EP3445930B1 - Motor vehicle door lock - Google Patents
Motor vehicle door lock Download PDFInfo
- Publication number
- EP3445930B1 EP3445930B1 EP17718473.6A EP17718473A EP3445930B1 EP 3445930 B1 EP3445930 B1 EP 3445930B1 EP 17718473 A EP17718473 A EP 17718473A EP 3445930 B1 EP3445930 B1 EP 3445930B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- lever
- spring
- motor vehicle
- vehicle door
- actuating lever
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000000903 blocking effect Effects 0.000 claims description 20
- 230000008878 coupling Effects 0.000 claims description 16
- 238000010168 coupling process Methods 0.000 claims description 16
- 238000005859 coupling reaction Methods 0.000 claims description 16
- 230000007246 mechanism Effects 0.000 claims description 15
- 238000000926 separation method Methods 0.000 claims description 7
- 230000001133 acceleration Effects 0.000 description 14
- 238000000034 method Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000004804 winding Methods 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
Images
Classifications
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- 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
- E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
- E05B81/50—Powered actuators with automatic return to the neutral position by non-powered means, e.g. by springs
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
- E05B83/36—Locks for passenger or like doors
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/53—Type of wing
- E05Y2900/531—Doors
Definitions
- the invention relates to a motor vehicle door lock, with a locking mechanism consisting essentially of a pawl and catch, furthermore with a release lever for the locking mechanism, and with at least one actuating lever and a blocking element, the blocking element being a mechanical connection in normal operation and a mechanical separation between the actuating lever in accident operation and the trigger lever.
- normal operation corresponds to the fact that excessive crash-related accelerations are not observed at the motor vehicle door lock in question.
- the outside operating lever is under the DE 196 24 640 C1 mechanically connected in this context with an outside door handle.
- a comparable motor vehicle door lock is in the WO 2012/013182 A2 described.
- an actuation lever mechanism or the actuation lever is acted upon in normal operation to ensure that the actuation lever works directly or indirectly on the release lever, which for its part, a pawl in engagement with a rotary latch usually lifts off the rotary latch. This will open the lock.
- the rotary latch which is usually spring-loaded, swings open and a previously caught locking bolt is released.
- a locking lever which mechanically disables the actuating lever mechanism in accident operation.
- a blocking means is assigned to the locking lever, which fixes the locking lever in its deflected position.
- DE 196 24 640 C1 ultimately to a blockage of the operating lever mechanism and consequently the operating lever.
- comparable motor vehicle door locks are known.
- the invention is based on the technical problem of further developing such a motor vehicle door lock in such a way that any operating forces on the operating lever are reduced in normal operation while the distinction between normal operation and accident operation remains effective and functional.
- the blocking element is designed as a clutch lever which is mounted on the actuating lever and which pivots in the accident mode independently of the actuating lever acted upon by spring force.
- a generic motor vehicle door lock within the scope of the invention is characterized in that the plane defined by the actuating lever including the clutch lever mounted thereon, on the one hand, and the plane defined by the release lever, on the other hand, are arranged at an angle to one another.
- a right-angled arrangement to each other has proven to be particularly favorable at this point.
- the release lever predominantly has an arrangement in a vehicle longitudinal direction or Y direction.
- the vehicle vertical axis direction belongs to the Z direction. In the event of a side impact, corresponding acceleration forces therefore act in the X direction and ensure that the clutch lever pivots.
- the actuating lever is therefore initially not included in the functional sequence during accident operation, or is not practically included. Rather, the actuating lever is mainly acted upon in normal operation.
- the accident mode corresponds to the fact that the actuating lever remains largely at rest and only the clutch lever relative to the actuating lever and independent of the actuating lever as a result of mass forces pivoted.
- an actuating lever spring assigned to the actuating lever can be designed to be weak in terms of its spring force, typically has a spring force that is significantly lower than in the prior art.
- the actuating lever does not have to withstand the acceleration forces in accident operation, but remains practically at rest. Only the blocking element designed as a clutch lever pivots relative to the actuating lever. Should the operating lever still pivot in accident mode, the previously pivoted clutch lever provides the desired mechanical interruption to the release lever. The lock remains in peace in any case.
- the actuating lever spring assigned to the actuating lever only has to be equipped with a spring force which ensures that that the operating lever is correctly returned to its rest position in normal operation.
- the associated spring force is typically low.
- the actuating lever spring only has to reset a connecting means and possibly a handle provided at the end of the connecting means in normal operation, for example together with the actuating lever.
- the torques required for this on the actuating lever or on an axis of rotation of the actuating lever are usually low, so that the actuating lever spring can also be equipped with a relatively low spring force compared to the prior art.
- any operating forces on the actuating lever or the handle acting on the actuating lever are also reduced compared to the prior art.
- the clutch lever is also generally acted upon by spring force.
- the clutch lever is typically equipped with its own clutch lever spring.
- the design is such that the clutch lever pivots against the spring force of the clutch lever spring. If there is an accident, the blocking element designed as a clutch lever is pivoted within the scope of the invention against the force of the clutch lever spring. In most cases, the design is also such that the clutch lever is designed to be pivotable on both sides in relation to the release lever in accident operation.
- the clutch lever can be pivoted in two opposite directions, for example forward / backward or right / left, compared to its position in normal operation.
- the clutch lever ultimately converts both positive and negative accelerations into a corresponding movement of the clutch lever.
- the clutch lever can strike a stop of a housing belonging to the motor vehicle door lock, for example in the event of positive accelerations.
- a movement of the clutch lever due to a negative acceleration may correspond to the fact that the Clutch lever swung into space.
- the opposite can also be done. In both cases, it is ensured that the clutch lever is always disengaged from the release lever in the respective accident mode. Inadvertent action on the release lever, for example by the actuating lever that is nevertheless pivoted, is consequently not possible in both cases in accident operation.
- the actuating lever including the clutch lever mounted thereon, is largely arranged in the transverse direction of the vehicle or the X direction, acceleration forces occurring in accident operation and in a side impact correspond, for example, to positive acceleration forces in the X direction, whereas negative acceleration forces belong to an exposure in the -X direction.
- a side impact is typically associated with a corresponding negative or positive acceleration in the vehicle transverse direction or X direction.
- the procedure is regularly such that the clutch lever interacts with a leading edge on the release lever in normal operation.
