EP2927403A1

EP2927403A1 - Door lock arrangement for an automobile

Info

Publication number: EP2927403A1
Application number: EP14163572.2A
Authority: EP
Inventors: Övgü Sayan; Levent Topçu; Halil Ölmez; Özgür Gündogdu
Original assignee: Ford Otomotiv Sanayi AS
Current assignee: Ford Otomotiv Sanayi AS
Priority date: 2014-04-04
Filing date: 2014-04-04
Publication date: 2015-10-07

Abstract

A door lock arrangement for an automobile (1), comprising an outer handle (8), a handle reinforcement component (19), a support bracket (17) and a latch release mechanism comprising a counterweight (18) is described. The outer handle (8) and the counterweight (18) are connected to the handle reinforcement component (19). The handle reinforcement component (19) and the latch release mechanism are connected to the support bracket (17). The support bracket (17) comprises a main body portion (24) and at least two crash bumper portions (25, 26), each crash bumper portion (25, 26) protruding from the main body portion (24). The main body portion (24) comprises a cut out portion (27) located between the crash bumper portions (25, 26). At least part of the counterweight (18) is located between the crash bumper portions (25, 26).

Description

The present invention relates to a door lock arrangement and a door for an automobile, for instance a front door. It further relates to an automobile, especially a passenger car.
Automobile types typically have to pass security tests, like for example crash tests, to be permitted in the European market. In conjunction with front door side crash tests the doors must not be delatched and opened while the vehicle has been crashed with side pole. The used pole has for example a weight of 30 kg and a velocity of 10 m/s.
Generally there is a risk that when the pole crashes to the door side panel, the outer handle moves and hits to the multi-functional bracket (MFB) and starts to rotate or get damaged. After the outer handle hits to MFB or any adjacent part, the counterweight may rotate, may pull the latch release cable and may delatch the door. When the door opens during the test, the test failed and the vehicle cannot be sold in any European market because of this regulation failure. For example, an internal requirement says that the latch must be engaged to its striker in either the primary or secondary latched position after side pole and barrier test. Moreover, the door latch and striker must remain attached to the vehicle and doors are closed, no damage on occupant.
According to side pole test simulations and CAE analysis, a vehicle had a side impact failure because of insufficient clearance between the outer handle hook -counterweight and adjacent parts on front doors. The CAE showed that, when the pole crashes to the outer panel, it bends and the outer handle moves towards MFB. When the door gets deformed and the outer handle touches the MFB, the handle starts to rotate so the counterweight starts to rotate or gets broken. When the counterweight rotates or it is damaged, it pulls the latch release cable and the latch delatches. If the latch is delatched from the striker, the crawl loses from the striker and the door opens unintentionally. On side crash test, the latch crawl must not release from the striker and stay in an engaged position.
In some benchmark vehicles the upper portion of MFB is cut or the glass mechanism rail and stroke are shortened. But in this case the glass opening stroke decreases and the customer satisfaction decreases. Alternatively, in some benchmark vehicles the position of the outer handle location on the doors is changed. This solution causes much tool costs, new door design and mechanism design so it could be very expensive.
It is an objective of the present invention to provide an advantageous door lock arrangement and an advantageous door for an automobile which prevents damage and rotation of the counterweight and avoids delatching doors on side crash pole test. It is a further objective of the present invention to provide an automobile with the same advantages.
These objectives are solved by door lock arrangement for an automobile as claimed in claim 1, a door for an automobile as claimed in claim 8 and an automobile as claimed in claim 13. The depending claims define further developments of the present invention.
The inventive door lock arrangement for an automobile comprises an outer handle, a handle reinforcement component, a support bracket and a latch release mechanism. The latch release mechanism comprises a counterweight. The outer handle and the counterweight are connected to the handle reinforcement component. The handle reinforcement component and the latch release mechanism are connected to the support bracket. The support bracket comprises a main body portion and at least two crash bumper portions. Each crash bumper portion protrudes from the main body portion. Moreover, the main body portion comprises a cut out portion or clearance or recess located between the at least two crash bumper portions, for example between a first crash bumper portion and a second crash bumper portion. At least part of the counterweight is located between the crash bumper portions, for example between the first crash bumper portion and the second crash bumper portion.
The inventive door lock arrangement has the advantage that it prevents a rotation of the counterweight in case of a crash situation, since the counterweight can translate into the cut out portion or clearance or recess located between the crash bumper portions. The crash bumper portions stabilize the handle reinforcement component and avoid the handle from being pressed against the counterweight. The inventive door lock arrangement prevents damage and rotation of counterweight and avoids delatching doors on side crash pole test.
Furthermore, the present invention is advantageous in that the crash bumper portions hold the outer handle or adjacent parts and no part can touch or crash to the handle reinforcement component, the counterweight or the outer handle hook. Due to the crash bumper portions the support bracket, for example MFB, and adjacent parts move together with save distance between each other. In a crash test situation the door will not open because the outer handle or the counterweight cannot rotate. The present invention provides a very cheap and useful solution for side crash test when compared other solutions.
