanism 2 and, in particular, that a lifting of the pawl 1 is accompanied by a lateral adjustment of the functional element 3.

Landscapes

  • Health & Medical Sciences (AREA)
  • Child & Adolescent Psychology (AREA)
  • Lock And Its Accessories (AREA)
  • Superstructure Of Vehicle (AREA)

Abstract

L'invention concerne un verrou pour véhicule à moteur comprenant des éléments de fermeture, tels qu'un loquet et un verrou (1) ainsi qu'un mécanisme de fermeture (2), ce dernier pouvant être placé dans différents états fonctionnels tels que "déverrouillé", "verrouillé", "anti-cambriolage", "sécurité enfants", et il présente, à cet effet, au moins un élément fonctionnel (3) qui peut être réglé dans les positions fonctionnelles correspondantes. Selon l'invention, l'élément fonctionnel (3) est monté partiellement, dans une extrémité de l'élément fonctionnel (3), au moyen d'un élément de support (3a), de sorte que l'élément fonctionnel (3) peut également être réglé à la fois latéralement et verticalement par rapport à un plan référence (R), sensiblement perpendiculaire dans chaque cas à l'extension longitudinale de chaque élément fonctionnel (3).

Claims (15)

  1. Serrure de véhicule automobile dotée des éléments de fermeture consistant en un loquet de serrure et un cliquet d'arrêt (1) ainsi que d'un mécanisme de serrure (2), le mécanisme de serrure (2) pouvant être amené dans différents états de fonctionnement tels que « déverrouillé », « verrouillé », « avez activation de la sécurité antivol » out « avec activation de la protection enfant » et comporte pour ce faire au moins un élément fonctionnel (3) pouvant être réglé dans les positions de fonctionnement correspondantes, caractérisée en ce que l'élément fonctionnel (3) est disposé de telle sorte dans une zone partielle, notamment dans la zone d'extrémité de l'élément fonctionnel (3), à l'aide d'un agencement de palier (3a), que l'élément fonctionnel (3) peut être réglé par rapport à un plan de référence (R) tant en côté qu'en hauteur, respectivement pour l'essentiel perpendiculairement à son extension longitudinale.
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que le réglage en hauteur et/ou le réglage latéral de l'élément fonctionnel (3) fait et/ou font appel à un mouvement de pivotement de l'élément fonctionnel (3) et que l'axe géométrique de pivotement (3b, 3c) et/ou les axes géométriques de pivotement (3b, 3c) s'étend et/ou s'étendent de préférence dans une zone d'extrémité de l'élément fonctionnel (3).
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que l'agencement de palier (3a) comporte deux éléments de palier placés en prise l'un par rapport à l'autre par le biais du palier, que l'agencement de palier (3a) est configuré de façon préférée au moins en partie et de façon entièrement préférée en totalité à la façon d'un palier coulissant.
  4. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement de palier (3a) de l'élément fonctionnel (3) comporte de préférence dans une zone d'extrémité de l'élément fonctionnel (3) un palier de pivot pour le réglage en hauteur et/ou un palier de pivot pour le réglage latéral et que les deux paliers de pivot sont agencés de façon préférée à la façon d'une articulation à cardan.
  5. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée sen ce que l'agencement de palier (3a) de l'élément fonctionnel (3) comprend un logement sphérique (3d) et une sphère (3e) en prise avec le logement sphérique (3d) et que la sphère (3e) est disposée de façon préférée au niveau d'une extrémité de l'élément fonctionnel (3).
  6. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement de palier (3a) ne fait pas partie de l'élément fonctionnel (3) et/ou que la fonction de palier de l'agencement de palier (3a) ne fait pas appel à une élasticité par ressort de l'élément fonctionnel (3).
  7. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément fonctionnel (3) comporte une forme s'étendant dans le sens de la longueur et est configuré de façon à être résistant à la flexion, de façon préférée sans élasticité par ressort, de façon davantage préférée de façon rigide.
  8. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le mécanisme de serrure (2) comporte un levier d'actionnement extérieur (4) pouvant pivoter et le cas échéant un levier d'actionnement intérieur (5) pouvant pivoter, que le mécanisme de serrure (2) peut être amené par un réglage en hauteur de l'au moins un élément fonctionnel (3) dans les états de fonctionnement correspondants, de préférence dans les états de fonctionnement « déverrouillés » et « verrouillé », de façon davantage préférée dans l'état de fonctionnement « avec activation de la sécurité antivol », de façon davantage préférée dans l'état de fonctionnement « avec activation de la protection enfant ».
  9. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément fonctionnel (3) met à disposition un couplage commutable entre les élément de réglage du mécanisme de serrure (2), notamment entre le cliquet d'arrêt (1) d'une part et le levier d'actionnement extérieur (4) et/ou le levier d'actionnement intérieur (5) d'autre part, pour réaliser des états de fonctionnement du mécanisme de serrure (2), que l'élément fonctionnel (3) se place ou peut être amené, de façon préférée, dans une première position de fonctionnement et/ou dans une position de réglage en hauteur, directement ou indirectement en prise avec les éléments de réglage (1, 4, 5) et se couple avec les éléments de réglage (1, 4, 5) et se place, dans une deuxième position de fonctionnement et/ou dans une position de réglage en hauteur, hors de prise d'au moins un élément de réglage et se découple des éléments de réglage, la force pouvant être transmise par le biais de l'élément fonctionnel (3) prenant notamment une forme de tringle pour réaliser le couplage des éléments de réglage (1, 4, 5) agissant de préférence perpendiculairement à l'extension longitudinale de l'élément fonctionnel (3).