- the purpose of the clutch lever is usually equipped with a corresponding overrun contour which, in normal operation, acts on the overrun edge on the release lever in such a way that the release lever is pivoted about its associated axis of rotation.
- the pivoting movement of the release lever about its axis of rotation usually has the direct or indirect consequence that the pawl as part of the locking mechanism is essentially lifted off the pawl and the catch from the catch. In fact, the catch is held in the closed position of the motor vehicle door lock with the aid of the pawl.
- the rotary latch can open with spring support and release a locking pin that was previously caught.
- the motor vehicle door lock is open.
- an associated motor vehicle door can also be opened. This corresponds to a normal opening process in normal operation.
- the actuating lever In order to actuate the actuating lever in normal operation, it is generally equipped with a stop element for a connecting means.
- the connecting means in turn ensures mechanical coupling of the actuating lever with a handle. If the handle is an external handle, the actuating lever is designed as an external actuating lever.
- the lanyard can be a Bowden cable or act like that.
- the invention also encompasses a rod connection between the relevant handle and the actuating lever.
- the stop element on the actuating lever now ensures the mechanical coupling of the connecting means to the actuating lever. As a result, an action on the handle is transmitted to the actuating lever via the connecting means.
- the operating lever can be pivoted about its axis of rotation.
- this process corresponds to the fact that the overrun contour on the clutch lever interacts with the overrun edge on the release lever, so that the release lever is pivoted about its axis of rotation and thereby raises the pawl from the catch.
- the stop element described above on the actuating lever is advantageously also designed as a stop for a spring leg of the actuating lever spring.
- the actuating lever spring is mostly a leg spring.
- One spring leg of the actuating lever spring rests on the stop in question, which assumes the double function described as a stop for the spring leg in question and at the same time mechanical coupling element for the connecting means.
- the other spring leg is usually supported on the housing of the motor vehicle door lock.
- actuation of the actuating lever with the aid of the connecting means or the Bowden cable ensures that the actuating lever spring or leg spring (slightly) is preloaded in normal operation.
- the handle is reset together with the connecting means and the actuating lever with the aid of the actuating lever spring in question.
- Low spring forces of the actuating lever spring are sufficient for this, which consequently also correspond to easier operation of the handle and consequently of the actuating lever.
- the actuating lever with the clutch lever mounted thereon is largely U-shaped. This means that the actuating lever and the clutch lever mounted on it initially span a common plane.
- the plane spanned by the actuating lever including the clutch lever mounted thereon extends largely in the transverse direction of the vehicle or the X direction, because the actuating lever and the clutch lever are largely arranged in precisely this transverse direction of the vehicle.
- the actuating lever is now mostly L-shaped or vice versa L-shaped, the long L-leg carrying the stop element for the connecting means.
- This stop element is usually connected to the end of the long L-leg.
- the end of the short L-leg of the L-shaped or vice versa L-shaped actuating lever contains the axis of rotation for the clutch lever. Since the clutch lever for its part is largely elongated, the overall predominantly U-shaped shape of the actuating lever with the clutch lever mounted thereon is explained.
- a motor vehicle door lock is made available which initially manages with a small number of components.
- the blocking element for realizing the accident operation is designed as a clutch lever mounted on the actuating lever.
- the design is such that the actuating lever remains practically at rest in accident operation, whereas the clutch lever mounted on the actuating lever is given away with respect to the actuating lever and independently of it.
- the spring force of the actuating lever spring assigned to the actuating lever can be set to be low and the operating forces on the actuating lever are also small. This leads to significant improvements in comfort compared to the prior art. The main advantages can be seen here.
- a motor vehicle door lock which, as usual, is composed of a locking mechanism 1, 2 consisting essentially of a pawl 1 and a rotary latch 2, which is only indicated.
- the pawl 1 can be one in the Fig. 1 indicated axis of rotation 3 against the force of a spring 4th pivot.
- a locking bolt previously caught and only indicated by means of the rotary latch 2 is released. The motor vehicle door lock is then opened.
- a release lever 5 is provided to act on the pawl 1.
- the release lever 5 in turn has an axis of rotation 6 and an associated spring 7, which, however, is of minor importance for the following considerations.
- a bend 5a on the release lever 5 comes to rest on a pin 1a of the pawl 1 and ensures that the pawl 1 about its axis or axis of rotation 3 in indicated clockwise is pivoted so that the locking mechanism 1, 2 experiences the opening already described above.
- an actuating lever 8 is then shown.
- the actuating lever 8 can be pivoted about an axis or axis of rotation 9.
- Such pivoting movements in normal operation correspond to the fact that the actuating lever 8 executes a clockwise movement about the axis or rotational axis 9 in question, as is also the case in FIG Fig. 1 is indicated.
- the actuating lever 8 is mechanically connected to a handle 11 via a connecting means 10.
- the handle 11 is an external handle or an outside door handle, so that the actuating lever 8 is designed as an external actuating lever.
- the actuating lever 8 can also be an internal actuating lever.
- the handle 11 is designed as an inside handle or inside door handle, but this is not shown here.
- a blocking element 12 is rotatably mounted, which in the exemplary embodiment is a clutch lever 12.
- the rotatable mounting of the blocking element or clutch lever 12 on the actuating lever 8 corresponds to an axis or axis of rotation 13.
- Both the actuating lever spring 14 and the clutch lever spring 15 are each designed as leg springs. This means that both springs 14, 15 have two spring legs 14a, 14b and 15a, 15b at the end, respectively, which start from a winding middle section 14c and 15c, respectively.
- the middle section in question 14c or 15c, each consisting of circular windings, is arranged and oriented concentrically in relation to the associated rotational axis 9 or 13.
- the spring force of the actuating lever spring 14 is greater than the spring force of the clutch lever spring 15.
- the actuating lever 8 has an end stop element 8a.
- the stop element 8a also functions as a stop for the one spring leg 14a of the actuating lever spring 14.
- the other spring leg 14b of the actuating lever spring 14 in contrast, is supported on a stop (not shown) of a housing for the motor vehicle door lock shown.
- the clutch lever spring 15 is designed and arranged such that one spring leg 15a is supported on the actuating lever 8, while the other spring leg 15b acts on the clutch lever 12. This can be seen in particular from the enlarged detail view in the Fig. 2 ,
- This illustration also shows that the stop element 8a is connected at the end to a long L-leg of the L-shaped or, conversely, L-shaped actuating lever 8.