Generally, the support bracket may be a multifunctional bracket (MFB). The crash bumper portions and the main body portion can be made in one piece or the crash bumper portions can be separate components, which are connected to the main body portion. The support bracket or the main body portion and/or at least one crash bumper portion, preferably all crash bumper portions, can comprise flexible or bendable material, for instance plastic material. Advantageously, the bracket or the main body portion and/or at least one crash bumper portions, preferably all crash bumper portions, are made of flexible or bendable material, for instance plastic material. This allows for bending the support bracket or the main body portion and/or at least one crash bumper portion in case of force acting on the respective portion caused by a crash.
The main body portion preferably comprises means for connecting at least one door lock component to the support bracket, for instance for connecting the handle reinforcement component.
Advantageously, part of the handle reinforcement component is located adjacent to the crash bumper portions such that the crash bumper portions prevent a movement of the handle reinforcement component in a horizontal direction. For instance, part of the handle reinforcement component is located adjacent to the crash bumper portions such that the crash bumper portions prevent a movement of the handle reinforcement component in a horizontal direction, especially towards the counterweight and/or towards a passenger cabin. This has the advantage, that the counterweight cannot unintentionally rotate caused by a crash. Generally the counterweight is rotatable about a rotation axis.
Optionally, the handle comprises a hook with a length direction and each crash bumper portion may protrude from the main body portion in a direction parallel to the length direction of the hook. Alternatively or additionally, the door lock arrangement may comprise a horizontal direction and each crash bumper portion may protrude from the main body portion in horizontal direction. The horizontal direction may run horizontally, especially when the door lock arrangement is mounted in a door and the door is mounted in an automobile. The horizontal direction may run parallel to the length direction.
Generally a vertical direction, a first horizontal direction and a second horizontal direction can be defined, wherein the first horizontal direction and the second horizontal direction run perpendicular to each other and the vertical direction runs perpendicular to the first horizontal direction and perpendicular to the second horizontal direction. At least part of the counterweight may be located between the crash bumper portions in the first horizontal direction and/or in the second horizontal direction and/or in the vertical direction.
The inventive door for an automobile comprises a door lock arrangement as previously described. The inventive door has the same advantages as the inventive door lock arrangement. Preferably, the door is a front door.
Furthermore, the door can comprise a window with a bottom edge and at least one of the crash bumper portions of the support bracket can protrude from the main body portion of the support bracket in a direction parallel to the bottom edge of the window. Preferably each crash bumper portion of the support bracket protrudes from the main body portion of the support bracket in a direction parallel to the bottom edge of the window.
The door may comprise a horizontal direction and a vertical direction. The horizontal direction may run horizontally and the vertical direction may run vertically, especially when the door lock arrangement is mounted in a door and the door is mounted in an automobile. Optionally, the horizontal direction runs parallel to the length direction of the outer handle hook and/or to the bottom edge of the window.
At least one, preferably each crash bumper may protrude in horizontal direction. The counterweight is advantageously located between the at least two crash bumper portions in vertical direction. This allows for a movement of the counterweight into the cut out portion of the main body portion between the crash bumper portions, especially in case of a crash situation, and avoids unintentional rotation of the counterweight.
At least part of the counterweight may be located between the crash bumper portions in vertical direction and/or in a first horizontal direction and/or in a second horizontal direction, which is perpendicular to the vertical direction and perpendicular to the first horizontal direction.
The inventive automobile comprises a door as previously described. The inventive automobile has the same advantages as the inventive door lock arrangement and the inventive door for an automobile. Preferably, the automobile is a passenger car.
With help of the present invention vehicles are to pass a side crash test, due to the additional crash bumper portions and the cut out portion in the main body portion. In that vehicle, a blocking lever is used to prevent a latch lever rotation and delatching. The cut out portion of the main body portion of the support bracket is configured to avoid a crash between the outer handle and adjacent parts (unique solution). When the door is damaged in a crash test, it bends and moves towards the support bracket (MFB). The crash bumper portions, for example configured as side crash bumpers added to the main body portion, hold the door, especially an outer panel of the door, and the outer handle and prevent a crash between adjacent parts with sufficient clearance. In this case, the support bracket and the outer handle move together due to the flexibility of the support bracket, which preferably comprises plastic material, and the door does not open. If the outer handle hook touches any adjacent part, the handle starts to rotate and delatches the door. The present invention provides a solution, which keeps sufficient clearance between hook and support bracket (MFB).
Further features, properties and advantages of the present invention will become clear from the following description of embodiments in conjunction with the accompanying drawings. The embodiments do not limit the scope of the present invention which is determined by the appended claims. All described features are advantageous as separate features or in any combination with each other.