  10. Serrure de véhicule automobile selon la revendication 8 et le cas échéant selon la revendication 9, caractérisée en ce qu'en présence d'un état de fonctionnement correspondant, un actionnement du levier d'actionnement extérieur (4) et/ou du levier d'actionnement intérieur (5), s'il est présent, provoque, par effet de couplage de l'élément fonctionnel (3), le soulèvement du cliquet d'arrêt (1) et que le soulèvement du cliquet d'arrêt (1) s'accompagne de façon préférée d'un réglage latéral de l'élément fonctionnel (3).
  11. Serrure de véhicule automobile selon la revendication 8 et le cas échéant selon l'une quelconque des revendications 9 ou in, caractérisée en ce que l'élément fonctionnel (3) est orienté pour l'essentiel dans le plan radial pour ce qui est d'un des axes de pivotement du levier d'actionnement extérieur (4), du levier d'actionnement intérieur (5), s'il est présent, et du cliquet d'arrêt (1), le levier d'actionnement extérieur (4), le levier d'actionnement intérieur (5) s'il est présent et le cliquet d'arrêt (1) pouvant pivoter de façon préférée autour du même axe de pivotement.
  12. Serrure de véhicule automobile selon la revendication 8 et le cas échéant selon l'une quelconque des revendications 9 à 11, caractérisée en ce que le cliquet d'arrêt (1) ou un levier couplé au cliquet d'arrêt (1) comporte un contour de taquet d'entraînement de cliquet d'arrêt (6), que le levier d'actionnement extérieur (4) ou un levier couplé au levier d'actionnement extérieur (4) comporte de préférence un contour de taquet d'entraînement d'actionnement extérieur (7), qu'en présence d'un élément fonctionnel (3) du levier d'actionnement extérieur (4) se trouvant dans la position de fonctionnement « déverrouillée » par le biais du contour de taquet d'entraînement d'actionnement extérieur (7), l'élément fonctionnel (3) et le contour de taquet d'entraînement de cliquet d'arrêt (6) sont couplés au cliquet d'arrêt (1), que dans l'état de fonctionnement « verrouillé », l'élément fonctionnel (3) se place de préférence hors de prise du contour de taquet d'entraînement de cliquet d'arrêt (6) et/ou du contour de taquet d'entraînement d'actionnement extérieur (7) et que le levier d'actionnement extérieur (4) est découplé du cliquet d'arrêt (1).
  13. Serrure de véhicule automobile selon la revendication 12, caractérisée en ce que le levier d'actionnement intérieur (5) ou un levier couplé au levier d'actionnement intérieur (5) comporte un contour de taquet d'entraînement d'actionnement intérieur (8), qu'en présence d'un élément fonctionnel (3) du levier d'actionnement intérieur (5) se trouvant dans la position de fonctionnement « déverrouillée » par-delà le contour de taquet d'entraînement d'actionnement intérieur (8), l'élément fonctionnel (3) et le contour de taquet d'entraînement de cliquet d'arrêt (6) sont couplés au cliquet d'arrêt (1), que dans l'état de fonctionnement « verrouille », l'élément fonctionnel (3) se place de préférence hors de prise du contour de taquet d'entraînement de cliquet d'arrêt (6) et/ou du contour de taquet d'entraînement d'actionnement intérieur (8) et que le levier d'actionnement intérieur (5) est découplé du cliquet d'arrêt (1).
  14. Serrure de véhicule automobile dotée des éléments de fermeture consistant en un loquet de serrure et un cliquet d'arrêt (1) ainsi que d'un mécanisme de serrure (2), le mécanisme de serrure (2) pouvant être amené dans différents états de fonctionnement tels que « déverrouillé », « verrouillé », « avec activation de la sécurité antivol » ou « avec activation de la protection enfant » et comporte pour ce faire au moins un élément fonctionnel (3) pouvant être réglé dans les positions de fonctionnement correspondantes, caractérisée en ce que l'élément fonctionnel (3) prend au moins en partie la forme d'un fil ou d'une bande en partie flexible de façon élastique à la façon d'un ressort et que l'élément fonctionnel (3) est disposé dans une zone partielle, notamment dans une zone d'extrémité, de l'élément fonctionnel (3) à l'aide d'un agencement de palier (3a) et que l'élément fonctionnel (3) peut être réglé par rapport à un plan de référence (R) en hauteur ou en côté seulement par le biais de l'agencement de palier (3a) et de façon correspondante en côté ou en hauteur seulement par flexion élastique de type par ressort de l'élément fonctionnel (3).
  15. Serrure de véhicule automobile selon la revendication 14, caractérisée par les caractéristiques de la partie caractérisante d'une ou plusieurs des revendications 1 à 13.
EP20090778625 2008-09-21 2009-09-21 Verrou pour véhicule à moteur Not-in-force EP2342405B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200820012484 DE202008012484U1 (de) 2008-09-21 2008-09-21 Kraftfahrzeugschloß
PCT/EP2009/006792 WO2010031580A1 (fr) 2008-09-21 2009-09-21 Verrou pour véhicule à moteur