- the axis of rotation 9 of the actuating lever 8 is found in the connection area of these two L-legs.
- the coupling lever or the blocking element 12 is rotatably connected at the end. That is, the associated axis or axis of rotation 13 of the clutch lever 12 is located at the end of the short L-leg of the L-shaped actuating lever 8.
- actuating lever 8 including the clutch lever 12 mounted thereon on the one hand and the release lever 5 on the other hand are arranged at an angle to one another.
- the actuating lever 8 and with it the clutch lever 12 mounted thereon are largely arranged in a vehicle transverse or X direction. That is, the operating lever 8 and the clutch lever 15 mounted thereon span a common plane which is predominantly arranged in the vehicle transverse direction or the X direction in question and extends in this direction.
- the release lever 5 is arranged predominantly in the vehicle longitudinal direction or Y direction.
- the overall design is such that the actuating lever spring 14 is equipped with a greater spring force than that of the clutch lever spring 15. Overall, however, the spring force built up by the actuating lever spring 14 does not have to withstand the acceleration forces in accident operation. Rather, the actuating lever 8 remains largely at rest in the accident mode. In contrast, the blocking element or the clutch lever 12 mounted on the actuating lever 8 experiences a pivoting movement as a result of the acting mass forces which belong to the two possible positions beyond the dash-dotted line of the clutch lever 12 in normal operation. That is, the clutch lever 12 is designed to be pivotable on both sides in relation to the release lever 5 in the accident mode. The accident mode corresponds to a side impact with corresponding acceleration forces in the X direction.
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- Lock And Its Accessories (AREA)
Description
Die Erfindung betrifft ein Kraftfahrzeugtürschloss, mit einem Gesperre aus im Wesentlichen Sperrklinke und Drehfalle, ferner mit einem Auslösehebel für das Gesperre, und mit wenigstens einem Betätigungshebel sowie einem Blockierelement, wobei das Blockierelement im Normalbetrieb eine mechanische Verbindung und im Unfallbetrieb eine mechanische Trennung zwischen dem Betätigungshebel und dem Auslösehebel bewirkt.The invention relates to a motor vehicle door lock, with a locking mechanism consisting essentially of a pawl and catch, furthermore with a release lever for the locking mechanism, and with at least one actuating lever and a blocking element, the blocking element being a mechanical connection in normal operation and a mechanical separation between the actuating lever in accident operation and the trigger lever.
Im gattungsbildenden Stand der Technik nach der
Tatsächlich korrespondiert der Normalbetrieb wie allgemein üblich dazu, dass am fraglichen Kraftfahrzeugtürschloss keine übermäßigen crashbedingten Beschleunigungen beobachtet werden. Das heißt, insbesondere eine Auslenkung des Betätigungshebels erfolgt einzig und allein im Normalbetrieb durch eine Beaufschlagung beispielsweise einer zugehörigen und mit dem fraglichen Betätigungshebel mechanisch verbundenen Handhabe. Tatsächlich ist der Außenbetätigungshebel im Rahmen der
Ein vergleichbares Kraftfahrzeugtürschloss wird in der
Kommt es jedoch abweichend vom Normalbetrieb zum Unfallbetrieb, so treten üblicherweise hohe Beschleunigungskräfte auf, welche ein Mehrfaches der Erdbeschleunigung g betragen, beispielsweise 5 g, 10 g oder noch mehr. In einem solchen Fall wirken auf das fragliche Kraftfahrzeugtürschloss Massenkräfte, welche zu einer unbeabsichtigten Beaufschlagung des Betätigungshebels korrespondieren können. Als Folge hiervon ist es denkbar, dass das Gesperre unbeabsichtigt geöffnet wird. Um dies zu verhindern, sorgt das Blockierelement im beschriebenen Unfallbetrieb für eine mechanische Trennung zwischen dem fraglichen Betätigungshebel und dem Auslösehebel.If, however, deviating from normal operation, accident operation occurs, high acceleration forces usually occur which are a multiple of the gravitational acceleration g, for example 5 g, 10 g or even more. In such a case, inertial forces act on the motor vehicle door lock in question, which can correspond to an unintended actuation of the actuating lever. As a result, it is conceivable that the locking mechanism is opened unintentionally. To prevent this, the blocking element ensures a mechanical separation between the actuating lever in question and the trigger lever in the accident mode described.
Zu diesem Zweck ist bei der bekannten Lehre nach der
Der Stand der Technik hat sich grundsätzlich bewährt, wenn es darum geht, zwischen dem Normalbetrieb und dem Unfallbetrieb unterscheiden zu können und im Unfallbetrieb eine wirksame mechanische Trennung zwischen dem Betätigungshebel und dem Auslösehebel zu bewirken. Allerdings zeichnen sich die bekannten Lösungen oftmals dadurch aus, dass der Betätigungshebel in die Funktionsabfolge mit involviert ist. Dadurch wird oftmals eine dem Betätigungshebel zugeordnete Feder relativ stark ausgelegt bzw. sind die Betätigungskräfte für den Betätigungshebel im Normalbetrieb hoch. Das wird aus Komfortgründen oftmals als nachteilig empfunden.The prior art has generally proven itself when it comes to being able to distinguish between normal operation and accident operation and to effect an effective mechanical separation between the actuation lever and the trigger lever in accident operation. However, the known solutions are often characterized by the fact that the actuating lever is involved in the functional sequence. As a result, a spring assigned to the actuating lever is often designed to be relatively strong, or the actuating forces are for the operating lever in normal operation high. This is often perceived as disadvantageous for reasons of comfort.
Der Erfindung liegt das technische Problem zugrunde, ein derartiges Kraftfahrzeugtürschloss so weiter zu entwickeln, dass bei unverändert wirksamer und funktionsgerechter Unterscheidung zwischen Normalbetrieb und Unfallbetrieb etwaige Betätigungskräfte am Betätigungshebel im Normalbetrieb reduziert sind. Das Blockierelement ist als auf dem Betätigungshebel gelagerter Kupplungshebel ausgebildet, welcher im Unfallbetrieb unabhängig vom durch Federkraft beaufschlagten Betätigungshebel verschwenkt.The invention is based on the technical problem of further developing such a motor vehicle door lock in such a way that any operating forces on the operating lever are reduced in normal operation while the distinction between normal operation and accident operation remains effective and functional. The blocking element is designed as a clutch lever which is mounted on the actuating lever and which pivots in the accident mode independently of the actuating lever acted upon by spring force.
