EP2746503B1 - Motor vehicle lock - Google Patents

Motor vehicle lock Download PDF

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Publication number
EP2746503B1
EP2746503B1 EP13199260.4A EP13199260A EP2746503B1 EP 2746503 B1 EP2746503 B1 EP 2746503B1 EP 13199260 A EP13199260 A EP 13199260A EP 2746503 B1 EP2746503 B1 EP 2746503B1
Authority
EP
European Patent Office
Prior art keywords
crash
motor vehicle
crash element
vehicle lock
pawl
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.)
Active
Application number
EP13199260.4A
Other languages
German (de)
French (fr)
Other versions
EP2746503A2 (en
EP2746503A3 (en
Inventor
Rene Faust
Guido Heins
Dirk Leve
Jürgen Liedtke
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=50480019&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2746503(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Priority to EP20213857.4A priority Critical patent/EP3825497B1/en
Priority to EP19150451.3A priority patent/EP3502384B1/en
Publication of EP2746503A2 publication Critical patent/EP2746503A2/en
Publication of EP2746503A3 publication Critical patent/EP2746503A3/en
Application granted granted Critical
Publication of EP2746503B1 publication Critical patent/EP2746503B1/en
Active 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
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C3/00—Fastening devices with bolts moving pivotally or rotatively
    • E05C3/12—Fastening devices with bolts moving pivotally or rotatively with latching action
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • 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
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/0911—Hooked end

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1 and to a motor vehicle door arrangement according to claim 14.
  • the motor vehicle lock in question is assigned to a motor vehicle door arrangement with a motor vehicle door.
  • the term "motor vehicle door” is to be understood in the present case. It includes in particular side doors, rear doors, Heccklappen, trunk lid or hoods. Such a motor vehicle door can in principle also be designed in the manner of a sliding door.
  • crash safety plays an important role in today's motor vehicle locks. It is in the foreground that neither crash-induced accelerations nor crash-induced deformations may lead to an unwanted opening of the vehicle door, which is associated with the motor vehicle lock.
  • the KR 2004 002 22 80 A describes a motor vehicle lock with a crash element that prevents locking of the motor vehicle lock in the event of a crash.
  • the known motor vehicle lock ( DE 10 2011 015 675 A1 ), from which the invention proceeds, is equipped with a crash safety, which prevents a crash-induced, so an automatic and unwanted opening of the vehicle door in the event of a crash.
  • a crash element is provided which is adjustable by a crash-induced deformation of the door outer skin in a crash position and thereby blocks an actuating lever of the motor vehicle lock.
  • the crash element in the known motor vehicle lock is designed to be pivotable.
  • Such a pivotable mounting is generally preferred in the field of motor vehicle locks, since the reliability of such pivot bearings is considered to be high even in adverse environmental conditions, for example icing conditions.
  • a disadvantage of the known motor vehicle lock with a pivotable about a pivot bearing crash element is the fact that the introduction of force for an adjustment of the crash element must always be done in a plane which is aligned perpendicular to the pivot axis of the crash element.
  • the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the reliability of the crash protection is increased by simple structural means.
  • the blocking force when blocking by the crash element, the blocking force can extend over an in particular stationary support and outside of the crash element bearing.
  • the wording "may” here means that not every blocking force, in particular a small blocking force, has to run over the support. For example, it is conceivable that at low blocking forces a certain amount of play between the crash element and the support remains, which is canceled only by increased blocking forces. With such a variant, the crash element storage can be interpreted weak and therefore cost, since in any case high blocking forces can be substantially absorbed by the support.
  • a crash element bearing is provided in the motor vehicle lock, in which the crash element is guided, wherein the crash element adjusted during its adjustment in the crash position between the component to be blocked by the crash element and a particular stationary support, in particular pushes, so that at least part of the power flow the blocking force can pass over the support and outside of the crash element storage.
  • a crash element storage as a linear guide is configured and in which the crash element is guided displaceably. It has been recognized that such a linear guide with a suitable design is robust against an introduction of force into the crash element whose orientation deviates from the orientation of the linear guide. This is especially true for the usually high, acting on the crash element crash forces that cause the crash element is "pushed" by the crash element storage as it were. In this case, even a certain deformation of the crash element storage occur without the actual function of the crash element storage is impaired. A possible tilting of the crash element in the linear guide thus plays no role or only a minor role in the event of a crash.
  • the crash element has an engagement portion for engagement with the crash-induced deformed component of the motor vehicle door.
  • the deformable design of the crash element opens up new possibilities for the design of the crash element mounting.
  • the crash element storage determines the crash element on the motor vehicle lock incidentally.
  • the leadership of the crash element by the crash element storage is then limited to a hold of the crash element in the crash element storage.
  • the crash element is designed as a bracket, which is suspended in any case at two suspension points on the crash element storage.
  • the crash element as indicated above, designed deformable, can hereby achieve a particularly robust and cost-effective arrangement.
  • a motor vehicle door assembly with a motor vehicle door and a motor vehicle door associated, proposed motor vehicle lock is claimed.
  • the motor vehicle lock is preferably arranged in the motor vehicle door.
  • the motor vehicle lock then acts with a arranged on the bodywork of the motor vehicle closing wedge o. together.
  • the engagement portion of the crash element is disposed in close proximity to the door outer skin of the vehicle door.
  • the engagement portion is configured substantially plate-shaped, crash-induced deformations of the door outer skin can be introduced over a wide area in the crash element.
  • the motor vehicle lock 1 shown in the drawing is assigned to a motor vehicle door arrangement 2 which, in addition to the motor vehicle lock 1, comprises a motor vehicle door 2 a.
  • a motor vehicle door arrangement 2 which, in addition to the motor vehicle lock 1, comprises a motor vehicle door 2 a.
  • the motor vehicle door 2 a is a side door of a motor vehicle.
  • the motor vehicle lock 1 is equipped with the usual closing elements latch 3 and pawl 4.
  • the latch 3 is in an open position and in an in Fig. 1 shown closed position can be brought, wherein the lock case located in the closed position 3 in engagement with a closing wedge, not shown o. The like. Is or can be brought.
  • the lock latch 3 is usually located in the motor vehicle door 2a, while the closing wedge, as explained above, is stationary on the vehicle body.
  • the pawl 4 is in the in Fig. 1 shown, sunken position can be brought, in which it fixes the latch 3 in the closed position.
  • the pawl 4 is further raised in a release position in which it releases the lock latch 3.
  • an actuator assembly 6 is provided for lifting the pawl 4 in the release position.
  • the actuator assembly 6 can be operated manually via a Bowden cable 7, which is coupled to an outside door handle, not shown.
  • the actuation of the actuating arrangement 6 is motorized.
  • the motor vehicle lock 1 is equipped with a crash element 8, which is adjustable to prevent crash-induced lifting of the pawl 4 with a component 9 of the vehicle door 2a, here and preferably an outer door skin 2b, by their crash-induced deformation in a crash position.
  • the motor vehicle lock 1 is assigned to a side door designed as a sliding door, so that the door outer skin 2b of the motor vehicle door 2a is at an obtuse angle to a flat side 10 of the motor vehicle lock 1.
  • a side impact S there is a crash-induced deformation of the outer door skin 2b, whereby the crash element 8 is moved into a crash position.
  • the position of the crash element 8 in normal operation shows Fig. 2a ), while Fig. 2b ) shows the position of the crash element 8 in the event of a crash.
  • the crash element located in the crash position 8 blocks the actuator assembly 6.
  • the pawl 4 is blocked by the crash element 8.
  • the blocking or non-inventive decoupling can be effected directly by the crash element 8.
  • the effect concerned originates from an element coupled to the crash element 8.
  • a crash element bearing 11 is provided, which is designed as a linear guide and in which the crash element 8 is guided displaceably.
  • the crash element bearing 11 is aligned along a geometric bearing axis 12, as best shown in FIG Fig. 3 can be seen. With a suitable design, it is possible to absorb crash forces of very different orientation via the crash element bearing 11.
  • FIG. 1 and 2 A synopsis of Fig. 1 and 2 shows that the crash element storage 11 and thus the crash element 8 itself is attached to the motor vehicle lock 1 the rest.
  • Fig. 3 shows that the crash element 8 has a guide portion 13 which is in leading engagement with the crash element bearing 11.
  • the guide section 13 is designed to be elongated in cross-section perpendicular to the geometric bearing axis 12.
  • the guide section 13 in cross-section perpendicular to the geometric bearing axis 12 preferably shows a substantially rectangular configuration.
  • the guide portion 13 an engagement portion 14 for engagement with the crash-induced deformed component 9 of the vehicle door 2a.
  • the engagement portion 14 shows an engagement surface 15 which laterally projects beyond the crash element 8.
  • lateral is meant a direction perpendicular to the geometric bearing axis 12.
  • the engagement section 14 is further preferable for the engagement section 14 to be substantially plate-shaped. As mentioned above, the plate-shaped engagement portion 14 protrudes laterally beyond the crash element 8, so that the plate-shaped engagement portion 14 extends substantially perpendicular to the geometric bearing axis 12. The plate-shaped engagement portion 14 is here aligned substantially concentric with the geometric bearing axis 12.
  • the crash element 8 is preferably a one-piece element, which in a particularly preferred embodiment is made of a plastic material, in particular in the plastic injection molding process. In principle, however, it is also conceivable that the crash element 8 is designed in several parts.
  • Nonnal plante is the crash element 8 in the in Fig. 2a ) shown rest position, in which it is biased by a spring assembly 16. From the rest position can be the crash element 8, driven by the crash conditional Deformation of the outer door skin 2b, against its bias in the in Fig. 2b ) show the crash position shown. This adjustment corresponds to an adjustment of the in Fig. 2a ) shown crash element 8 substantially to the left.
  • the crash element 8 is equipped with a support section 17, which is preferably arranged laterally of the guide section 13.
  • the support section 17 is arranged on both sides of the guide section 13, so that a relative to the geometric bearing axis 12 symmetrical support of the spring assembly 16 takes place. This can counteract a tilting of the crash element 8 in the crash element storage 11.
  • the spring arrangement 16 has two helical compression springs 16a, 16b, which are supported by the support section 17 arranged on both sides of the guide section 13.
  • a spring receptacle 18 is provided, each having a centering mandrel 19a, 19b for the helical compression springs 16a, 16b.
  • the crash element 8 is clipped into the crash element storage 11.
  • resilient locking elements 20 are provided which engage in the assembly of the crash element 8 in rigid counter-locking elements 21.
  • the resilient locking elements 20 are arranged on the crash element storage 11 and the rigid counter-locking elements 21 on the guide portion 13. This can also be provided vice versa.
  • the spring arrangement 16 is supported on the crash element guide 11 on the one hand and on the support section 17 of the crash element 8 on the other hand.
  • the crash element 8 derives the bias voltage via the latching elements 20 and the counter-latching elements 21 in turn on the crash element guide 11 from.
  • the assembly of the crash element 8 is in the illustrated embodiment of Fig. 1 to 3 to an insertion of the guide portion 13 in the crash element guide 11 back. This insertion takes place against the bias the spring assembly 16 so far until the locking elements 20 engage in the counter-locking elements 21. Tools are advantageously not needed in this assembly process of the crash element 8.
  • the crash element 8 has a blocking function.
  • the actuator assembly 6 is equipped with a here and preferably pivotable actuating lever 6a, the actuation causes a lifting of the pawl 4.
  • the actuating lever 6a is an external operating lever, which is coupled via the Bowden cable 7 with an outside door handle, not shown.
  • the actuation lever 6a can be any actuation lever 6a, for example an internal actuation lever 6a. It is only essential here that the actuation of the actuating lever 6a causes a lifting of the pawl 4 and that the crash element located in the crash position 8 (FIG. Fig. 2 b) ) blocks the operating lever 6a in the direction of actuation 22.
  • the operating lever 6a is provided with a blocking surface 23 which is engageable with a counter-blocking surface 24 on the guide portion 13 in blocking engagement.
  • the blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b.
  • the counter-blocking surface 24 is aligned substantially perpendicular to the geometric bearing axis 12 of the crash element bearing 11.
  • a particularly interesting aspect in the illustrated motor vehicle lock of Fig. 1 to 3 is the fact that at least part of the power flow of the blocking force occurring during the blocking by the crash element 8 extends substantially outside the crash element bearing 11. This realized by the fact that the crash element 8 adjusted as it moves into the crash position between the actuator assembly 6 and a particular fixed support 25, here and preferably pushes.
  • Such a crash case is for in Fig. 1 shown construction in the local detail shown above left. The power flow of the blocking force is thus effectively short-circuited via the support 25. This is best seen in the Fig. 1 right sketch shown above.
  • the support 25 is preferably an immovable surface on the motor vehicle lock 1, which is arranged here and preferably on a housing plate, here on the rear plate 26 of the motor vehicle lock 1.
  • Other variants for the realization of the rigid support 25 are conceivable.
  • the actuating lever 6a is preferably pivotable about an actuating lever axis 6b, the geometric bearing axis 12 of the crash element bearing 11 being set opposite the actuating lever axis 6b.
  • the geometric bearing axis 12 of the crash element bearing 11 is set with respect to the actuating lever axis 6b by an angle which is in a range between about 30 ° and about 60 °, preferably at about 45 °. This setting of the geometric bearing axis 12 relative to the actuating lever axis 6b by an above angle has been found to be particularly advantageous for the field of application of the side doors.
  • the crash element 8 is destroyed during a crash-induced adjustment in the crash position such that the blocking of the pawl 4 and the actuator assembly 6 is canceled after the occurrence of crash accelerations.
  • This can be provided, for example be that with a single adjustment of the crash element 8 in the crash position, although a crash of the crash element 8 takes place, however, a certain form fit remains, the first holds the crash element stable. Only after changing the load situation "crashes" the crash element 8 in its individual parts, so that the blocking of the blocking assembly 6 is repealed.
  • a motor vehicle lock 1 in which a crash element bearing 11 is provided, in which the crash element 8 is guided, wherein at least a part of the power flow of the blocking force in the above manner can extend over the support 25 and outside of the crash element storage 11.
  • the Fig. 4 and 5 show an embodiment of the proposed teaching, in which a linear guide of the non-proposed embodiment of the Fig. 1 is not provided.
  • the basic structure of the in the Fig. 4 and 5 illustrated motor vehicle lock 1 corresponds to the basic structure of the in the Fig. 1 to 3 shown motor vehicle lock 1, wherein just a linear guide for the crash element 8 is not provided. Accordingly, for functionally identical elements in the Fig. 1 to 3 and in the Fig. 4 . 5 the same reference numerals have been used. All related to those in the Fig. 1 to 3 explained variants of the non-proposed embodiment with the associated advantages are on the in the Fig. 4 . 5 shown proposed embodiment according to applicable.
  • motor vehicle lock 1 has a latch 3 and a lock latch 3 associated pawl 4.
  • the latch 3 is as explained above in an open position, not shown, and in an in Fig. 4 shown closed position can be brought, wherein the lock case located in the closed position 3 is in engagement with a closing wedge o.
  • the like. Is or can be brought.
  • the pawl 4 can be brought into the illustrated, sunken position in which they lock the latch 3 in the in Fig. 4 also shown closed position fixed.
  • the pawl 4 is further raised in a release position, not shown, in which it releases the lock latch 3.
  • the pawl 4 can also bring here by means of an actuator assembly 6 in the release position, wherein the actuator assembly 6 with a in the Fig. 4 and 5 shown actuating lever 6a is equipped, which in turn is pivotable about an actuating lever axis 6b.
  • FIG. 4 and 5 A synopsis of Fig. 4 and 5 shows that a crash element 8 is provided which, in order to avoid a crash-induced lifting of the pawl 4 with a component 9 of the motor vehicle door assembly 2, in particular a door outer skin 2b, is adjustable by the crash-induced deformation in a crash position, for which there is the crash element located in the crash position. 8 the pawl 4 and / or the actuating arrangement 6, in particular the actuating lever 6a, blocked ( Fig. 5b )).
  • a crash element storage 11 is provided for the crash element 8 and that the crash element 8 adjusted during its adjustment in the crash position between the crash element 8 to be blocked component 4, 6 and a particular stationary support 25, in particular pushes, so that at least part of the power flow of the blocking force can extend over the support 25 and outside of the crash element bearing 11.
  • the basically associated advantage namely the advantage of the comparatively weak design of the crash element storage 11, has been described in connection with FIG Fig. 1 to 3 illustrated embodiment explained.
  • the crash element 8 is used here, as in the Fig. 1 to 3 also, the blocking of the actuating arrangement 6, in particular of the actuating lever 6a, in the event of a crash.
  • the support 25 as also in the Fig. 1 to 3 shown immovably arranged on the motor vehicle lock 1.
  • the support 25 is arranged on a housing part of the motor vehicle lock 1 and on preferably part of the relevant housing part.
  • the support 25 is arranged on a plastic housing part 28, here and preferably on a plastic cover 28 of the motor vehicle lock 1.
  • the support 25 is arranged on a housing plate 26, in particular a rear plate 26, of the motor vehicle lock 1.
  • the adjustability of the crash element 8 in any case also due to a deformability of the crash element 8.
  • the adjustability of the crash element 8 is based exclusively on a deformability of the crash element 8.
  • the crash-induced deformation of the crash element 8 is a permanent deformation, in particular a plastic deformation. It is also conceivable that the crash element 8 is at least partially broken and destroyed by the crash-induced deformation, as mentioned above. In a particularly preferred embodiment, however, it is such that the deformability of the crash element 8 is at least partially an elastic deformability. This makes it possible to best predict the behavior of the crash element 8, in particular its deformation path.
  • the Fig. 4 and 5 show that the deformability of the crash element 8 here and preferably to at least one local structure weakening 29 of the crash element 8 goes back.
  • the crash element 8 is constructed substantially honeycomb-like. It sits down accordingly, at least in sections of bending elements 30, here and preferably of elastic wall elements 30, together.
  • Fig. 5 shows that the crash element 8 is made resilient at least in a region of the crash storage 11. In this area, the crash element on a spring portion 31, which allows a compression of the crash element 8 relative to the motor vehicle lock 1 in the rest.
  • the crash element bearing 11 is not or only marginally involved in this adjustment of the crash element 8, as will become apparent from the following explanations.
  • the crash element storage 11 determines the crash element 8 on the motor vehicle lock 1 in the rest. A degree of freedom of movement for the crash element 8 then results exclusively from the deformability of the crash element 8.
  • the crash element bearing 11 has at least one pivot bearing 32, 33, here and preferably two pivot bearings 32, 33. Since pivoting movements occur only in exceptional cases, namely in the event of a crash, it is sufficient to design the pivot bearing (s) 32, 33 as a friction bearing.
  • the crash element 8 is designed as a lever which is pivotable about the crash element bearing 11. It remains in the proposed advantage that only a small load of the pivot bearing occurs in the event of a crash by the support of the crash element 8 on the support 25.
  • the Fig. 4 and 5 show an embodiment of the crash element 8, which not only guarantees a particularly reproducible behavior in the event of a crash, but with which the deformation of the relevant component 9 of the motor vehicle door assembly 2 can be received from a plurality of directions.
  • the crash element 8 is configured as a bracket, which is suspended in any case at two suspension points 34, 35 via the crash element bearing 11.
  • the bow-shaped crash element 8 has two ends, on each of which a suspension point 34, 35 is located.
  • the above suspension points 34, 35 are here and preferably the above-mentioned pivot bearings 32, 33. It is also conceivable that the crash element 8, as also mentioned above, via the crash element storage 11 at the suspension points 34, 35 is fixed.
  • the bow-shaped crash element 8 is arc-shaped, at least in a region between the two suspension points 34, 35, so that it allows engagement with the respective component 9 of the motor vehicle door assembly 2 from different directions 36a, b, c.
  • the arrangement is now preferably made such that, due to the crash-induced deformation of the relevant component 9 of the motor vehicle door arrangement 2, here and preferably an outer door skin 2 b, a force acts from the component 9 on the crash element 8 whose force action line at at least one of the two suspension points 34, 35 of the crash element 8 passes.
  • the crash element 8 has a blocking lug 37 which, when the crash element is in the crash position 8 (FIG. Fig. 5 ), the actuating assembly 6, here the operating lever 6a, blocked. Specifically, it is so that the blocking lug 37 adjusted during the adjustment of the crash element 8 in the crash position between the actuator assembly 6 and the particular stationary support 25, here and preferably pushes.
  • the pawl 4 is blocked.
  • the blocking takes place against the support 25, so that at least part of the force flow of the blocking force can extend beyond the support 25 and outside the crash element bearing 11.
  • the deformability of the crash element 8 is designed such that the blocking lug 37 executes a substantially linear movement in the event of a crash.
  • the adjustment of the crash element 8, here the blocking lug 37 of the crash element 8 can be adjusted in a particularly space-saving manner between the components 4, 6 to be blocked by the crash element 8 and a support 25 which is fixed here.
  • blocking nose is to be understood in the present case and includes any component that can be adjusted between two components in order to produce a force flow between these two components.
  • the blocking nose 37 is located in the in the Fig. 4 and 5
  • the blocking lug 37 is arranged in a middle section between the two suspension points 34, 35 so that the crash-induced deformation is transmitted as directly as possible to the blocking lug 37.
  • Fig. 4 shows a further interesting aspect, namely that a limit 38 is provided for the blocking lug 37, which limits the mobility of the blocking lug 37 in the event of a crash.
  • the boundary 38 is a slot-like shape in the plastic housing part 28, wherein the slot-like formation 38 in Fig. 4 is completed at the top by the support 25.
  • the blocking lug 37 thus runs into the boundary 38, in particular into the slot-like formation 38, which limits the movability of the blocking lug 37 in the event of a crash. This ensures that the blocking lug 37 in the event of a crash actually in the range of motion of the operating lever 6a runs in blocking, and does not run out of this range of motion by any other deformation.
  • the blocking lug 37 is already in normal operation with the boundary 38 into engagement, in particular projects into the slot-like formation 38, so that the blocking lug 37 is already “threaded” in the slot-like formation 38 in the event of a crash.
  • the crash element located in the crash position 8 blocks the actuator assembly 6.
  • the operating lever 6a is as shown in FIGS Fig. 1 to 3 , equipped with a blocking surface 23 which is engageable with a Jacobblockier Chemistry 24 on the crash element 8 in blocking engagement.
  • the blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b.
  • the crash element 8 adjusted during its adjustment in the crash position between the actuating lever 6a and the support 25.
  • the power flow of the blocking force is about the support 25, as mentioned above, as it were shorted.
  • the crash element 8 can be designed as a resiliently bendable wire or strip. This makes it possible to realize an above-mentioned deformability in a particularly cost-effective manner.
  • the wire or strip may also, as also mentioned above, to a bracket o. The like. Be bent.
  • a motor vehicle door assembly with a motor vehicle door 2 a and a motor vehicle lock 2 associated with the motor vehicle door 2 a is claimed.
  • the motor vehicle lock 1 is a motor vehicle lock 1 proposed above, so that in this respect reference may be made to the above statements.
  • the motor vehicle door 2 a has an outer door skin 2 b, wherein the crash element 8, as in FIG Fig. 1 represented with an engagement portion 14 in close proximity to the outer door skin 2b is arranged.
  • a gap 27 is provided between the crash element 8 and the outer door skin 2b, ie between the engagement portion 14 and the outer door skin 2b, which is less than about 20 mm and more preferably less than about 10 mm.
  • a gap 27 of about 3 mm in width has proven to be particularly advantageous.
  • the motor vehicle door assembly is equipped with an outside door handle, which is coupled here and preferably via the Bowden cable 7 with the actuating lever 6a.
  • the arrangement is such that the outer door handle in a side impact by the prevailing crash accelerations always tends to an automatic lifting and the deformation of the door outer skin 2b leads to an adjustment of the crash element 8 in the crash position.
  • it is preferably such that the adjustment of the crash element 8 takes place in the crash position before an actuation of the operating lever 6a is carried out by the inclination of the outside door handle for automatic lifting.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)