Fig. 1: schematically shows a car during a crash test in a top view.
Fig. 2: schematically shows a front door of an automobile in a perspective view.
Fig. 3: schematically shows part of an inventive front door of an automobile with a door lock arrangement in a perspective view.
Fig. 4: schematically shows part of an inventive door lock arrangement in a perspective view.
Fig. 5: schematically shows part of an inventive door lock arrangement in a perspective view.

Figure 1 schematically shows a car or automobile 1 during a crash test in a top view. In Figure 1 (a) a side barrier crash test is performed. In Figure 1 (b) a side pole crash test is performed. The tested automobile 1 comprises a side face 4 with doors 5, especially front doors. In Figure 1 (a) a barrier is crashed against the side face 4 in direction 6, in figure 1 (b) a pole is crashed against the side face 4 in direction 6.
Figure 2 schematically shows a front door 7 of an automobile in a perspective view. The door 7 comprises an outer handle 8, and a door panel 9. The door 7 further comprises a window 10 with a bottom edge 11. The outer handle comprises a hook 13 with a length direction 12. Generally the door may comprise a horizontal direction 14 and a vertical direction 15. Preferably the horizontal direction 14 runs parallel to the length direction 12 of the outer handle hook 13 and/or to the bottom edge 11 of the window 10.
Figure 3 schematically shows part of an inventive front door 7 of an automobile with an inventive door lock arrangement in a perspective view. In figure 3 the glass 16 of the window 7 is visible in a dropped position. The door lock arrangement comprises a support bracket 17, for example configured as multi-functional bracket (MFB), a handle reinforcement component 19 and a latch release mechanism comprising a counterweight 18, for instance a rotatable counterweight. The outer handle 8 and the counterweight 18 are connected to the handle reinforcement component 19, for example such that the handle reinforcement component 19 is positioned between the outer handle 8 and the counterweight 18. The handle reinforcement component 19 and the latch release mechanism are connected to the support bracket 17.
Optionally, the latch release mechanism comprises a latch release cable 20, which is connected to the counterweight 18. The latch release cable 20 is configured for being activated by a rotation of the counterweight to open the door lock. The latch release mechanism may further comprise a blocking lever 21. The blocking lever 21 may be connected to the support bracket 17. When the customer pulls the outer handle 8, counterweight 18 starts to rotate and pulls the release cable 20 and the door 7 opens. The mentioned components may be affected during side crash tests.
Figure 4 and Figure 5 schematically show part of an inventive door lock arrangement in a perspective view. In figure 4 the rotation axis of the counterweight is designated with reference number 22.
The support bracket 17 comprises a main body portion 24, a cut out portion 27 or clearance or recess in the main body portion 24 and at least two crash bumper portions, in the present embodiment a first crash bumper portion 25 and a second crash bumper portion 26. Each crash bumper portion 25 and 26 protrudes from the main body portion 24 in horizontal direction 14 or length direction 12 of the handle hook 13. The cut out portion 27 is located in vertical direction 15 between the first crash bumper portion 25 and the second crash bumper portion 26.
At least part of the counterweight 18 is located between the first crash bumper portion 25 and the second crash bumper portion 26 in vertical direction 15 and/or in horizontal direction 14. Generally, a vertical direction, a first horizontal direction and a second horizontal direction can be defined, wherein the first horizontal direction and the second horizontal direction run perpendicular to each other and the vertical direction runs perpendicular to the first horizontal direction and perpendicular to the second horizontal direction. At least part of the counterweight may be located between the crash bumper portions in the first horizontal direction and/or in the second horizontal direction and/or in the vertical direction.
This construction provides enough space for the counterweight to translate in case of a crash without provoking unintentional rotation of the counterweight due to pushing the counterweight against adjacent parts or components. In other words, the cut out 27 added on the main body portion 24 of the support bracket 17, for instance MFB, maintains clearance and space for the outer handle hook 13 when it is pressed to inboard of vehicle on test.
Additionally, the crash bumper portions 25 and 26 added to the support bracket 17 hold the handle reinforcement component 19 and save clearance between the hook 13 and adjacent parts. If the hook 13 touches any part, it may push the handle 8, which may cause a rotation of the counterweight 18 and pulls the release cable 20 and delatches the door 7. This situation is avoided by the present invention.
Optionally, in figure 4 a sealing strip 23 for the glass of the window, which is positioned at the support bracket 17, is shown. The seal strip is located in a glass mechanism rail 31. Optionally, in figure 5 an outer release handle lip 28 is shown, which may be part of the outer handle 8. For comparison, in figure 5 the previous design, especially the previous glass mechanism rail, is shown and designated with reference number 29.
The main body portion 24 may comprise means for connecting at least one door lock component to the support bracket 17, for example for connecting the handle reinforcement component 19 to the support bracket 17.
Generally, the support bracket 17 may be a multifunctional bracket (MFB). The crash bumper portions 25 and 26 and the main body portion 24 can be made in one piece or the crash bumper portions 25 and 26 can be separate components, which are connected to the main body portion 24. The support bracket 17 or the main body portion 24 and/or at least one crash bumper portions 25 and 26, preferably all crash bumper portions 25 and 26, can comprise flexible or bendable material, for instance plastic material. Advantageously, the support bracket 17 or the main body portion 24 and/or at least one crash bumper portions 25 and 26, preferably all crash bumper portions 25 and 26, are made of flexible or bendable material, for instance plastic material.
The inventive automobile 1 comprises a door 7 with a door lock arrangement as previously described. Generally, the inventive automobile 1 can be a passenger car.