Zur Lösung dieser technischen Problemstellung ist ein gattungsgemäßes Kraftfahrzeugtürschloss im Rahmen der Erfindung dadurch gekennzeichnet, dass die durch den Betätigungshebel inklusive dem darauf gelagerten Kupplungshebel definierte Ebene einerseits und die durch den Auslösehebel definierte Ebene andererseits winklig zueinander angeordnet sind. Meistens hat sich an dieser Stelle eine rechtwinklige Anordnung zueinander als besonders günstig erwiesen. Dabei wird man überwiegend so vorgehen, dass der Betätigungshebel inklusive dem darauf gelagerten Kupplungshebel größtenteils in einer Fahrzeugquerrichtung bzw. X-Richtung angeordnet wird. Demgegenüber weist der Auslösehebel überwiegend eine Anordnung in einer Fahrzeuglängsrichtung bzw. Y-Richtung auf. Die Fahrzeughochachsenrichtung gehört wie allgemein bekannt zur Z-Richtung. Im Falle eines Seitenaufpralls wirken entsprechende Beschleunigungskräfte folglich in X-Richtung und sorgen dafür, dass der Kupplungshebel verschwenkt.To solve this technical problem, a generic motor vehicle door lock within the scope of the invention is characterized in that the plane defined by the actuating lever including the clutch lever mounted thereon, on the one hand, and the plane defined by the release lever, on the other hand, are arranged at an angle to one another. Mostly, a right-angled arrangement to each other has proven to be particularly favorable at this point. One will predominantly proceed in such a way that the actuating lever, including the clutch lever mounted on it, is largely arranged in a vehicle transverse direction or X direction. In contrast, the release lever predominantly has an arrangement in a vehicle longitudinal direction or Y direction. As is generally known, the vehicle vertical axis direction belongs to the Z direction. In the event of a side impact, corresponding acceleration forces therefore act in the X direction and ensure that the clutch lever pivots.
Erfindungsgemäß wird also zunächst einmal der Betätigungshebel in die Funktionsabfolge beim Unfallbetrieb nicht oder praktisch nicht mit einbezogen. Vielmehr kommt es zu einer Beaufschlagung des Betätigungshebels überwiegend im Normalbetrieb. Der Unfallbetrieb korrespondiert dazu, dass der Betätigungshebel größtenteils in Ruhe verbleibt und lediglich der Kupplungshebel relativ zum Betätigungshebel und unabhängig vom Betätigungshebel infolge der an greifenden Massenkräfte verschwenkt. Als Folge hiervon kann eine dem Betätigungshebel zugeordnete Betätigungshebelfeder von ihrer Federkraft her gesehen schwach ausgelegt werden, verfügt typischerweise über eine im Vergleich zum Stand der Technik deutlich geringere Federkraft.According to the invention, the actuating lever is therefore initially not included in the functional sequence during accident operation, or is not practically included. Rather, the actuating lever is mainly acted upon in normal operation. The accident mode corresponds to the fact that the actuating lever remains largely at rest and only the clutch lever relative to the actuating lever and independent of the actuating lever as a result of mass forces pivoted. As a result, an actuating lever spring assigned to the actuating lever can be designed to be weak in terms of its spring force, typically has a spring force that is significantly lower than in the prior art.
Denn der Betätigungshebel muss letztlich den Beschleunigungskräften im Unfallbetrieb nicht standhalten, sondern verbleibt praktisch in Ruhe. Lediglich das als Kupplungshebel ausgebildete Blockierelement verschwenkt gegenüber dem Betätigungshebel. Sollte der Betätigungshebel dennoch im Unfallbetrieb verschwenken, so sorgt der zuvor bereits verschwenkte Kupplungshebel für die gewünschte mechanische Unterbrechung zum Auslösehebel. Das Gesperre bleibt in jedem Fall in Ruhe.Ultimately, the actuating lever does not have to withstand the acceleration forces in accident operation, but remains practically at rest. Only the blocking element designed as a clutch lever pivots relative to the actuating lever. Should the operating lever still pivot in accident mode, the previously pivoted clutch lever provides the desired mechanical interruption to the release lever. The lock remains in peace in any case.
Als Folge hiervon muss die dem Betätigungshebel zugeordnete Betätigungshebelfeder lediglich mit einer Federkraft ausgerüstet werden, die dafür sorgt, dass der Betätigungshebel im Normalbetrieb einwandfrei in seine Ruheposition zurückgestellt wird. Die damit verbundene Federkraft ist typischerweise gering. Denn letztlich muss die Betätigungshebelfeder lediglich beispielsweise zusammen mit dem Betätigungshebel ein Verbindungsmittel und gegebenenfalls eine endseitig des Verbindungsmittels vorgesehene Handhabe im Normalbetrieb zurückstellen. Die hierfür benötigten Drehmomente am Betätigungshebel bzw. an einer Drehachse des Betätigungshebels sind meistens gering, so dass auch die Betätigungshebelfeder mit relativ geringer Federkraft im Vergleich zum Stand der Technik ausgerüstet werden kann. Als Folge hiervon sind auch etwaige Bedienungskräfte am Betätigungshebel bzw. der den Betätigungshebel beaufschlagenden Handhabe gegenüber dem Stand der Technik reduziert. Hierin sind die wesentlichen Vorteile zu sehen.As a result, the actuating lever spring assigned to the actuating lever only has to be equipped with a spring force which ensures that that the operating lever is correctly returned to its rest position in normal operation. The associated spring force is typically low. Ultimately, the actuating lever spring only has to reset a connecting means and possibly a handle provided at the end of the connecting means in normal operation, for example together with the actuating lever. The torques required for this on the actuating lever or on an axis of rotation of the actuating lever are usually low, so that the actuating lever spring can also be equipped with a relatively low spring force compared to the prior art. As a result, any operating forces on the actuating lever or the handle acting on the actuating lever are also reduced compared to the prior art. The main advantages can be seen here.