Description

Die Erfindung betrifft ein Kraftfahrzeugschloss gemäß dem Oberbegriff von Anspruch 1 sowie eine Kraftfahrzeugtüranordnung gemäß Anspruch 14.The invention relates to a motor vehicle lock according to the preamble of claim 1 and to a motor vehicle door arrangement according to claim 14.

Das in Rede stehende Kraftfahrzeugschloss ist einer Kraftfahrzeugtüranordnung mit einer Kraftfahrzeugtür zugeordnet. Der Begriff "Kraftfahrzeugtür" ist vorliegend weit zu verstehen. Er umfasst insbesondere Seitentüren, Hecktüren, Heccklappen, Heckdeckel oder Motorhauben. Eine solche Kraftfahrzeugtür kann grundsätzlich auch nach Art einer Schiebetür ausgestaltet sein.The motor vehicle lock in question is assigned to a motor vehicle door arrangement with a motor vehicle door. The term "motor vehicle door" is to be understood in the present case. It includes in particular side doors, rear doors, Heccklappen, trunk lid or hoods. Such a motor vehicle door can in principle also be designed in the manner of a sliding door.

Die Crashsicherheit spielt bei heutigen Kraftfahrzeugschlössern eine wichtige Rolle. Dabei steht im Vordergrund, dass weder crashbedingte Beschleunigungen noch crashbedingte Verformungen zu einem ungewünschten Öffnen der Kraftfahrzeugtür führen dürfen, der das Kraftfahrzeugschloss zugeordnet ist.The crash safety plays an important role in today's motor vehicle locks. It is in the foreground that neither crash-induced accelerations nor crash-induced deformations may lead to an unwanted opening of the vehicle door, which is associated with the motor vehicle lock.

In der FR 2 869 340 A1 und in der DE 10 2009 041 744 A1 ist jeweils eine Vorrichtung für eine Kraftfahrzeugtür mit einem Crashelement beschrieben.In the FR 2 869 340 A1 and in the DE 10 2009 041 744 A1 in each case a device for a motor vehicle door with a crash element is described.