Publications (2)

Publication Number Publication Date
EP2342405A1 EP2342405A1 (fr) 2011-07-13
EP2342405B1 true EP2342405B1 (fr) 2012-07-18

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US (1) US9074393B2 (fr)
EP (1) EP2342405B1 (fr)
JP (1) JP5393794B2 (fr)
KR (2) KR101335111B1 (fr)
CN (1) CN102224311B (fr)
BR (1) BRPI0920888A2 (fr)
DE (1) DE202008012484U1 (fr)
ES (1) ES2390251T3 (fr)
MX (1) MX354495B (fr)
MY (1) MY158690A (fr)
WO (1) WO2010031580A1 (fr)
ZA (1) ZA201101581B (fr)

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KR20130077899A (ko) 2013-07-09
BRPI0920888A2 (pt) 2020-08-18
WO2010031580A1 (fr) 2010-03-25
JP5393794B2 (ja) 2014-01-22
MX2011002901A (es) 2011-04-26
EP2342405A1 (fr) 2011-07-13
JP2012503120A (ja) 2012-02-02
ES2390251T3 (es) 2012-11-08
CN102224311A (zh) 2011-10-19
CN102224311B (zh) 2014-02-19
ZA201101581B (en) 2012-05-30
US9074393B2 (en) 2015-07-07
KR20110056425A (ko) 2011-05-27
DE202008012484U1 (de) 2010-02-18
US20110259061A1 (en) 2011-10-27
MY158690A (en) 2016-10-31
KR101335111B1 (ko) 2013-12-03

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