Auch der Kupplungshebel wird im Allgemeinen durch Federkraft beaufschlagt. Zu diesem Zweck ist der Kupplungshebel typischerweise mit einer eigenen Kupplungshebelfeder ausgerüstet. Außerdem ist die Auslegung so getroffen, dass der Kupplungshebel gegen die Federkraft der Kupplungshebelfeder verschwenkt. Wenn es also zum Unfallbetrieb kommt, so wird das als Kupplungshebel ausgelegte Blockierelement im Rahmen der Erfindung gegen die Kraft der Kupplungshebelfeder verschwenkt. Dabei ist die Auslegung meistens zusätzlich noch so getroffen, dass der Kupplungshebel im Unfallbetrieb gegenüber dem Auslösehebel beidseitig verschwenkbar ausgebildet ist.The clutch lever is also generally acted upon by spring force. For this purpose, the clutch lever is typically equipped with its own clutch lever spring. In addition, the design is such that the clutch lever pivots against the spring force of the clutch lever spring. If there is an accident, the blocking element designed as a clutch lever is pivoted within the scope of the invention against the force of the clutch lever spring. In most cases, the design is also such that the clutch lever is designed to be pivotable on both sides in relation to the release lever in accident operation.
Das heißt, der Kupplungshebel kann im Unfallbetrieb gegenüber seiner Position im Normalbetrieb in zwei sich gegenüberliegenden Richtungen verschwenkt werden, beispielsweise vor/zurück oder rechts/links. Dadurch werden im Unfallbetrieb seitens des Kupplungshebels letztlich sowohl positive als auch negative Beschleunigungen in eine entsprechende Bewegung des Kupplungshebels umgesetzt. Dazu kann der Kupplungshebel beispielsweise bei positiven Beschleunigungen an einem Anschlag eines zum Kraftfahrzeugtürschloss gehörigen Gehäuses anschlagen. Demgegenüber mag dann eine Bewegung des Kupplungshebels infolge einer negativen Beschleunigung dazu korrespondieren, dass der Kupplungshebel ins Leere verschwenkt. Selbstverständlich kann auch umgekehrt vorgegangen werden. In beiden Fällen ist gewährleistet, dass der Kupplungshebel im jeweiligen Unfallbetrieb auf jeden Fall außer Eingriff mit dem Auslösehebel gebracht wird. Eine unbeabsichtigte Beaufschlagung des Auslösehebels beispielsweise durch den dennoch verschwenkten Betätigungshebel ist folglich im Unfallbetrieb in beiden Fällen nicht möglich.This means that the clutch lever can be pivoted in two opposite directions, for example forward / backward or right / left, compared to its position in normal operation. In the event of an accident, the clutch lever ultimately converts both positive and negative accelerations into a corresponding movement of the clutch lever. For this purpose, the clutch lever can strike a stop of a housing belonging to the motor vehicle door lock, for example in the event of positive accelerations. In contrast, a movement of the clutch lever due to a negative acceleration may correspond to the fact that the Clutch lever swung into space. Of course, the opposite can also be done. In both cases, it is ensured that the clutch lever is always disengaged from the release lever in the respective accident mode. Inadvertent action on the release lever, for example by the actuating lever that is nevertheless pivoted, is consequently not possible in both cases in accident operation.
Da der Betätigungshebel inklusive dem darauf gelagerten Kupplungshebel nach vorteilhafter Ausgestaltung größtenteils in der Fahrzeugquerrichtung bzw. X-Richtung angeordnet ist, korrespondieren im Unfallbetrieb und bei einem Seitenaufprall auftretende Beschleunigungskräfte für den Fall beispielsweise positiver Beschleunigungskräfte zu einer Beaufschlagung in X-Richtung, wohingegen negative Beschleunigungskräfte zu einer Beaufschlagung in -X-Richtung gehören. Das gilt zumindest beispielhaft. Denn ein Seitenaufprall ist typischerweise mit einer entsprechenden negativen oder positiven Beschleunigung in der Fahrzeugquerrichtung bzw. X-Richtung verbunden.Since, according to an advantageous embodiment, the actuating lever, including the clutch lever mounted thereon, is largely arranged in the transverse direction of the vehicle or the X direction, acceleration forces occurring in accident operation and in a side impact correspond, for example, to positive acceleration forces in the X direction, whereas negative acceleration forces belong to an exposure in the -X direction. This applies at least as an example. This is because a side impact is typically associated with a corresponding negative or positive acceleration in the vehicle transverse direction or X direction.
Darüber hinaus wird regelmäßig so vorgegangen, dass der Kupplungshebel mit einer Auflaufkante am Auslösehebel im Normalbetrieb wechselwirkt. Zu diesem Zweck ist der Kupplungshebel meistens mit einer entsprechenden Auflaufkontur ausgerüstet, welche im Normalbetrieb die Auflaufkante am Auslösehebel derart beaufschlagt, dass der Auslösehebel um seine zugehörige Drehachse verschwenkt wird. Die Schwenkbewegung des Auslösehebels um seine Drehachse hat meistens mittelbar oder unmittelbar zur Folge, dass die Sperrklinke als Bestandteil des Gesperres aus im Wesentlichen der Sperrklinke und der Drehfalle von der Drehfalle abgehoben wird. Tatsächlich wird die Drehfalle in geschlossener Position des Kraftfahrzeugtürschlosses mit Hilfe der Sperrklinke gehalten.In addition, the procedure is regularly such that the clutch lever interacts with a leading edge on the release lever in normal operation. To this The purpose of the clutch lever is usually equipped with a corresponding overrun contour which, in normal operation, acts on the overrun edge on the release lever in such a way that the release lever is pivoted about its associated axis of rotation. The pivoting movement of the release lever about its axis of rotation usually has the direct or indirect consequence that the pawl as part of the locking mechanism is essentially lifted off the pawl and the catch from the catch. In fact, the catch is held in the closed position of the motor vehicle door lock with the aid of the pawl.
Wird nun in dieser geschlossenen Position des Kraftfahrzeugtürschlosses bzw. des zugehörigen Gesperres die Sperrklinke von der Drehfalle abgehoben, so kann die Drehfalle federunterstützt öffnen und einen zuvor gefangenen Schließbolzen freigeben. Das Kraftfahrzeugtürschloss ist geöffnet. Außerdem lässt sich eine zugehörige Kraftfahrzeugtür ebenfalls aufschwenken. Das korrespondiert zu einem üblichen Öffnungsvorgang im Normalbetrieb.If, in this closed position of the motor vehicle door lock or the associated locking mechanism, the pawl is lifted off the rotary latch, the rotary latch can open with spring support and release a locking pin that was previously caught. The motor vehicle door lock is open. In addition, an associated motor vehicle door can also be opened. This corresponds to a normal opening process in normal operation.