Die KR 2004 002 22 80 A beschreibt ein Kraftfahrzeugschloss mit einem Crashelement, das eine Verriegelung des Kraftfahrzeugschlosses im Crashfall verhindert.The KR 2004 002 22 80 A describes a motor vehicle lock with a crash element that prevents locking of the motor vehicle lock in the event of a crash.

Das bekannte Kraftfahrzeugschloss ( DE 10 2011 015 675 A1 ), von dem die Erfindung ausgeht, ist mit einer Crashsicherung ausgestattet, die ein crashbedingtes, also ein selbsttätiges und ungewünschtes Öffnen der Kraftfahrzeugtür im Crashfall verhindert. Hierfür ist ein Crashelement vorgesehen, das durch eine crashbedingte Verformung der Türaußenhaut in eine Crashstellung verstellbar ist und dadurch einen Betätigungshebel des Kraftfahrzeugschlosses blockiert.The known motor vehicle lock ( DE 10 2011 015 675 A1 ), from which the invention proceeds, is equipped with a crash safety, which prevents a crash-induced, so an automatic and unwanted opening of the vehicle door in the event of a crash. For this purpose, a crash element is provided which is adjustable by a crash-induced deformation of the door outer skin in a crash position and thereby blocks an actuating lever of the motor vehicle lock.

Das Crashelement bei dem bekannten Kraftfahrzeugschloss ist schwenkbar ausgestaltet. Eine solche schwenkbare Lagerung ist im Bereich der Kraftfahrzeugschlösser allgemein bevorzugt, da die Betriebssicherheit solcher Schwenklager auch bei nachteiligen Umgebungsbedingungen, beispielsweise bei Vereisungsbedingungen, als hoch angesehen wird.The crash element in the known motor vehicle lock is designed to be pivotable. Such a pivotable mounting is generally preferred in the field of motor vehicle locks, since the reliability of such pivot bearings is considered to be high even in adverse environmental conditions, for example icing conditions.

Nachteilig bei dem bekannten Kraftfahrzeugschloss mit einem über ein Schwenklager schwenkbaren Crashelement ist allerdings die Tatsache, dass die Krafteinleitung für eine Verstellung des Crashelements stets in einer Ebene erfolgen muss, die senkrecht zur Schwenkachse des Crashelements ausgerichtet ist.A disadvantage of the known motor vehicle lock with a pivotable about a pivot bearing crash element, however, is the fact that the introduction of force for an adjustment of the crash element must always be done in a plane which is aligned perpendicular to the pivot axis of the crash element.

Wird dies nicht eingehalten, so ist besonders bei den hohen im Crashfall auftretenden Kräften mit einer Zerstörung des Schwenklagers zu rechnen. Diesem Umstand kann zur Gewährleistung einer hohen Betriebssicherheit nur mit einer besonders robusten und damit kostenintensiven Auslegung des Schwenklagers des Crashelements Rechnung getragen werden.If this is not maintained, it is to be reckoned with a destruction of the pivot bearing, especially in the case of high forces occurring in the event of a crash. This circumstance can be taken to ensure high reliability only with a particularly robust and therefore costly design of the pivot bearing of the crash element.

Der Erfindung liegt das Problem zugrunde, das bekannte Kraftfahrzeugschloss derart auszugestalten und weiterzubilden, dass die Betriebssicherheit der Crashsicherung mit einfachen konstruktiven Mitteln erhöht wird.The invention is based on the problem, the known motor vehicle lock in such a way and further develop that the reliability of the crash protection is increased by simple structural means.

Das obige Problem wird bei einem Kraftfahrzeugschloss durch die Merkmale von Anspruch 1 gelöst. Vorschlagsgemäß kann bei der Blockierung durch das Crashelement die Blockierkraft über eine insbesondere ortsfeste Abstützung und außerhalb der Crashelementlagerung verlaufen. Die Formulierung "kann" bedeutet hier, dass nicht jede Blockierkraft, insbesondere eine geringe Blockierkraft, über die Abstützung verlaufen muss. Beispielsweise ist es denkbar, dass bei geringen Blockierkräften ein gewisses Spiel zwischen dem Crashelement und der Abstützung verbleibt, das erst durch erhöhte Blockierkräfte aufgehoben wird. Mit einer solchen Variante lässt sich die Crashelementlagerung schwach und damit kostengünstig auslegen, da jedenfalls hohe Blockierkräfte im Wesentlichen von der Abstützung aufgenommen werden können.The above problem is solved in a motor vehicle lock by the features of claim 1. According to the proposal, when blocking by the crash element, the blocking force can extend over an in particular stationary support and outside of the crash element bearing. The wording "may" here means that not every blocking force, in particular a small blocking force, has to run over the support. For example, it is conceivable that at low blocking forces a certain amount of play between the crash element and the support remains, which is canceled only by increased blocking forces. With such a variant, the crash element storage can be interpreted weak and therefore cost, since in any case high blocking forces can be substantially absorbed by the support.

Vorschlagsgemäß ist bei dem Kraftfahrzeugschloss eine Crashelementlagerung vorgesehen, in der das Crashelement geführt ist, wobei sich das Crashelement bei seiner Verstellung in die Crashstellung zwischen die vom Crashelement zu blockierende Komponente und eine insbesondere ortsfeste Abstützung verstellt, insbesondere schiebt, so dass zumindest ein Teil des Kraftflusses der Blockierkraft über die Abstützung und außerhalb der Crashelementlagerung verlaufen kann. Der vorteilhafte Kostenaspekt einer solchen Anordnung ist weiter oben bereits angesprochen worden. Auf die Realisierung einer linearen Verschieblichkeit des Crashelements kann nach dieser Lehre verzichtet werden. Vorschlagsgemäß geht ferner die Verstellbarkeit des Crashelements jedenfalls auch auf eine Verformbarkeit des Crashelements selbst zurück.According to the proposal, a crash element bearing is provided in the motor vehicle lock, in which the crash element is guided, wherein the crash element adjusted during its adjustment in the crash position between the component to be blocked by the crash element and a particular stationary support, in particular pushes, so that at least part of the power flow the blocking force can pass over the support and outside of the crash element storage. The advantageous cost aspect of such an arrangement has already been mentioned above. The realization of a linear displaceability of the crash element can be dispensed with according to this teaching. According to the proposal, furthermore, the adjustability of the crash element in any case also goes back to a deformability of the crash element itself.

Gemäß einer bevorzugten Weiterbildung der Erfindung nach Anspruch 2 wird vorgeschlagen, eine Crashelementlagerung vorzusehen, die als Linearführung ausgestaltet ist und in der das Crashelement verschieblich geführt ist. Es wurde erkannt, dass eine solche Linearführung bei geeigneter Auslegung robust gegen eine Krafteinleitung in das Crashelement ist, deren Ausrichtung von der Ausrichtung der Linearführung abweicht. Dies trifft gerade für die in der Regel hohen, auf das Crashelement einwirkenden Crashkräfte zu, die dazu führen, dass das Crashelement durch die Crashelementlagerung gewissermaßen "hindurchgedrückt" wird. Dabei kann sogar eine gewisse Verformung der Crashelementlagerung auftreten, ohne dass die eigentliche Funktion der Crashelementlagerung beeinträchtigt wird. Ein mögliches Verkanten des Crashelements in der Linearführung spielt somit im Crashfall keine oder lediglich eine untergeordnete Rolle.According to a preferred embodiment of the invention according to claim 2 is proposed to provide a crash element storage, as a linear guide is configured and in which the crash element is guided displaceably. It has been recognized that such a linear guide with a suitable design is robust against an introduction of force into the crash element whose orientation deviates from the orientation of the linear guide. This is especially true for the usually high, acting on the crash element crash forces that cause the crash element is "pushed" by the crash element storage as it were. In this case, even a certain deformation of the crash element storage occur without the actual function of the crash element storage is impaired. A possible tilting of the crash element in the linear guide thus plays no role or only a minor role in the event of a crash.

Bei einer besonders bevorzugten Ausgestaltung gemäß Anspruch 3 weist das Crashelement einen Eingriffsabschnitt für den Eingriff mit der crashbedingt verformten Komponente der Kraftfahrzeugtür auf.In a particularly preferred embodiment according to claim 3, the crash element has an engagement portion for engagement with the crash-induced deformed component of the motor vehicle door.

Mit der verformbaren Auslegung des Crashelements ergeben sich neue Möglichkeiten für die Auslegung der Crashelementlagerung. Bei der bevorzugten Ausgestaltung gemäß Anspruch 9 ist es beispielweise vorgesehen, dass die Crashelementlagerung das Crashelement an dem Kraftfahrzeugschloss im Übrigen festlegt. Die Führung des Crashelements durch die Crashelementlagerung beschränkt sich dann schlicht auf ein Halten des Crashelements im Bereich der Crashelementlagerung.The deformable design of the crash element opens up new possibilities for the design of the crash element mounting. In the preferred embodiment according to claim 9, it is provided, for example, that the crash element storage determines the crash element on the motor vehicle lock incidentally. The leadership of the crash element by the crash element storage is then limited to a hold of the crash element in the crash element storage.

Bei den besonders bevorzugten Ausgestaltungen gemäß Anspruch 11 ist das Crashelement als Bügel ausgestaltet, der über die Crashelementlagerung jedenfalls an zwei Aufhängepunkten aufgehängt ist. Für den Fall, dass das Crashelement, wie oben angedeutet, verformbar ausgelegt ist, lässt sich hiermit eine besonders robuste und gleichzeitig kostengünstige Anordnung erreichen.In the particularly preferred embodiments according to claim 11, the crash element is designed as a bracket, which is suspended in any case at two suspension points on the crash element storage. In the event that the crash element, as indicated above, designed deformable, can hereby achieve a particularly robust and cost-effective arrangement.

Nach einer weiteren Lehre gemäß Anspruch 14, der ebenfalls eigenständige Bedeutung zukommt, wird eine Kraftfahrzeugtüranordnung mit einer Kraftfahrzeugtür und einem der Kraftfahrzeugtür zugeordneten, vorschlagsgemäßen Kraftfahrzeugschloss beansprucht. Dabei ist das Kraftfahrzeugschloss vorzugsweise in der Kraftfahrzeugtür angeordnet. Das Kraftfahrzeugschloss wirkt dann mit einem an der Karosserie des Kraftfahrzeugs angeordneten Schließkeil o. dgl. zusammen. Auf alle Ausführungen zu dem vorschlagsgemäßen Kraftfahrzeugschloss darf verwiesen werden.According to another teaching according to claim 14, which also has independent significance, a motor vehicle door assembly with a motor vehicle door and a motor vehicle door associated, proposed motor vehicle lock is claimed. In this case, the motor vehicle lock is preferably arranged in the motor vehicle door. The motor vehicle lock then acts with a arranged on the bodywork of the motor vehicle closing wedge o. together. Reference may be made to all versions of the proposed motor vehicle lock.

Bei der besonders bevorzugten Ausgestaltung gemäß Anspruch 15 ist der Eingriffsabschnitt des Crashelements in unmittelbarer Nähe zu der Türaußenhaut der Kraftfahrzeugtür angeordnet. Insbesondere für den Fall, dass der Eingriffsabschnitt im Wesentlichen tellerförmig ausgestaltet ist, lassen sich crashbedingte Verformungen der Türaußenhaut über einen weiten Flächenbereich in das Crashelement einleiten.In the particularly preferred embodiment according to claim 15, the engagement portion of the crash element is disposed in close proximity to the door outer skin of the vehicle door. In particular, in the event that the engagement portion is configured substantially plate-shaped, crash-induced deformations of the door outer skin can be introduced over a wide area in the crash element.

Im Folgenden wird die Erfindung anhand einer lediglich ein Ausführungsbeispiel darstellenden Zeichnung näher erläutert. In der Zeichnung zeigt

Fig. 1
ein nicht vorschlagsgemäßes Kraftfahrzeugschloss im montierten Zustand,
Fig. 2
den Außenbetätigungshebel sowie das Crashelement mit zugeordneter Crashelementlagerung des nicht vorschlagsgemäßen Kraftfahrzeugschlosses aus Fig. 1 im demontierten Zustand a) im Normalbetrieb und b) im Crashfall,
Fig. 3
das Crashelement mit zugeordneter Crashelementlagerung des nicht vorschlagsgemäßen Kraftfahrzeugschlosses gemäß Fig. 1 in einer Explosionsdarstellung,
Fig. 4
ein vorschlagsgemäßes Kraftfahrzeugschloss im montierten Zustand und
Fig. 5
den Außenbetätigungshebel sowie das Crashelement des Kraftfahrzeugschlosses gemäß Fig. 4 im demontierten Zustand a) im Normalbetrieb und b) im Crashfall.
In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows
Fig. 1
a non-proposed motor vehicle lock in the assembled state,
Fig. 2
the external actuating lever and the crash element with associated crash element storage of the non-proposed motor vehicle lock from Fig. 1 in the disassembled state a) in normal operation and b) in the event of a crash,
Fig. 3
the crash element with associated crash element storage of the non-proposed motor vehicle lock according to Fig. 1 in an exploded view,
Fig. 4
a proposed motor vehicle lock in the assembled state and
Fig. 5
the external operating lever and the crash element of the motor vehicle lock according to Fig. 4 in the disassembled state a) in normal operation and b) in the event of a crash.