Claims

A door lock arrangement for an automobile (1), comprising an outer handle (8), a handle reinforcement component (19), a support bracket (17) and a latch release mechanism comprising a counterweight (18), wherein the outer handle (8) and the counterweight (18) are connected to the handle reinforcement component (19), and wherein the handle reinforcement component (19) and the latch release mechanism are connected to the support bracket (17),
characterized in that
the support bracket (17) comprises a main body portion (24) and at least two crash bumper portions (25, 26), each crash bumper portion (25, 26) protruding from the main body portion (24),
the main body portion (24) comprises a cut out portion (27) located between the crash bumper portions (25, 26), and
at least part of the counterweight (18) is located between the crash bumper portions (25, 26).
The door lock arrangement as claimed in claim 1,
characterized in that
the support bracket (17) or the main body portion (24) or at least one crash bumper portions (25, 26) comprise flexible or bendable material.
The door lock arrangement as claimed in claim 2,
characterized in that
the support bracket (17) or the main body portion (24) or at least one crash bumper portions (25, 26) comprises plastic material.
The door lock arrangement as claimed in any of the claims 1 to 3, characterized in that
the main body portion (24) comprises means for connecting at least one door lock component to the support bracket (17).
The door lock arrangement as claimed in any of the claims 1 to 4,
characterized in that
part of the handle reinforcement component (19) is located adjacent to the crash bumper portions (25, 26) such that the crash bumper portions (25, 26) prevent a movement of the reinforcement component (19) in a horizontal direction (30).
The door lock arrangement as claimed in any of the claims 1 to 5,
characterized in that
the handle (8) comprises a hook (13) with a length direction (12) and each crash bumper portion (25, 26) protrudes from the main body portion (25) in a direction parallel to the length direction (12) of the hook (8).
The door lock arrangement as claimed in any of the claims 1 to 6,
characterized in that
at least part of the counterweight (18) is located between the crash bumper portions (25, 26) in a first horizontal direction (30) and/or in a second horizontal direction (14) and/or in a vertical direction (15).
A door (7) for an automobile,
characterized in that
it comprises a door lock arrangement as claimed in any of the claims 1 to 7.
The door (7) for an automobile as claimed in claim 8,
characterized in that
the door (7) is a front door.
The door (7) for an automobile as claimed in claim 8 or claim 9,
characterized in that
the door (7) comprises a window (10) with a bottom edge (11) and at least one of the crash bumper portions (25, 26) of the support bracket (17) protrudes from the main body portion (24) of the support bracket (17) in a direction parallel to the bottom edge of the window (10).
The door (7) for an automobile as claimed in any of the claims 8 to claim 10,
characterized in that
the door comprises a horizontal direction (14) and a vertical direction (15) and at least one crash bumper portion (25, 26) protrudes in horizontal direction (14).
The door (7) for an automobile as claimed in claim 11,
characterized in that
at least part of the counterweight (18) is located between the crash bumper portions (25, 26) in vertical direction (15) and/or in a first horizontal direction (14) and/or in a second horizontal direction (30), which is perpendicular to the vertical direction (15) and perpendicular to the first horizontal direction (14).
An automobile (1),
characterized in that
it comprises a door (7) as claimed in any of the claims 8 to 12.
The automobile (1) as claimed in claim 13,
characterized in that
the automobile (1) is a passenger car.