Kommt es dagegen zum Crashfall bzw. zum Unfallbetrieb, so bleibt der Betätigungshebel überwiegend in Ruhe, wohingegen der auf dem Betätigungshebel gelagerte Kupplungshebel unabhängig vom Betätigungshebel verschwenkt. Als Folge hiervon kann die Auflaufkontur am Kupplungshebel nicht (mehr) mit der Auflaufkante am Auslösehebel wechselwirken. Dadurch bleibt der Auslösehebel und mit ihm das Gesperre in Ruhe und kommt es ausdrücklich nicht zu einer unbeabsichtigten Öffnung des Kraftfahrzeugtürschlosses.If, on the other hand, there is a crash or an accident, the operating lever remains mostly at rest, whereas the clutch lever mounted on the operating lever pivots independently of the operating lever. As a result, the overrun contour on the clutch lever can no longer interact with the overrun edge on the release lever. As a result, the release lever and with it the locking mechanism remain at rest and there is expressly no unintentional opening of the motor vehicle door lock.
Um den Betätigungshebel im Normalbetrieb zu beaufschlagen, ist dieser im Allgemeinen mit einem Anschlagelement für ein Verbindungsmittel ausgerüstet. Das Verbindungsmittel sorgt seinerseits für eine mechanische Kopplung des Betätigungshebels mit einer Handhabe. Handelt es sich bei der Handhabe um eine Außenhandhabe, so ist der Betätigungshebel als Außenbetätigungshebel ausgelegt. Bei dem Verbindungsmittel kann es sich um ein Bowdenzugkabel oder dergleichen handeln. Auch eine Stangenverbindung zwischen der betreffenden Handhabe und dem Betätigungshebel wird von der Erfindung umfasst. Das Anschlagelement am Betätigungshebel sorgt nun für die mechanische Kopplung des Verbindungsmittels mit dem Betätigungshebel. Dadurch wird eine Beaufschlagung der Handhabe über das Verbindungsmittel auf den Betätigungshebel übertragen.In order to actuate the actuating lever in normal operation, it is generally equipped with a stop element for a connecting means. The connecting means in turn ensures mechanical coupling of the actuating lever with a handle. If the handle is an external handle, the actuating lever is designed as an external actuating lever. The lanyard can be a Bowden cable or act like that. The invention also encompasses a rod connection between the relevant handle and the actuating lever. The stop element on the actuating lever now ensures the mechanical coupling of the connecting means to the actuating lever. As a result, an action on the handle is transmitted to the actuating lever via the connecting means.
Als Folge hiervon lässt sich der Betätigungshebel um seine Drehachse verschwenken. Im Normalbetrieb korrespondiert dieser Vorgang dazu, dass die Auflaufkontur am Kupplungshebel mit der Auflaufkante am Auslösehebel wechselwirkt, so dass der Auslösehebel um seine Drehachse verschwenkt wird und hierbei die Sperrklinke von der Drehfalle abhebt.As a result, the operating lever can be pivoted about its axis of rotation. In normal operation, this process corresponds to the fact that the overrun contour on the clutch lever interacts with the overrun edge on the release lever, so that the release lever is pivoted about its axis of rotation and thereby raises the pawl from the catch.
Das zuvor beschriebene Anschlagelement am Betätigungshebel ist vorteilhaft zugleich als Anschlag für einen Federschenkel der Betätigungshebelfeder ausgebildet. Tatsächlich handelt es sich bei der Betätigungshebelfeder meistens um eine Schenkelfeder. Der eine Federschenkel der Betätigungshebelfeder liegt dabei an dem fraglichen Anschlag an, der die beschriebene Doppelfunktion als Anschlag für den fraglichen Federschenkel und zugleich mechanisches Koppelelement für das Verbindungsmittel übernimmt. Der andere Federschenkel stützt sich meistens am Gehäuse des Kraftfahrzeugtürschlosses ab.The stop element described above on the actuating lever is advantageously also designed as a stop for a spring leg of the actuating lever spring. In fact, the actuating lever spring is mostly a leg spring. One spring leg of the actuating lever spring rests on the stop in question, which assumes the double function described as a stop for the spring leg in question and at the same time mechanical coupling element for the connecting means. The other spring leg is usually supported on the housing of the motor vehicle door lock.
Dadurch sorgt eine Beaufschlagung des Betätigungshebels mit Hilfe der Handhabe unter Zwischenschaltung des Verbindungsmittels bzw. des Bowdenzugkabels dafür, dass die fragliche Betätigungshebelfeder bzw. Schenkelfeder (geringfügig) im Normalbetrieb vorgespannt wird. Sobald ein Bediener die fragliche Handhabe nicht mehr beaufschlagt, wird die Handhabe zusammen mit dem Verbindungsmittel und dem Betätigungshebel mit Hilfe der fraglichen Betätigungshebelfeder zurückgestellt. Hierfür reichen geringe Federkräfte der Betätigungshebelfeder aus, die folgerichtig auch zu einer erleichterten Bedienung der Handhabe und folglich des Betätigungshebels korrespondieren.As a result, actuation of the actuating lever with the aid of the connecting means or the Bowden cable ensures that the actuating lever spring or leg spring (slightly) is preloaded in normal operation. As soon as an operator no longer acts on the handle in question, the handle is reset together with the connecting means and the actuating lever with the aid of the actuating lever spring in question. Low spring forces of the actuating lever spring are sufficient for this, which consequently also correspond to easier operation of the handle and consequently of the actuating lever.
Schlussendlich hat es sich bewährt, wenn der Betätigungshebel mit dem darauf gelagerten Kupplungshebel insgesamt größtenteils U-förmig ausgebildet ist. Das heißt, der Betätigungshebel und der darauf gelagerte Kupplungshebel spannen zunächst einmal eine gemeinsame Ebene auf. Die vom Betätigungshebel inklusive darauf gelagertem Kupplungshebel aufgespannte Ebene erstreckt sich dabei größtenteils in Fahrzeugquerrichtung bzw. X-Richtung, weil der Betätigungshebel und der Kupplungshebel größtenteils in eben dieser Fahrzeugquerrichtung angeordnet sind.In the end, it has proven useful if the actuating lever with the clutch lever mounted thereon is largely U-shaped. This means that the actuating lever and the clutch lever mounted on it initially span a common plane. The plane spanned by the actuating lever including the clutch lever mounted thereon extends largely in the transverse direction of the vehicle or the X direction, because the actuating lever and the clutch lever are largely arranged in precisely this transverse direction of the vehicle.