Das in der Zeichnung dargestellte Kraftfahrzeugschloss 1 ist einer Kraftfahrzeugtüranordnung 2 zugeordnet, die neben dem Kraftfahrzeugschloss 1 eine Kraftfahrzeugtür 2a umfasst. Hinsichtlich des weiten Verständnisses des Begriffs "Kraftfahrzeugtür" darf auf den einleitenden Teil der Beschreibung verwiesen werden. Hier und vorzugsweise handelt es sich bei der Kraftfahrzeugtür 2a um eine Seitentür eines Kraftfahrzeugs.The motor vehicle lock 1 shown in the drawing is assigned to a motor vehicle door arrangement 2 which, in addition to the motor vehicle lock 1, comprises a motor vehicle door 2 a. With regard to the broad understanding of the term "motor vehicle door" may refer to the introductory part of the description become. Here and preferably, the motor vehicle door 2 a is a side door of a motor vehicle.

Das Kraftfahrzeugschloss 1 ist mit den üblichen Schließelementen Schlossfalle 3 und Sperrklinke 4 ausgestattet. Die Schlossfalle 3 ist in eine Offenstellung und in eine in Fig. 1 gezeigte Schließstellung bringbar, wobei die in der Schließstellung befindliche Schlossfalle 3 in Eingriff mit einem nicht dargestellten Schließkeil o. dgl. steht oder bringbar ist. Die Schlossfalle 3 befindet sich üblicherweise in der Kraftfahrzeugtür 2a, während sich der Schließkeil, wie oben erläutert, ortsfest an der Kraftfahrzeugkarosserie befindet.The motor vehicle lock 1 is equipped with the usual closing elements latch 3 and pawl 4. The latch 3 is in an open position and in an in Fig. 1 shown closed position can be brought, wherein the lock case located in the closed position 3 in engagement with a closing wedge, not shown o. The like. Is or can be brought. The lock latch 3 is usually located in the motor vehicle door 2a, while the closing wedge, as explained above, is stationary on the vehicle body.

Die Sperrklinke 4 ist in die in Fig. 1 dargestellte, eingefallene Stellung bringbar, in der sie die Schlossfalle 3 in der Schließstellung fixiert. Die Sperrklinke 4 ist ferner in eine Freigabestellung aushebbar, in der sie die Schlossfalle 3 freigibt. Zum Ausheben der Sperrklinke 4 in die Freigabestellung ist eine Betätigungsanordnung 6 vorgesehen. Hier und vorzugsweise lässt sich die Betätigungsanordnung 6 manuell über einen Bowdenzug 7 betätigen, der mit einem nicht dargestellten Türaußengriff gekoppelt ist. Alternativ oder zusätzlich kann es vorgesehen sein, dass die Betätigung der Betätigungsanordnung 6 motorisch erfolgt.The pawl 4 is in the in Fig. 1 shown, sunken position can be brought, in which it fixes the latch 3 in the closed position. The pawl 4 is further raised in a release position in which it releases the lock latch 3. For lifting the pawl 4 in the release position an actuator assembly 6 is provided. Here and preferably, the actuator assembly 6 can be operated manually via a Bowden cable 7, which is coupled to an outside door handle, not shown. Alternatively or additionally, it may be provided that the actuation of the actuating arrangement 6 is motorized.

Es darf darauf hingewiesen werden, dass die Darstellung des Kraftfahrzeugschlosses 1 in Fig. 1 nur ganz schematisch ist. Ferner sind nur ausgewählte Komponenten innerhalb des Kraftfahrzeugschlosses 1 in gestrichelter Linie dargestellt. Weitere Komponenten, beispielsweise eine Betätigungshebelkette zur Sperrklinke 4 zu deren Ausheben ist im Sinne einer übersichtlichen Darstellung nicht gezeigt.It should be noted that the representation of the motor vehicle lock 1 in Fig. 1 only very schematically. Furthermore, only selected components within the motor vehicle lock 1 are shown in dashed line. Other components, such as an operating lever chain to the pawl 4 to their lifting is not shown in the meaning of a clear representation.

Grundsätzlich kann es im Crashfall, wie weiter oben erläutert, zu einem ungewünschten Ausheben der Sperrklinke 4 kommen. Ursächlich hierfür können die im Crashfall auftretenden Crashbeschleunigungen sein, die beispielsweise auf einen Betätigungshebel 6a oder auf einen dem Betätigungshebel 6a zugeordneten Türgriff, insbesondere Türaußengriff, wirken. Ursächlich hierfür können weiter die im Crashfall auftretenden Verformungen von Komponenten sein, die im Crashfall ggf. in Eingriff mit einem solchen Betätigungshebel 6a o. dgl. kommen.In principle, in the event of a crash, as explained above, unwanted lifting of the pawl 4 can occur. This may be due to the crash accelerations occurring in the event of a crash, which act, for example, on an actuating lever 6a or on a door handle assigned to the actuating lever 6a, in particular an outside door handle. The reason for this may further be the deformations occurring in the event of a crash of components which, in the event of a crash, may possibly come into engagement with such an actuating lever 6a or the like.

Das Kraftfahrzeugschloss 1 ist mit einem Crashelement 8 ausgestattet, das zur Vermeidung eines crashbedingten Aushebens der Sperrklinke 4 mit einer Komponente 9 der Kraftfahrzeugtür 2a, hier und vorzugsweise einer Türaußenhaut 2b, durch deren crashbedingte Verformung in eine Crashstellung verstellbar ist. Bei der in Fig. 1 gezeigten Darstellung ist das Kraftfahrzeugschloss 1 einer als Schiebetür ausgestalteten Seitentür zugeordnet, so dass die Türaußenhaut 2b der Kraftfahrzeugtür 2a in einem stumpfen Winkel zu einer Flachseite 10 des Kraftfahrzeugschlosses 1 steht.The motor vehicle lock 1 is equipped with a crash element 8, which is adjustable to prevent crash-induced lifting of the pawl 4 with a component 9 of the vehicle door 2a, here and preferably an outer door skin 2b, by their crash-induced deformation in a crash position. At the in Fig. 1 As shown, the motor vehicle lock 1 is assigned to a side door designed as a sliding door, so that the door outer skin 2b of the motor vehicle door 2a is at an obtuse angle to a flat side 10 of the motor vehicle lock 1.

Bei einem Seitenaufprall S kommt es zu einer crashbedingten Verformung der Türaußenhaut 2b, wodurch das Crashelement 8 in eine Crashstellung verstellt wird. Die Stellung des Crashelements 8 im Normalbetrieb zeigt Fig. 2a), während Fig. 2b) die Stellung des Crashelements 8 im Crashfall zeigt.In a side impact S, there is a crash-induced deformation of the outer door skin 2b, whereby the crash element 8 is moved into a crash position. The position of the crash element 8 in normal operation shows Fig. 2a ), while Fig. 2b ) shows the position of the crash element 8 in the event of a crash.

Um zu vermeiden, dass es zu einem crashbedingten Ausheben der Sperrklinke 4 kommt, ist es im Einzelnen vorzugsweise vorgesehen, dass das in der Crashstellung befindliche Crashelement 8 die Betätigungsanordnung 6 blockiert. Alternativ oder zusätzlich kann es vorgesehen sein, dass die Sperrklinke 4 durch das Crashelement 8 blockiert wird.In order to avoid that there is a crash-related lifting of the pawl 4, it is preferably provided in detail that the crash element located in the crash position 8 blocks the actuator assembly 6. Alternatively or additionally, it may be provided that the pawl 4 is blocked by the crash element 8.

Anstelle der Blockierung der genannten Komponenten kann es nicht erfindungsgemäß aber auch vorgesehen sein, dass eine Verstellung des Crashelements 8 in die Crashstellung eine Entkopplung der Betätigungsanordnung 6 von der Sperrklinke 4 bewirkt.Instead of blocking the said components, it can not be provided according to the invention, however, that an adjustment of the crash element 8 into the crash position effects a decoupling of the actuating arrangement 6 from the pawl 4.

Grundsätzlich kann die Blockierung bzw. nicht erfindungsgemäße Entkopplung unmittelbar durch das Crashelement 8 erfolgen. In einer anderen, bevorzugten Variante geht die betreffende Wirkung von einem mit dem Crashelement 8 gekoppelten Element aus.In principle, the blocking or non-inventive decoupling can be effected directly by the crash element 8. In another preferred variant, the effect concerned originates from an element coupled to the crash element 8.

Möglich ist, dass eine Crashelementlagerung 11 vorgesehen ist, die als Linearführung ausgestaltet ist und in der das Crashelement 8 verschieblich geführt ist. Die Crashelementlagerung 11 ist entlang einer geometrischen Lagerachse 12 ausgerichtet, wie am besten der Darstellung gemäß Fig. 3 zu entnehmen ist. Bei geeigneter Auslegung lassen sich über die Crashelementlagerung 11 Crashkräfte von ganz unterschiedlicher Ausrichtung aufnehmen.It is possible that a crash element bearing 11 is provided, which is designed as a linear guide and in which the crash element 8 is guided displaceably. The crash element bearing 11 is aligned along a geometric bearing axis 12, as best shown in FIG Fig. 3 can be seen. With a suitable design, it is possible to absorb crash forces of very different orientation via the crash element bearing 11.

Eine Zusammenschau der Fig. 1 und 2 zeigt, dass die Crashelementlagerung 11 und damit das Crashelement 8 selbst an das Kraftfahrzeugschloss 1 im Übrigen angesetzt ist.A synopsis of Fig. 1 and 2 shows that the crash element storage 11 and thus the crash element 8 itself is attached to the motor vehicle lock 1 the rest.

Fig. 3 zeigt, dass das Crashelement 8 einen Führungsabschnitt 13 aufweist, der mit der Crashelementlagerung 11 in führendem Eingriff steht. Hier und vorzugsweise ist der Führungsabschnitt 13 im Querschnitt senkrecht zu der geometrischen Lagerachse 12 länglich ausgestaltet. Ferner zeigt der Führungsabschnitt 13 im Querschnitt senkrecht zu der geometrischen Lagerachse 12 vorzugsweise eine im Wesentlichen rechteckige Ausgestaltung. Fig. 3 shows that the crash element 8 has a guide portion 13 which is in leading engagement with the crash element bearing 11. Here and preferably, the guide section 13 is designed to be elongated in cross-section perpendicular to the geometric bearing axis 12. Furthermore, the guide section 13 in cross-section perpendicular to the geometric bearing axis 12 preferably shows a substantially rectangular configuration.

Bei dem in Fig. 3 dargestellten nicht vorschlagsgemäßen Ausführungsbeispiel schließt sich an den Führungsabschnitt 13 ein Eingriffsabschnitt 14 für den Eingriff mit der crashbedingt verformten Komponente 9 der Kraftfahrzeugtür 2a an. Vorzugsweise zeigt der Eingriffsabschnitt 14 eine Eingriffsfläche 15, die seitlich über das Crashelement 8 im Übrigen hervorsteht. Mit "seitlich" ist eine Richtung senkrecht zu der geometrischen Lagerachse 12 gemeint.At the in Fig. 3 illustrated non-inventive embodiment is followed by the guide portion 13 an engagement portion 14 for engagement with the crash-induced deformed component 9 of the vehicle door 2a. Preferably, the engagement portion 14 shows an engagement surface 15 which laterally projects beyond the crash element 8. By "lateral" is meant a direction perpendicular to the geometric bearing axis 12.

Um eine optimale Kraftaufhahme, insbesondere über einen größeren flächigen Bereich, gewährleisten zu können, ist es weiter vorzugsweise so, dass der Eingriffsabschnitt 14 im Wesentlichen tellerförmig ausgestaltet ist. Wie oben angesprochen, steht der tellerförmige Eingriffsabschnitt 14 seitlich über das Crashelement 8 im Übrigen hervor, so dass sich der tellerförmige Eingriffsabschnitt 14 im Wesentlichen senkrecht zu der geometrischen Lagerachse 12 erstreckt. Der tellerförmige Eingriffsabschnitt 14 ist hier im Wesentlichen konzentrisch zu der geometrischen Lagerachse 12 ausgerichtet.In order to be able to ensure optimum force absorption, in particular over a larger areal area, it is further preferable for the engagement section 14 to be substantially plate-shaped. As mentioned above, the plate-shaped engagement portion 14 protrudes laterally beyond the crash element 8, so that the plate-shaped engagement portion 14 extends substantially perpendicular to the geometric bearing axis 12. The plate-shaped engagement portion 14 is here aligned substantially concentric with the geometric bearing axis 12.

Bei dem Crashelement 8 handelt es sich vorzugsweise um ein einstückiges Element, das in besonders bevorzugter Ausgestaltung aus einem Kunststoffmaterial, insbesondere im Kunststoff-Spritzgießverfahren, hergestellt ist. Grundsätzlich ist es aber auch denkbar, dass das Crashelement 8 mehrteilig ausgestaltet ist.The crash element 8 is preferably a one-piece element, which in a particularly preferred embodiment is made of a plastic material, in particular in the plastic injection molding process. In principle, however, it is also conceivable that the crash element 8 is designed in several parts.