Der Betätigungshebel ist nun seinerseits meistens L-förmig bzw. umgekehrt L-förmig gestaltet, wobei der lange L-Schenkel das Anschlagelement für das Verbindungsmittel trägt. Dieses Anschlagelement ist meistens endseitig des langen L-Schenkels an diesen angeschlossen. Demgegenüber findet sich endseitig des kurzen L-Schenkels des L-förmigen bzw. umgekehrt L-förmigen Betätigungshebels die Drehachse für den Kupplungshebel. Da der Kupplungshebel seinerseits größtenteils längserstreckt ausgebildet ist, erklärt sich die insgesamt überwiegend U-förmige Gestalt des Betätigungshebels mit dem darauf gelagerten Kupplungshebel.The actuating lever is now mostly L-shaped or vice versa L-shaped, the long L-leg carrying the stop element for the connecting means. This stop element is usually connected to the end of the long L-leg. In contrast, the end of the short L-leg of the L-shaped or vice versa L-shaped actuating lever contains the axis of rotation for the clutch lever. Since the clutch lever for its part is largely elongated, the overall predominantly U-shaped shape of the actuating lever with the clutch lever mounted thereon is explained.
Als Folge hiervon resultiert eine Schwenkbewegung des L-förmigen bzw. umgekehrt L-förmigen Betätigungshebels unmittelbar darin, dass der am Ende des kurzen L-Schenkels drehbar an den Betätigungshebel angelenkte Kupplungshebel eine überwiegend lineare Bewegung vollführt. Diese lineare Bewegung korrespondiert im Normalbetrieb dazu, dass die Auflaufkontur am Kupplungshebel mit der Auflaufkante am Auslösehebel wechselwirken kann.As a result, a pivoting movement of the L-shaped or, conversely, L-shaped actuating lever directly results in the fact that the coupling lever, which is rotatably articulated on the actuating lever at the end of the short L-leg, performs a predominantly linear movement. In normal operation, this linear movement corresponds to the fact that the overrun contour on the clutch lever can interact with the overrun edge on the release lever.
Sobald jedoch im Unfallbetrieb der Kupplungshebel gegenüber und unabhängig von dem Betätigungshebel verschwenkt wird, führt dies automatisch dazu, dass die Auflaufkontur am Kupplungshebel nicht (mehr) mit der Auflaufkante an dem Auslösehebel wechselwirken kann. Denn die Auflaufkontur und die Auflaufkante sind überwiegend rechtwinklig zueinander angeordnet. Dadurch führt eine Verschwenkung des Kupplungshebels und folglich der an ihm vorgesehenen Auflaufkontur beidseitig der Position im Normalbetrieb dazu, dass die Auflaufkontur die Auflaufkante am Auslösehebel nicht (mehr) erreicht oder erreichen kann. Der Auslösehebel und folglich das Gesperre bleiben also im Unfallbetrieb wunschgemäß in Ruhe.However, as soon as the clutch lever is pivoted opposite and independently of the actuating lever in accident mode, this automatically means that the overrun contour on the clutch lever can no longer interact with the overrun edge on the release lever. Because the overrun contour and the overflow edge are mostly arranged at right angles to each other. This leads to a pivoting of the clutch lever and consequently the overrun contour provided on it on both sides of the position in normal operation so that the overrun contour cannot (no longer) reach or reach the overrun edge on the release lever. The release lever and consequently the locking mechanism remain as desired in the accident mode.
Im Ergebnis wird ein Kraftfahrzeugtürschloss zur Verfügung gestellt, welches zunächst einmal mit einer geringen Anzahl an Bauelementen auskommt. Denn das Blockierelement zur Realisierung des Unfallbetriebes ist als auf dem Betätigungshebel gelagerter Kupplungshebel ausgebildet. Außerdem ist die Auslegung so getroffen, dass der Betätigungshebel im Unfallbetrieb praktisch in Ruhe bleibt, wohingegen der auf dem Betätigungshebel gelagerte Kupplungshebel gegenüber dem Betätigungshebel und unabhängig hiervon verschenkt. Dadurch kann die Federkraft der dem Betätigungshebel zugeordneten Betätigungshebelfeder gering eingestellt werden und sind die Bedienkräfte am Betätigungshebel ebenfalls klein. Das führt zu deutlichen Komfortverbesserungen im Vergleich zum Stand der Technik. Hierin sind die wesentlichen Vorteile zu sehen.As a result, a motor vehicle door lock is made available which initially manages with a small number of components. Because the blocking element for realizing the accident operation is designed as a clutch lever mounted on the actuating lever. In addition, the design is such that the actuating lever remains practically at rest in accident operation, whereas the clutch lever mounted on the actuating lever is given away with respect to the actuating lever and independently of it. As a result, the spring force of the actuating lever spring assigned to the actuating lever can be set to be low and the operating forces on the actuating lever are also small. This leads to significant improvements in comfort compared to the prior art. The main advantages can be seen here.
Im Folgenden wird die Erfindung anhand einer lediglich ein Ausführungsbeispiel darstellenden Zeichnung näher erläutert; es zeigen:
- Fig. 1
- das erfindungsgemäße Kraftfahrzeugtürschloss in einer schematischen Perspektivdarstellung, reduziert auf die für die Erfindung wesentlichen Bauteile und
- Fig. 2
- den Betätigungshebel inklusive Kupplungshebel in verschiedenen Funktionsstellungen.
- Fig. 1
- the motor vehicle door lock according to the invention in a schematic perspective view, reduced to the components essential for the invention and
- Fig. 2
- the operating lever including clutch lever in various functional positions.