Im Nonnalbetrieb befindet sich das Crashelement 8 in der in Fig. 2a) gezeigten Ruhestellung, in die es mittels einer Federanordnung 16 vorgespannt ist. Aus der Ruhestellung heraus lässt sich das Crashelement 8, getrieben durch die crashbedingte Verformung der Türaußenhaut 2b, gegen seine Vorspannung in die in Fig. 2b) gezeigte Crashstellung verstellen. Diese Verstellung entspricht einer Verstellung des in Fig. 2a) gezeigten Crashelements 8 im Wesentlichen nach links.In Nonnalbetrieb is the crash element 8 in the in Fig. 2a ) shown rest position, in which it is biased by a spring assembly 16. From the rest position can be the crash element 8, driven by the crash conditional Deformation of the outer door skin 2b, against its bias in the in Fig. 2b ) show the crash position shown. This adjustment corresponds to an adjustment of the in Fig. 2a ) shown crash element 8 substantially to the left.

Zur Abstützung der Federanordnung 16 gegenüber dem Kraftfahrzeugschloss 1 im Übrigen ist das Crashelement 8 mit einem Stützabschnitt 17 ausgestattet, der vorzugsweise seitlich des Führungsabschnitts 13 angeordnet ist. In besonders bevorzugter Ausgestaltung ist der Stützabschnitt 17 beidseits des Führungsabschnitts 13 angeordnet, so dass eine bezogen auf die geometrische Lagerachse 12 symmetrische Abstützung der Federanordnung 16 erfolgt. Damit lässt sich einem Verkanten des Crashelements 8 in der Crashelementlagerung 11 entgegenwirken.In order to support the spring arrangement 16 with respect to the motor vehicle lock 1, moreover, the crash element 8 is equipped with a support section 17, which is preferably arranged laterally of the guide section 13. In a particularly preferred embodiment, the support section 17 is arranged on both sides of the guide section 13, so that a relative to the geometric bearing axis 12 symmetrical support of the spring assembly 16 takes place. This can counteract a tilting of the crash element 8 in the crash element storage 11.

Bei dem Ausführungsbeispiel der Fig. 1 bis 3 weist die Federanordnung 16 zwei Schraubendruckfedern 16a, 16b auf, die sich über den beidseits des Führungsabschnitts 13 angeordneten Stützabschnitt 17 abstützen.In the embodiment of the Fig. 1 to 3 the spring arrangement 16 has two helical compression springs 16a, 16b, which are supported by the support section 17 arranged on both sides of the guide section 13.

An der Crashelementlagerung 11 ist eine Federaufnahme 18 vorgesehen, die jeweils einen Zentrierdorn 19a, 19b für die Schraubendruckfedern 16a, 16b aufweist.At the crash element bearing 11, a spring receptacle 18 is provided, each having a centering mandrel 19a, 19b for the helical compression springs 16a, 16b.

Im Sinne einer besonders einfachen Montage ist das Crashelement 8 in die Crashelementlagerung 11 eingeklipst. Hierfür sind federnde Rastelemente 20 vorgesehen, die bei der Montage des Crashelements 8 in starre Gegenrastelemente 21 einrasten. Bei dem dargestellten Ausführungsbeispiel sind die federnden Rastelemente 20 an der Crashelementlagerung 11 und die starren Gegenrastelemente 21 am Führungsabschnitt 13 angeordnet. Dies kann auch umgekehrt vorgesehen sein.In terms of a particularly simple assembly, the crash element 8 is clipped into the crash element storage 11. For this purpose, resilient locking elements 20 are provided which engage in the assembly of the crash element 8 in rigid counter-locking elements 21. In the illustrated embodiment, the resilient locking elements 20 are arranged on the crash element storage 11 and the rigid counter-locking elements 21 on the guide portion 13. This can also be provided vice versa.

Im montierten Zustand stützt sich die Federanordnung 16 an der Crashelementführung 11 einerseits und am Stützabschnitt 17 des Crashelements 8 andererseits ab. Das Crashelement 8 leitet die Vorspannung über die Rastelemente 20 und die Gegenrastelemente 21 wiederum auf die Crashelementführung 11 ab.In the mounted state, the spring arrangement 16 is supported on the crash element guide 11 on the one hand and on the support section 17 of the crash element 8 on the other hand. The crash element 8 derives the bias voltage via the latching elements 20 and the counter-latching elements 21 in turn on the crash element guide 11 from.

Die Montage des Crashelements 8 geht bei dem dargestellten Ausführungsbeispiel der Fig. 1 bis 3 auf ein Einschieben des Führungsabschnitts 13 in die Crashelementführung 11 zurück. Dieses Einschieben erfolgt gegen die Vorspannung der Federanordnung 16 so weit, bis die Rastelemente 20 in die Gegenrastelemente 21 einrasten. Werkzeuge werden bei diesem Montagevorgang des Crashelements 8 vorteilhafterweise nicht benötigt.The assembly of the crash element 8 is in the illustrated embodiment of Fig. 1 to 3 to an insertion of the guide portion 13 in the crash element guide 11 back. This insertion takes place against the bias the spring assembly 16 so far until the locking elements 20 engage in the counter-locking elements 21. Tools are advantageously not needed in this assembly process of the crash element 8.

Bei dem dargestellten Ausführungsbeispiel kommt dem Crashelement 8 eine blockierende Funktion zu. Im Einzelnen ist die Betätigungsanordnung 6 mit einem hier und vorzugsweise schwenkbaren Betätigungshebel 6a ausgestattet, dessen Betätigung ein Ausheben der Sperrklinke 4 bewirkt. Hier handelt es sich bei dem Betätigungshebel 6a um einen Außenbetätigungshebel, der über den Bowdenzug 7 mit einem nicht dargestellten Türaußengriff gekoppelt ist. Grundsätzlich kann es sich bei dem Betätigungshebel 6a um irgendeinen Betätigungshebel 6a, beispielsweise um einen Innenbetätigungshebel 6a, handeln. Wesentlich ist hier lediglich, dass die Betätigung des Betätigungshebels 6a ein Ausheben der Sperrklinke 4 bewirkt und dass das in der Crashstellung befindliche Crashelement 8 (Fig. 2 b)) den Betätigungshebel 6a in Betätigungsrichtung 22 blockiert. Für die Blockierung ist der Betätigungshebel 6a mit einer Blockierfläche 23 ausgestattet, die mit einer Gegenblockierfläche 24 an dem Führungsabschnitt 13 in blockierenden Eingriff bringbar ist. Die Blockierfläche 23 am Betätigungshebel 6a ist bezogen auf die Betätigungshebelachse 6b im Wesentlichen radial ausgerichtet. Die Gegenblockierfläche 24 ist im Wesentlichen senkrecht zu der geometrischen Lagerachse 12 der Crashelementlagerung 11 ausgerichtet.In the illustrated embodiment, the crash element 8 has a blocking function. In detail, the actuator assembly 6 is equipped with a here and preferably pivotable actuating lever 6a, the actuation causes a lifting of the pawl 4. Here, the actuating lever 6a is an external operating lever, which is coupled via the Bowden cable 7 with an outside door handle, not shown. In principle, the actuation lever 6a can be any actuation lever 6a, for example an internal actuation lever 6a. It is only essential here that the actuation of the actuating lever 6a causes a lifting of the pawl 4 and that the crash element located in the crash position 8 (FIG. Fig. 2 b) ) blocks the operating lever 6a in the direction of actuation 22. For blocking, the operating lever 6a is provided with a blocking surface 23 which is engageable with a counter-blocking surface 24 on the guide portion 13 in blocking engagement. The blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b. The counter-blocking surface 24 is aligned substantially perpendicular to the geometric bearing axis 12 of the crash element bearing 11.

Ein besonders interessanter Aspekt bei dem dargestellten Kraftfahrzeugschloss der Fig. 1 bis 3 ist die Tatsache, dass zumindest ein Teil des Kraftflusses der bei der Blockierung durch das Crashelement 8 auftretenden Blockierkraft im Wesentlichen außerhalb der Crashelementlagerung 11 verläuft. Dies dadurch realisiert, dass sich das Crashelement 8 bei seiner Verstellung in die Crashstellung zwischen die Betätigungsanordnung 6 und eine insbesondere ortsfeste Abstützung 25 verstellt, hier und vorzugsweise schiebt. Ein solcher Crashfall ist für die in Fig. 1 gezeigte Konstruktion in der dortigen Detaildarstellung links oben gezeigt. Der Kraftfluß der Blockierkraft wird über die Abstützung 25 also gewissermaßen kurzgeschlossen. Dies ergibt sich am besten aus der in Fig. 1 rechts oben gezeigten Prinzipskizze.A particularly interesting aspect in the illustrated motor vehicle lock of Fig. 1 to 3 is the fact that at least part of the power flow of the blocking force occurring during the blocking by the crash element 8 extends substantially outside the crash element bearing 11. This realized by the fact that the crash element 8 adjusted as it moves into the crash position between the actuator assembly 6 and a particular fixed support 25, here and preferably pushes. Such a crash case is for in Fig. 1 shown construction in the local detail shown above left. The power flow of the blocking force is thus effectively short-circuited via the support 25. This is best seen in the Fig. 1 right sketch shown above.

In bevorzugter Ausgestaltung verläuft im Wesentlichen der gesamte Kraftfluß der obigen Blockierkraft über die Abstützung 25 und außerhalb der Crashelementlagerung 11, so dass die Crashelementlagerung 11 wie oben angesprochen schwach ausgelegt werden kann.In a preferred embodiment, substantially the entire power flow of the above blocking force on the support 25 and outside of the crash element storage 11, so that the crash element storage 11 as mentioned above can be designed weak.

Denkbar ist auch, dass zwischen dem in der Crashstellung befindlichen Crashelement 8 und der Abstützung 25 ein gewisses Spiel vorhanden ist, sofern noch keine Crashkräfte auf den Betätigungshebel 6a wirken. Erst wenn Crashkräfte auf den Betätigungshebel 6a wirken, wird das Spiel, ggf. durch Verformung eines Teils der Crashelementlagerung 11, aufgehoben, so dass der Kraftfluß über die Abstützung 25 verlaufen kann.It is also conceivable that there is a certain amount of play between the crash element 8 located in the crash position and the support 25, provided that no crash forces still act on the actuating lever 6a. Only when crash forces act on the actuating lever 6a, the game, possibly by deformation of a portion of the crash element storage 11, repealed, so that the power flow can extend over the support 25.

Bei dem Verlauf des Kraftflusses der Blockierkraft außerhalb der Crashelementlagerung 11 spielt es hier keine Rolle, ob die Sperrklinke 4 oder die Betätigungsanordnung 6, insbesondere der Betätigungshebel 6a, durch das Crashelement 8 blockiert wird.In the course of the power flow of the blocking force outside of the crash element bearing 11, it does not matter here whether the pawl 4 or the actuating arrangement 6, in particular the actuating lever 6a, is blocked by the crash element 8.

Bei der Abstützung 25 handelt es sich vorzugsweise um eine unbewegliche Fläche am Kraftfahrzeugschloss 1, die hier und vorzugsweise an einem Gehäuseblech, hier am Rückblech 26, des Kraftfahrzeugschlosses 1 angeordnet ist. Andere Varianten für die Realisierung der starren Abstützung 25 sind denkbar.The support 25 is preferably an immovable surface on the motor vehicle lock 1, which is arranged here and preferably on a housing plate, here on the rear plate 26 of the motor vehicle lock 1. Other variants for the realization of the rigid support 25 are conceivable.

Wie schon angesprochen, ist der Betätigungshebel 6a vorzugsweise um eine Betätigungshebelachse 6b schwenkbar ausgestaltet, wobei die geometrische Lagerachse 12 der Crashelementlagerung 11 gegenüber der Betätigungshebelachse 6b angestellt ist. Vorzugsweise ist die geometrische Lagerachse 12 der Crashelementlagerung 11 gegenüber der Betätigungshebelachse 6b um einen Winkel angestellt, der in einem Bereich zwischen etwa 30° und etwa 60°, vorzugsweise bei etwa 45° liegt. Dieses Anstellen der geometrischen Lagerachse 12 gegenüber der Betätigungshebelachse 6b um einen obigen Winkel hat sich für den Anwendungsbereich der Seitentüren als besonders vorteilhaft herausgestellt.As already mentioned, the actuating lever 6a is preferably pivotable about an actuating lever axis 6b, the geometric bearing axis 12 of the crash element bearing 11 being set opposite the actuating lever axis 6b. Preferably, the geometric bearing axis 12 of the crash element bearing 11 is set with respect to the actuating lever axis 6b by an angle which is in a range between about 30 ° and about 60 °, preferably at about 45 °. This setting of the geometric bearing axis 12 relative to the actuating lever axis 6b by an above angle has been found to be particularly advantageous for the field of application of the side doors.

Es kann vorgesehen sein, dass das Crashelement 8 bei einer crashbedingten Verstellung in die Crashstellung derart zerstört wird, dass die Blockierung der Sperrklinke 4 bzw. der Betätigungsanordnung 6 nach dem Auftreten der Crashbeschleunigungen aufgehoben ist. Dies kann beispielsweise dadurch vorgesehen sein, dass bei einem einmaligen Verstellen des Crashelements 8 in die Crashstellung zwar ein Aufbrechen des Crashelements 8 erfolgt, allerdings ein gewisser Formschluss verbleibt, der das Crashelement zunächst stabil hält. Erst nach Veränderung der Belastungssituation "zerfällt" das Crashelement 8 in seine einzelnen Teile, so dass die Blockierung der Blockieranordnung 6 aufgehoben ist.It can be provided that the crash element 8 is destroyed during a crash-induced adjustment in the crash position such that the blocking of the pawl 4 and the actuator assembly 6 is canceled after the occurrence of crash accelerations. This can be provided, for example be that with a single adjustment of the crash element 8 in the crash position, although a crash of the crash element 8 takes place, however, a certain form fit remains, the first holds the crash element stable. Only after changing the load situation "crashes" the crash element 8 in its individual parts, so that the blocking of the blocking assembly 6 is repealed.

Nach der vorschlagsgemäßen Lehre wird ein Kraftfahrzeugschloss 1 beansprucht, bei der eine Crashelementlagerung 11 vorgesehen ist, in der das Crashelement 8 geführt ist, wobei zumindest ein Teil des Kraftflusses der Blockierkraft in obiger Weise über die Abstützung 25 und außerhalb der Crashelementlagerung 11 verlaufen kann. Auf alle diesbezüglichen Ausführungen zu dem nicht vorschlagsgemäßen Kraftfahrzeugschloss 1 der Fig. 1 bis 3 darf verwiesen werden.According to the proposal, a motor vehicle lock 1 is claimed in which a crash element bearing 11 is provided, in which the crash element 8 is guided, wherein at least a part of the power flow of the blocking force in the above manner can extend over the support 25 and outside of the crash element storage 11. On all relevant comments on the non-proposed motor vehicle lock 1 of Fig. 1 to 3 may be referred.

Die Fig. 4 und 5 zeigen eine Ausführungsform für die vorschlagsgemäße Lehre, bei der eine Linearführung des nicht vorschlagsgemäßen Ausführungsbeispiels der Fig. 1 nicht vorgesehen ist. Der grundsätzliche Aufbau des in den Fig. 4 und 5 dargestellten Kraftfahrzeugschlosses 1 entspricht dem grundsätzlichen Aufbau des in den Fig. 1 bis 3 dargestellten Kraftfahrzeugschlosses 1, wobei eben eine Linearführung für das Crashelement 8 nicht vorgesehen ist. Entsprechend sind für funktionsgleiche Elemente in den Fig. 1 bis 3 und in den Fig. 4, 5 dieselben Bezugszeichen verwendet worden. Alle im Zusammenhang mit den in den Fig. 1 bis 3 erläuterten Varianten des nicht vorschlagsgemäßen Ausführungsbeispiels mit den dazugehörigen Vorteilen sind auf das in den Fig. 4, 5 gezeigte vorschlagsgemäße Ausführungsbeispiel entsprechend anwendbar.The Fig. 4 and 5 show an embodiment of the proposed teaching, in which a linear guide of the non-proposed embodiment of the Fig. 1 is not provided. The basic structure of the in the Fig. 4 and 5 illustrated motor vehicle lock 1 corresponds to the basic structure of the in the Fig. 1 to 3 shown motor vehicle lock 1, wherein just a linear guide for the crash element 8 is not provided. Accordingly, for functionally identical elements in the Fig. 1 to 3 and in the Fig. 4 . 5 the same reference numerals have been used. All related to those in the Fig. 1 to 3 explained variants of the non-proposed embodiment with the associated advantages are on the in the Fig. 4 . 5 shown proposed embodiment according to applicable.

Das in den Fig. 4, 5 gezeigte Kraftfahrzeugschloss 1 weist eine Schlossfalle 3 und eine der Schlossfalle 3 zugeordnete Sperrklinke 4 auf. Die Schlossfalle 3 ist wie oben erläutert in eine nicht dargestellte Offenstellung und in eine in Fig. 4 dargestellte Schließstellung bringbar, wobei die in der Schließstellung befindliche Schlossfalle 3 in Eingriff mit einem Schließkeil o. dgl. steht oder bringbar ist.That in the Fig. 4 . 5 shown motor vehicle lock 1 has a latch 3 and a lock latch 3 associated pawl 4. The latch 3 is as explained above in an open position, not shown, and in an in Fig. 4 shown closed position can be brought, wherein the lock case located in the closed position 3 is in engagement with a closing wedge o. The like. Is or can be brought.

Die Sperrklinke 4 ist in die dargestellte, eingefallene Stellung bringbar, in der sie die Schlossfalle 3 in der in Fig. 4 ebenfalls dargestellten Schließstellung fixiert.The pawl 4 can be brought into the illustrated, sunken position in which they lock the latch 3 in the in Fig. 4 also shown closed position fixed.

Die Sperrklinke 4 ist ferner in eine nicht dargestellte Freigabestellung aushebbar, in der sie die Schlossfalle 3 freigibt.The pawl 4 is further raised in a release position, not shown, in which it releases the lock latch 3.

Die Sperrklinke 4 lässt sich auch hier mittels einer Betätigungsanordnung 6 in die Freigabestellung bringen, wobei die Betätigungsanordnung 6 mit einem in den Fig. 4 und 5 dargestellten Betätigungshebel 6a ausgestattet ist, der wiederum um eine Betätigungshebelachse 6b schwenkbar ist.The pawl 4 can also bring here by means of an actuator assembly 6 in the release position, wherein the actuator assembly 6 with a in the Fig. 4 and 5 shown actuating lever 6a is equipped, which in turn is pivotable about an actuating lever axis 6b.

Eine Zusammenschau der Fig. 4 und 5 zeigt, dass ein Crashelement 8 vorgesehen ist, das zur Vermeidung eines crashbedingten Aushebens der Sperrklinke 4 mit einer Komponente 9 der Kraftfahrzeugtüranordnung 2, insbesondere einer Türaußenhaut 2b, durch deren crashbedingte Verformung in eine Crashstellung verstellbar ist, wobei hierfür das in der Crashstellung befindliche Crashelement 8 die Sperrklinke 4 und/oder die Betätigungsanordnung 6, insbesondere den Betätigungshebel 6a, blockiert (Fig. 5b)).A synopsis of Fig. 4 and 5 shows that a crash element 8 is provided which, in order to avoid a crash-induced lifting of the pawl 4 with a component 9 of the motor vehicle door assembly 2, in particular a door outer skin 2b, is adjustable by the crash-induced deformation in a crash position, for which there is the crash element located in the crash position. 8 the pawl 4 and / or the actuating arrangement 6, in particular the actuating lever 6a, blocked ( Fig. 5b )).

Wesentlich ist auch bei dem in den Fig. 4 und 5 dargestellten Kraftfahrzeugschloss 1, dass eine Crashelementlagerung 11 für das Crashelement 8 vorgesehen ist und dass sich das Crashelement 8 bei seiner Verstellung in die Crashstellung zwischen die vom Crashelement 8 zu blockierende Komponente 4, 6 und eine insbesondere ortsfeste Abstützung 25 verstellt, insbesondere schiebt, so dass zumindest ein Teil des Kraftflusses der Blockierkraft über die Abstützung 25 und außerhalb der Crashelementlagerung 11 verlaufen kann. Der grundsätzlich hiermit verbundene Vorteil, nämlich der Vorteil der vergleichsweise schwachen Auslegung der Crashelementlagerung 11, wurde im Zusammenhang mit der in den Fig. 1 bis 3 dargestellten Ausgestaltung erläutert.Essential is also in the in the Fig. 4 and 5 illustrated motor vehicle lock 1, that a crash element storage 11 is provided for the crash element 8 and that the crash element 8 adjusted during its adjustment in the crash position between the crash element 8 to be blocked component 4, 6 and a particular stationary support 25, in particular pushes, so that at least part of the power flow of the blocking force can extend over the support 25 and outside of the crash element bearing 11. The basically associated advantage, namely the advantage of the comparatively weak design of the crash element storage 11, has been described in connection with FIG Fig. 1 to 3 illustrated embodiment explained.

Besonders interessant bei dem in den Fig. 4 und 5 dargestellten Ausführungsbeispiel ist die Ausgestaltung des Crashelements 8 einerseits und der Crashelementlagerung 11 andererseits. Das Crashelement 8 dient hier, wie in den Fig. 1 bis 3 auch, der Blockierung der Betätigungsanordnung 6, insbesondere des Betätigungshebels 6a, im Crashfall.Especially interesting in the in the Fig. 4 and 5 illustrated embodiment, the embodiment of the crash element 8 on the one hand and the crash element storage 11 on the other. The crash element 8 is used here, as in the Fig. 1 to 3 also, the blocking of the actuating arrangement 6, in particular of the actuating lever 6a, in the event of a crash.

Im Einzelnen ist die Abstützung 25, wie ebenfalls in den Fig. 1 bis 3 gezeigt, unbeweglich am Kraftfahrzeugschloss 1 angeordnet. Vorzugsweise ist die Abstützung 25 an einem Gehäuseteil des Kraftfahrzeugschlosses 1 angeordnet und weiter vorzugsweise Bestandteil des betreffenden Gehäuseteils. In besonders bevorzugter Ausgestaltung ist die Abstützung 25 an einem Kunststoff-Gehäuseteil 28, hier und vorzugsweise an einer Kunststoff-Abdeckung 28, des Kraftfahrzeugschlosses 1 angeordnet. Alternativ kann es aber auch vorgesehen sein, dass, wie weiter oben erläutert, die Abstützung 25 an einem Gehäuseblech 26, insbesondere einem Rückblech 26, des Kraftfahrzeugschlosses 1 angeordnet ist.In detail, the support 25, as also in the Fig. 1 to 3 shown immovably arranged on the motor vehicle lock 1. Preferably, the support 25 is arranged on a housing part of the motor vehicle lock 1 and on preferably part of the relevant housing part. In a particularly preferred embodiment, the support 25 is arranged on a plastic housing part 28, here and preferably on a plastic cover 28 of the motor vehicle lock 1. Alternatively, however, it may also be provided that, as explained above, the support 25 is arranged on a housing plate 26, in particular a rear plate 26, of the motor vehicle lock 1.

Interessant bei dem in den Fig. 4 und 5 dargestellten vorschlagsgemäßenAusführungsbeispiel ist, dass die Verstellbarkeit des Crashelements 8 jedenfalls auch auf eine Verformbarkeit des Crashelements 8 zurückgeht. Je nach Ausgestaltung der Crashelementlagerung 11 kann es auch vorgesehen sein, dass die Verstellbarkeit des Crashelements 8 ausschließlich auf eine Verformbarkeit des Crashelements 8 zurückgeht.Interesting in the in the Fig. 4 and 5 illustrated exemplary embodiment is that the adjustability of the crash element 8 in any case also due to a deformability of the crash element 8. Depending on the design of the crash element bearing 11, it can also be provided that the adjustability of the crash element 8 is based exclusively on a deformability of the crash element 8.

Grundsätzlich ist es denkbar, dass die crashbedingte Verformung des Crashelements 8 eine bleibende Verformung, insbesondere eine plastische Verformung ist. Denkbar ist auch, dass das Crashelement 8 durch die crashbedingte Verformung, wie oben angesprochen, zumindest abschnittsweise bricht und zerstört wird. In besonders bevorzugter Ausgestaltung ist es allerdings so, dass die Verformbarkeit des Crashelements 8 zumindest zum Teil eine elastische Verformbarkeit ist. Dadurch lässt sich das Verhalten des Crashelements 8, insbesondere dessen Verformungsweg, am besten vorhersehen.In principle, it is conceivable that the crash-induced deformation of the crash element 8 is a permanent deformation, in particular a plastic deformation. It is also conceivable that the crash element 8 is at least partially broken and destroyed by the crash-induced deformation, as mentioned above. In a particularly preferred embodiment, however, it is such that the deformability of the crash element 8 is at least partially an elastic deformability. This makes it possible to best predict the behavior of the crash element 8, in particular its deformation path.

Die Fig. 4 und 5 zeigen, dass die Verformbarkeit des Crashelements 8 hier und vorzugsweise auf mindestens eine lokale Strukturschwächung 29 des Crashelements 8 zurückgeht. Bei dem in den Fig. 4 und 5 dargestellten Ausführungsbeispiel ist das Crashelement 8 im Wesentlichen wabenartig aufgebaut. Es setzt sich entsprechend, zumindest abschnittsweise aus Biegeelementen 30, hier und vorzugsweise aus elastischen Wandelementen 30, zusammen.The Fig. 4 and 5 show that the deformability of the crash element 8 here and preferably to at least one local structure weakening 29 of the crash element 8 goes back. In the in the Fig. 4 and 5 illustrated embodiment, the crash element 8 is constructed substantially honeycomb-like. It sits down accordingly, at least in sections of bending elements 30, here and preferably of elastic wall elements 30, together.

Fig. 5 zeigt, dass das Crashelement 8 zumindest in einem Bereich der Crashlagerung 11 nachgiebig ausgestaltet ist. In diesem Bereich weist das Crashelement einen Federabschnitt 31 auf, der ein Einfedern des Crashelements 8 gegenüber dem Kraftfahrzeugschloss 1 im Übrigen erlaubt. Die Crashelementlagerung 11 ist an dieser Verstellung des Crashelements 8 nicht oder nur unwesentlich beteiligt, wie aus den folgenden Ausführungen deutlich wird. Fig. 5 shows that the crash element 8 is made resilient at least in a region of the crash storage 11. In this area, the crash element on a spring portion 31, which allows a compression of the crash element 8 relative to the motor vehicle lock 1 in the rest. The crash element bearing 11 is not or only marginally involved in this adjustment of the crash element 8, as will become apparent from the following explanations.

Mit der oben angesprochenen Verformbarkeit des Crashelements 8 kann es grundsätzlich vorgesehen sein, dass die Crashelementlagerung 11 das Crashelement 8 an dem Kraftfahrzeugschloss 1 im Übrigen festlegt. Ein Bewegungsfreiheitsgrad für das Crashelement 8 ergibt sich dann ausschließlich aus der Verformbarkeit des Crashelements 8.With the above-mentioned deformability of the crash element 8, it can be provided in principle that the crash element storage 11 determines the crash element 8 on the motor vehicle lock 1 in the rest. A degree of freedom of movement for the crash element 8 then results exclusively from the deformability of the crash element 8.

Hier und vorzugsweise ist es allerdings so, dass die Crashelementlagerung 11 mindestens ein Schwenklager 32, 33, hier und vorzugsweise zwei Schwenklager 32, 33 aufweist. Da Schwenkbewegungen hier nur im Ausnahmefall, nämlich im Crashfall, auftreten, reicht es aus, das bzw. die Schwenklager 32, 33 als Reiblager auszugestalten.However, here and preferably it is the case that the crash element bearing 11 has at least one pivot bearing 32, 33, here and preferably two pivot bearings 32, 33. Since pivoting movements occur only in exceptional cases, namely in the event of a crash, it is sufficient to design the pivot bearing (s) 32, 33 as a friction bearing.

Denkbar ist in diesem Zusammenhang, dass das Crashelement 8 als Hebel ausgestaltet ist, der über die Crashelementlagerung 11 schwenkbar ist. Dabei bleibt es bei dem vorschlagsgemäßen Vorteil, dass durch die Abstützung des Crashelements 8 über die Abstützung 25 eine nur geringe Belastung des Schwenklagers im Crashfall auftritt.It is conceivable in this context that the crash element 8 is designed as a lever which is pivotable about the crash element bearing 11. It remains in the proposed advantage that only a small load of the pivot bearing occurs in the event of a crash by the support of the crash element 8 on the support 25.

Die Fig. 4 und 5 zeigen eine Ausgestaltung des Crashelements 8, die nicht nur ein besonders reproduzierbares Verhalten im Crashfall garantiert, sondern mit der die Verformung der betreffenden Komponente 9 der Kraftfahrzeugtüranordnung 2 aus einer Mehrzahl von Richtungen aufgenommen werden kann. Hierfür wird vorgeschlagen, dass das Crashelement 8 als Bügel ausgestaltet ist, der über die Crashelementlagerung 11 jedenfalls an zwei Aufhängepunkten 34, 35 aufgehängt ist. Hier und vorzugsweise weist das bügelartige Crashelement 8 zwei Enden auf, an denen sich jeweils ein Aufhängepunkt 34, 35 befindet. Bei den obigen Aufhängepunkten 34, 35 handelt es sich hier und vorzugsweise um die oben angesprochenen Schwenklager 32, 33. Denkbar ist aber auch, dass das Crashelement 8, wie ebenfalls oben angesprochen, über die Crashelementlagerung 11 an den Aufhängepunkten 34, 35 festgelegt ist.The Fig. 4 and 5 show an embodiment of the crash element 8, which not only guarantees a particularly reproducible behavior in the event of a crash, but with which the deformation of the relevant component 9 of the motor vehicle door assembly 2 can be received from a plurality of directions. For this purpose, it is proposed that the crash element 8 is configured as a bracket, which is suspended in any case at two suspension points 34, 35 via the crash element bearing 11. Here and preferably, the bow-shaped crash element 8 has two ends, on each of which a suspension point 34, 35 is located. The above suspension points 34, 35 are here and preferably the above-mentioned pivot bearings 32, 33. It is also conceivable that the crash element 8, as also mentioned above, via the crash element storage 11 at the suspension points 34, 35 is fixed.

Das bügelartige Crashelement 8 ist zumindest in einem Bereich zwischen den beiden Aufhängepunkten 34, 35 bogenartig ausgestaltet, so dass es einen Eingriff mit der betreffenden Komponente 9 der Kraftfahrzeugtüranordnung 2 aus verschiedenen Richtungen 36a, b, c erlaubt.The bow-shaped crash element 8 is arc-shaped, at least in a region between the two suspension points 34, 35, so that it allows engagement with the respective component 9 of the motor vehicle door assembly 2 from different directions 36a, b, c.

Die Anordnung ist nun vorzugsweise so getroffen, dass durch die crashbedingte Verformung der betreffenden Komponente 9 der Kraftfahrzeugtüranordnung 2, hier und vorzugsweise einer Türaußenhaut 2b, eine Kraft von der Komponente 9 auf das Crashelement 8 wirkt, deren Kraftwirkungslinie an zumindest einer der beiden Aufhängepunkte 34, 35 des Crashelements 8 vorbeiläuft.The arrangement is now preferably made such that, due to the crash-induced deformation of the relevant component 9 of the motor vehicle door arrangement 2, here and preferably an outer door skin 2 b, a force acts from the component 9 on the crash element 8 whose force action line at at least one of the two suspension points 34, 35 of the crash element 8 passes.

Vorzugsweise ist es nun so, dass das Crashelement 8 eine Blockiernase 37 aufweist, die bei in der Crashstellung befindlichem Crashelement 8 (Fig. 5) die Betätigungsanordnung 6, hier den Betätigungshebel 6a, blockiert. Im Einzelnen ist es so, dass sich die Blockiernase 37 bei der Verstellung des Crashelements 8 in die Crashstellung zwischen die Betätigungsanordnung 6 und die insbesondere ortsfeste Abstützung 25 verstellt, hier und vorzugsweise schiebt.Preferably, it is now the case that the crash element 8 has a blocking lug 37 which, when the crash element is in the crash position 8 (FIG. Fig. 5 ), the actuating assembly 6, here the operating lever 6a, blocked. Specifically, it is so that the blocking lug 37 adjusted during the adjustment of the crash element 8 in the crash position between the actuator assembly 6 and the particular stationary support 25, here and preferably pushes.

Grundsätzlich ist es, wie oben angesprochen, auch möglich, dass die Sperrklinke 4 blockiert wird. Wie ebenfalls oben angesprochen, erfolgt die Blockierung gegen die Abstützung 25, so dass zumindest ein Teil des Kraftflusses der Blockierkraft über die Abstützung 25 und außerhalb der Crashelementlagerung 11 verlaufen kann.Basically, it is also possible, as mentioned above, that the pawl 4 is blocked. As also mentioned above, the blocking takes place against the support 25, so that at least part of the force flow of the blocking force can extend beyond the support 25 and outside the crash element bearing 11.

Besonders interessant bei dem dargestellten und insoweit bevorzugten Ausführungsbeispiel ist die Tatsache, dass die Verformbarkeit des Crashelements 8 so ausgelegt ist, dass die Blockiernase 37 im Crashfall eine im Wesentlichen lineare Bewegung ausführt. Damit kann die Verstellung des Crashelements 8, hier der Blockiernase 37 des Crashelements 8, auf besonders platzsparende Weise zwischen die vom Crashelement 8 zu blockierende Komponente 4, 6 und eine hier und vorzugsweise ortsfeste Abstützung 25 verstellt werden.Of particular interest in the illustrated preferred embodiment is the fact that the deformability of the crash element 8 is designed such that the blocking lug 37 executes a substantially linear movement in the event of a crash. Thus, the adjustment of the crash element 8, here the blocking lug 37 of the crash element 8, can be adjusted in a particularly space-saving manner between the components 4, 6 to be blocked by the crash element 8 and a support 25 which is fixed here.

Es darf darauf hingewiesen werden, dass der Begriff "Blockiernase" vorliegend weit zu verstehen ist und jede Komponente umfasst, die zwischen zwei Komponenten verstellt werden kann, um zwischen diesen beiden Komponenten einen Kraftfluss herzustellen.It should be noted that the term "blocking nose" is to be understood in the present case and includes any component that can be adjusted between two components in order to produce a force flow between these two components.

Die Blockiernase 37 befindet sich bei dem in den Fig. 4 und 5 dargestellten Ausführungsbeispiel an einer Stelle zwischen den beiden Aufhängepunkten 34, 35 des bügelartigen Crashelements 8. Im Einzelnen ist die Blockiernase 37 in einem mittleren Abschnitt zwischen den beiden Aufhängepunkten 34, 35 angeordnet, so dass die crashbedingte Verformung möglichst unmittelbar auf die Blockiernase 37 übertragen wird.The blocking nose 37 is located in the in the Fig. 4 and 5 In detail, the blocking lug 37 is arranged in a middle section between the two suspension points 34, 35 so that the crash-induced deformation is transmitted as directly as possible to the blocking lug 37.

Fig. 4 zeigt einen weiteren interessanten Aspekt, nämlich, dass eine Begrenzung 38 für die Blockiernase 37 vorgesehen ist, die die Bewegbarkeit der Blockiernase 37 im Crashfall begrenzt. Hier und vorzugsweise handelt es sich bei der Begrenzung 38 um eine schlitzartige Ausformung in dem Kunststoff-Gehäuseteil 28, wobei die schlitzartige Ausformung 38 in Fig. 4 nach oben hin durch die Abstützung 25 abgeschlossen wird. Im Crashfall läuft die Blockiernase 37 also in die Begrenzung 38, insbesondere in die schlitzartige Ausformung 38, hinein, die die Bewegbarkeit der Blockiernase 37 im Crashfall begrenzt. Damit ist sichergestellt, dass die Blockiernase 37 im Crashfall tatsächlich in den Bewegungsbereich des Betätigungshebels 6a blockierend hineinläuft, und nicht durch irgendeine andere Verformung aus diesem Bewegungsbereich herausläuft. Fig. 4 shows a further interesting aspect, namely that a limit 38 is provided for the blocking lug 37, which limits the mobility of the blocking lug 37 in the event of a crash. Here, and preferably, the boundary 38 is a slot-like shape in the plastic housing part 28, wherein the slot-like formation 38 in Fig. 4 is completed at the top by the support 25. In the event of a crash, the blocking lug 37 thus runs into the boundary 38, in particular into the slot-like formation 38, which limits the movability of the blocking lug 37 in the event of a crash. This ensures that the blocking lug 37 in the event of a crash actually in the range of motion of the operating lever 6a runs in blocking, and does not run out of this range of motion by any other deformation.

In weiter bevorzugter Ausgestaltung ist es so, dass die Blockiernase 37 schon im Normalbetrieb mit der Begrenzung 38 in Eingriff steht, insbesondere in die schlitzartige Ausformung 38 hineinragt, so dass die Blockiernase 37 im Crashfall bereits in die schlitzartige Ausformung 38 "eingefädelt" ist.In a further preferred embodiment, it is so that the blocking lug 37 is already in normal operation with the boundary 38 into engagement, in particular projects into the slot-like formation 38, so that the blocking lug 37 is already "threaded" in the slot-like formation 38 in the event of a crash.

Abschließend darf die Funktionsweise des in den Fig. 4 und 5 dargestellten Kraftfahrzeugschlosses im Detail erläutert werden: Bei einem Seitenaufprall S kommt es zu einer crashbedingten Verformung der Türaußenhaut 2b, wodurch das Crashelement 8 in eine Crashstellung verstellt wird. Die Stellung des Crashelements 8 im Normalbetrieb zeigt Fig. 5a), während Fig. 5b) die Stellung des Crashelements 8 im Crashfall zeigt.Finally, the functioning of the in the Fig. 4 and 5 In a side impact S, there is a crash-induced deformation of the door outer skin 2b, whereby the crash element 8 is adjusted in a crash position. The position of the crash element 8 in normal operation shows Fig. 5a ), while Fig. 5b ) shows the position of the crash element 8 in the event of a crash.

Um zu vermeiden, dass es zu einem crashbedingten Ausheben der Sperrklinke 4 kommt, ist es im Einzelnen vorzugsweise vorgesehen, dass das in der Crashstellung befindliche Crashelement 8 die Betätigungsanordnung 6 blockiert. Für die Blockierung ist der Betätigungshebel 6a, wie in den Fig. 1 bis 3, mit einer Blockierfläche 23 ausgestattet, die mit einer Gegenblockierfläche 24 am Crashelement 8 in blockierenden Eingriff bringbar ist. Die Blockierfläche 23 am Betätigungshebel 6a ist bezogen auf die Betätigungshebelachse 6b im Wesentlichen radial ausgerichtet. Hier und vorzugsweise verstellt sich das Crashelement 8 bei seiner Verstellung in die Crashstellung zwischen den Betätigungshebel 6a und die Abstützung 25. Der Kraftfluss der Blockierkraft wird über die Abstützung 25, wie oben angesprochen, gewissermaßen kurzgeschlossen.In order to avoid that there is a crash-related lifting of the pawl 4, it is preferably provided in detail that the crash element located in the crash position 8 blocks the actuator assembly 6. For blocking, the operating lever 6a is as shown in FIGS Fig. 1 to 3 , equipped with a blocking surface 23 which is engageable with a Gegenblockierfläche 24 on the crash element 8 in blocking engagement. The blocking surface 23 on the actuating lever 6a is aligned substantially radially with respect to the actuating lever axis 6b. Here and preferably, the crash element 8 adjusted during its adjustment in the crash position between the actuating lever 6a and the support 25. The power flow of the blocking force is about the support 25, as mentioned above, as it were shorted.

Wie ebenfalls im Zusammenhang mit den Fig. 1 bis 3 angesprochen, ist zwischen dem in der Crashstellung befindlichen Crashelement 8 und der Abstützung 25 ein gewisses Spiel vorhanden, sofern noch keine Crashkräfte auf den Betätigungshebel 6a wirken. Erst wenn Crashkräfte auf den Betätigungshebel 6a wirken (in Fig. 5 gegen den Uhrzeigersinn), wird das Spiel, bei dem in den Fig. 4 und 5 dargestellten Ausführungsbeispiel durch Verformung eines Teils des Crashelements 8, aufgehoben, so dass der Kraftfluss über die Abstützung 25 verlaufen kann.As also related to the Fig. 1 to 3 addressed, there is a certain amount of play between the crash element 8 located in the crash position and the support 25, provided that no crash forces still act on the actuating lever 6a. Only when crash forces act on the operating lever 6a (in Fig. 5 counterclockwise), the game in which in the Fig. 4 and 5 illustrated embodiment by deformation of a portion of the crash element 8, repealed, so that the power flow can extend over the support 25.

Es darf noch darauf hingewiesen werden, dass es für das erläuterte Prinzip der Blockierung gegen eine Abstützung 25 keine Rolle spielt, ob, wie hier, die Betätigungsanordnung 6 oder die Sperrklinke 4 durch das Crashelement 8 blockiert wird.It may also be pointed out that it does not matter for the illustrated principle of blocking against a support 25, whether, as here, the actuator assembly 6 or the pawl 4 is blocked by the crash element 8.

Es darf schließlich darauf hingewiesen werden, dass in einer besonders bevorzugten Ausgestaltung das Crashelement 8 als federelastisch biegbarer Draht oder Streifen ausgestaltet sein kann. Damit lässt sich eine oben angesprochene Verformbarkeit auf besonders kostengünstige Weise realisieren. Der Draht oder Streifen kann auch, wie ebenfalls oben angesprochen, zu einem Bügel o. dgl. gebogen sein.Finally, it should be pointed out that in a particularly preferred embodiment, the crash element 8 can be designed as a resiliently bendable wire or strip. This makes it possible to realize an above-mentioned deformability in a particularly cost-effective manner. The wire or strip may also, as also mentioned above, to a bracket o. The like. Be bent.

Nach einer weiteren Lehre, der ebenfalls eigenständige Bedeutung zukommt, wird eine Kraftfahrzeugtüranordnung mit einer Kraftfahrzeugtür 2a und einem der Kraftfahrzeugtür 2a zugeordneten Kraftfahrzeugschloss 1 beansprucht. Bei dem Kraftfahrzeugschloss 1 handelt es sich um ein oben beschriebenes, vorschlagsgemäßes Kraftfahrzeugschloss 1, so dass insoweit auf die obigen Ausführungen verwiesen werden darf.According to another teaching, which also has independent significance, a motor vehicle door assembly with a motor vehicle door 2 a and a motor vehicle lock 2 associated with the motor vehicle door 2 a is claimed. The motor vehicle lock 1 is a motor vehicle lock 1 proposed above, so that in this respect reference may be made to the above statements.

In einer bevorzugten Variante ist es so, dass die Kraftfahrzeugtür 2a eine Türaußenhaut 2b aufweist, wobei das Crashelement 8, wie in Fig. 1 dargestellt, mit einem Eingriffsabschnitt 14 in unmittelbarer Nähe zu der Türaußenhaut 2b angeordnet ist. In besonders bevorzugter Ausgestaltung ist zwischen dem Crashelement 8 und der Türaußenhaut 2b, also zwischen dem Eingriffsabschnitt 14 und der Türaußenhaut 2b, ein Spalt 27 vorgesehen, der kleiner als etwa 20 mm und weiter vorzugsweise kleiner als etwa 10 mm ist. Als besonders vorteilhaft hat sich ein Spalt 27 von etwa 3 mm Breite herausgestellt.In a preferred variant, it is the case that the motor vehicle door 2 a has an outer door skin 2 b, wherein the crash element 8, as in FIG Fig. 1 represented with an engagement portion 14 in close proximity to the outer door skin 2b is arranged. In a particularly preferred embodiment, a gap 27 is provided between the crash element 8 and the outer door skin 2b, ie between the engagement portion 14 and the outer door skin 2b, which is less than about 20 mm and more preferably less than about 10 mm. A gap 27 of about 3 mm in width has proven to be particularly advantageous.

In bevorzugter Ausgestaltung ist die Kraftfahrzeugtüranordnung mit einem Türaußengriff ausgestattet, der hier und vorzugsweise über den Bowdenzug 7 mit dem Betätigungshebel 6a gekoppelt ist. Dabei ist die Anordnung so getroffen, dass der Türaußengriff bei einem Seitenaufprall durch die herrschenden Crashbeschleunigungen grundsätzlich zu einem selbsttätigen Ausheben neigt und die Verformung der Türaußenhaut 2b zu einer Verstellung des Crashelements 8 in die Crashstellung führt. Bei geeigneter Auslegung ist es vorzugsweise so, dass die Verstellung des Crashelements 8 in die Crashstellung erfolgt, bevor eine Betätigung des Betätigungshebels 6a durch die Neigung des Türaußengriffs zum selbsttätigen Ausheben erfolgt ist. Somit kann ein crashbedingtes Öffnen der zugeordneten Kraftfahrzeugtür wirksam vermieden werden.In a preferred embodiment, the motor vehicle door assembly is equipped with an outside door handle, which is coupled here and preferably via the Bowden cable 7 with the actuating lever 6a. In this case, the arrangement is such that the outer door handle in a side impact by the prevailing crash accelerations always tends to an automatic lifting and the deformation of the door outer skin 2b leads to an adjustment of the crash element 8 in the crash position. With a suitable design, it is preferably such that the adjustment of the crash element 8 takes place in the crash position before an actuation of the operating lever 6a is carried out by the inclination of the outside door handle for automatic lifting. Thus, a crash-induced opening of the associated motor vehicle door can be effectively avoided.

Claims (15)

  1. Motor vehicle lock for a motor vehicle door arrangement (2), wherein a lock latch (3) and a pawl (4) assigned to the lock latch (3) are provided, wherein the lock latch (3) can be brought into an open position and into a closed position, wherein the lock latch (3) in the closed position is or can be brought into engagement with a striker or the like, wherein the pawl (4) can be brought into an engaged position in which it fixes the lock latch (3) in the closed position and wherein the pawl (4) can be lifted out into a release position in which it releases the lock latch (3),
    wherein the pawl (4) can be brought into the release position by means of an actuating arrangement (6), wherein a crash element (8) is provided which, in order to avoid a crash-induced lifting-out of the pawl (4), can be adjusted by the crash-induced deformation of said component by a component (9) of the motor vehicle door arrangement (2), in particular a door outer skin (2b), into a crash position, and in that, for this purpose, the crash element (8) in the crash position blocks the pawl (4) and/or the actuating arrangement (6),
    wherein a crash element mounting (11) is provided for the crash element (8), and in that, during its adjustment into the crash position, the crash element (8) is adjusted, in particular slides, between the component (4, 6) to be blocked by the crash element (8) and an, in particular positionally fixed, support (25), with the result that at least some of the force flow of the blocking force can pass via the support (25) and outside the crash element mounting (11),
    wherein the adjustability of the crash element (8) also stems in any case from a deformability of the crash element (8).
  2. Motor vehicle lock according to Claim 1, characterized in that a crash element mounting (11) is provided which is configured as a linear guide and in which the crash element (8) is displaceably guided.
  3. Motor vehicle lock according to Claim 1 or 2, characterized in that the crash element (8) has an engagement portion (14) for engagement with the component (9) of the motor vehicle door (2a) that has undergone crash-induced deformation, preferably in that the engagement portion (14) has an engagement surface (15) which furthermore projects laterally beyond the crash element (8).
  4. Motor vehicle lock according to one of the preceding claims, characterized in that the support (25) is arranged immovably on the motor vehicle lock (1), preferably in that the support (25) is arranged on a housing part of the motor vehicle lock, preferably in that the support is arranged on a plastic housing part (28), in particular on a plastic covering, of the motor vehicle lock, or in that the support is arranged on a housing plate, in particular a backplate (26), of the motor vehicle lock (1).
  5. Motor vehicle lock according to one of the preceding claims, characterized in that the adjustability of the crash element (8) stems exclusively from a deformability of the crash element (8) .
  6. Motor vehicle lock according to one of the preceding claims, characterized in that the deformability of the crash element (8) is at least in part an elastic deformability.
  7. Motor vehicle lock according to one of the preceding claims, characterized in that the deformability of the crash element (8) stems from at least one local structural weakening (29) of the crash element (8), preferably in that the crash element (8) is composed at least in certain portions of bending elements (30), in particular of elastic wall elements (30) .
  8. Motor vehicle lock according to one of the preceding claims, characterized in that the crash element (8) is designed to be flexible at least in a region of the crash mounting (11).
  9. Motor vehicle lock according to one of the preceding claims, characterized in that the crash element mounting (11) furthermore secures the crash element (8) on the motor vehicle lock (1).
  10. Motor vehicle lock according to one of the preceding claims, characterized in that the crash element mounting (11) has at least one pivot bearing (32, 33), preferably in that the crash element (8) is configured as a lever which is pivotable via the crash element mounting (11).
  11. Motor vehicle lock according to one of the preceding claims, characterized in that the crash element (8) is configured as a bow which is in any case suspended at two suspension points (34, 35) via the crash element mounting, preferably in that, owing to the crash-induced deformation of a component (9) of the motor vehicle door arrangement (2), in particular of a door outer skin (2b), a force acts from the component on the crash element (8) whose force action line runs past at least one of the two suspension points (34, 35) of the crash element (8).
  12. Motor vehicle lock according to one of the preceding claims, characterized in that the crash element (8) has a blocking nose (37) which, with the crash element (8) in the crash position, blocks the pawl (4) and/or the actuating arrangement (6), preferably in that the blocking nose (37) performs a substantially linear movement during a crash-induced adjustment of the crash element (8).
  13. Motor vehicle lock according to Claim 12, characterized in that a limitation is provided for the blocking nose (37) that limits the movability of the blocking nose (37) in a crash situation.
  14. Motor vehicle door arrangement having a motor vehicle door (2a) and a motor vehicle lock (1) according to one of the preceding claims that is assigned to the motor vehicle door (2a).
  15. Motor vehicle door arrangement according to Claim 14, characterized in that the motor vehicle door (2a) has a door outer skin (2b), and in that the crash element (8) is arranged with an engagement portion (14) in the direct vicinity of the door outer skin (2b), preferably in that a gap (27) is provided between the crash element (8) and the door outer skin (2b) that is less than about 20 mm, preferably less than about 10 mm.
EP13199260.4A 2012-12-21 2013-12-20 Motor vehicle lock Active EP2746503B1 (en)

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EP20213857.4A EP3825497B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock
EP19150451.3A EP3502384B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock

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DE102012025053.3A DE102012025053A1 (en) 2012-12-21 2012-12-21 Motor vehicle lock
DE201320002811 DE202013002811U1 (en) 2012-12-21 2013-03-25 Motor vehicle lock

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EP19150451.3A Division EP3502384B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock
EP19150451.3A Division-Into EP3502384B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock
EP20213857.4A Division EP3825497B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock

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EP2746503A3 EP2746503A3 (en) 2016-05-11
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EP20213857.4A Active EP3825497B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock
EP19150451.3A Active EP3502384B1 (en) 2012-12-21 2013-12-20 Motor vehicle lock

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US (2) US10287805B2 (en)
EP (3) EP2746503B1 (en)
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Also Published As

Publication number Publication date
HUE043993T2 (en) 2019-09-30
EP3825497A1 (en) 2021-05-26
EP2746503A2 (en) 2014-06-25
EP3502384B1 (en) 2020-12-16
US10287805B2 (en) 2019-05-14
US20190169882A1 (en) 2019-06-06
DE202013002811U1 (en) 2014-03-24
EP2746503A3 (en) 2016-05-11
US20140175808A1 (en) 2014-06-26
CN104047481A (en) 2014-09-17
CN104047481B (en) 2017-04-12
DE102012025053A1 (en) 2014-06-26
EP3502384A1 (en) 2019-06-26
EP3825497B1 (en) 2023-11-29

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