In den Figuren ist ein Kraftfahrzeugtürschloss dargestellt, welches wie üblich mit einem Gesperre 1, 2 aus im Wesentlichen einer Sperrklinke 1 und einer lediglich angedeuteten Drehfalle 2 zusammengesetzt ist. Die Sperrklinke 1 lässt sich um eine in der
Zur Beaufschlagung der Sperrklinke 1 ist ein Auslösehebel 5 vorgesehen. Der Auslösehebel 5 verfügt seinerseits über eine Drehachse 6 und eine zugehörige Feder 7, die jedoch für die nachfolgenden Betrachtungen von eher untergeordneter Bedeutung ist. Sobald der Auslösehebel 5 um seine Drehachse 6 eine Schwenkbewegung im angedeuteten Gegenuhrzeigersinn vollführt und vollführen kann, kommt eine Abkantung 5a am Auslösehebel 5 zur Anlage an einem Zapfen 1a der Sperrklinke 1 und sorgt dafür, dass die Sperrklinke 1 um ihre Achse bzw. Drehachse 3 im angedeuteten Uhrzeigersinn verschwenkt wird, so dass das Gesperre 1, 2 die zuvor bereits beschriebene Öffnung erfährt.A
In der
Auf dem Betätigungshebel 8 ist ein Blockierelement 12 drehbar gelagert, bei dem es sich im Ausführungsbeispiel um einen Kupplungshebel 12 handelt. Die drehbare Lagerung des Blockierelementes bzw. Kupplungshebels 12 auf dem Betätigungshebel 8 korrespondiert zu einer Achse bzw. Drehachse 13. Schließlich erkennt man noch einerseits eine Betätigungshebelfeder 14 und andererseits eine Kupplungshebelfeder 15.On the
Sowohl die Betätigungshebelfeder 14 als auch die Kupplungshebelfeder 15 sind jeweils als Schenkelfedern ausgebildet. Das heißt, beide Federn 14, 15 verfügen über zwei endseitige Federschenkel 14a, 14b respektive 15a, 15b, die von einem gewundenden Mittelabschnitt 14c respektive 15c ausgehen. Der fragliche Mittelabschnitt 14c bzw. 15c aus jeweils Kreiswindungen ist konzentrisch im Vergleich zur zugehörigen Drehachse 9 respektive 13 angeordnet und orientiert. Die Federkraft der Betätigungshebelfeder 14 ist größer als die Federkraft der Kupplungshebelfeder 15.Both the
Der Betätigungshebel 8 verfügt über ein endseitiges Anschlagelement 8a. Das Anschlagelement 8a fungiert zugleich als Anschlag für den einen Federschenkel 14a der Betätigungshebelfeder 14. Der andere Federschenkel 14b der Betätigungshebelfeder 14 stützt sich demgegenüber an einem nicht dargestellten Anschlag eines Gehäuses für das gezeigte Kraftfahrzeugtürschloss ab. Die Kupplungshebelfeder 15 ist so ausgelegt und angeordnet, dass sich der eine Federschenkel 15a am Betätigungshebel 8 abstützt, während der andere Federschenkel 15b den Kupplungshebel 12 beaufschlagt. Das erkennt man insbesondere anhand der vergrößerten Detaildarstellung in der
Anhand dieser Darstellung wird auch deutlich, dass das Anschlagelement 8a endseitig an einen langen L-Schenkel des L-förmigen bzw. umgekehrt L-förmigen Betätigungshebels 8 angeschlossen ist. Die Drehachse 9 des Betätigungshebels 8 findet sich dabei im Verbindungsbereich dieser beiden L-Schenkel. Am kurzen L-Schenkel des L-förmigen Betätigungshebels 8 ist endseitig der Kupplungshebel bzw. das Blockierelement 12 drehbar angeschlossen. Das heißt, die zugehörige Achse bzw. Drehachse 13 des Kupplungshebels 12 findet sich endseitig des kurzen L-Schenkels des L-förmigen Betätigungshebels 8.This illustration also shows that the stop element 8a is connected at the end to a long L-leg of the L-shaped or, conversely, L-shaped
In der vergrößerten Darstellung nach der
Anhand der
Aus einer vergleichenden Betrachtung der
Die Funktion ist wie folgt. Im in der
Da der Betätigungshebel 8 inklusive dem darauf gelagerten Kupplungshebel 12 größtenteils U-förmig ausgebildet ist, führt diese Schwenkbewegung des Betätigungshebels 8 im Normalbetrieb dazu, dass der Kupplungshebel 12 linear in der in
Im überwiegend in der
Dabei ist die Auslegung insgesamt so getroffen, dass die Betätigungshebelfeder 14 mit einer größeren Federkraft ausgerüstet ist als diejenige der Kupplungshebelfeder 15 ausgelegt ist. Insgesamt braucht die von der Betätigungshebelfeder 14 aufgebaute Federkraft den Beschleunigungskräften im Unfallbetrieb jedoch nicht standhalten. Vielmehr bleibt der Betätigungshebel 8 im Unfallbetrieb überwiegend in Ruhe. Demgegenüber erfährt das Blockierelement bzw. der auf dem Betätigungshebel 8 gelagerte Kupplungshebel 12 eine Schwenkbewegung infolge der angreifenden Massenkräfte, die zu den beiden möglichen Positionen jenseits der strichpunktierten Linie des Kupplungshebels 12 im Normalbetrieb gehören. Das heißt, der Kupplungshebel 12 ist im Unfallbetrieb gegenüber dem Auslösehebel 5 beidseitig verschwenkbar ausgebildet. Der Unfallbetrieb korrespondiert zu einem Seitenaufprall mit entsprechenden Beschleunigungskräften in der X-Richtung.The overall design is such that the
Dadurch, dass der Kupplungshebel 12 im Unfallbetrieb gegenüber dem überwiegend nicht bewegten Betätigungshebel 8 wie in der
Claims (9)
- Motor vehicle door latch comprising a locking mechanism (1, 2) substantially consisting of a pawl (1) and a catch (2), further comprising a release lever (5) for the locking mechanism (1, 2), and comprising at least one operating lever (8) and a blocking element (12), the blocking element (12) achieving a mechanical connection between the operating lever (8) and the release lever (5) during normal operation and a mechanical separation between same when operating in the event of an accident, the blocking element (12) being designed as a coupling lever mounted on the operating lever (8), which coupling lever, when operating in the event of an accident, pivots independently of the operating lever (8) that is acted upon by spring force, characterized in that the plane defined by the operating lever (8) including the coupling lever (12) mounted thereon and the plane defined by the release lever (5) are arranged at an angle, in particular at a right angle, to one another.
- Motor vehicle door latch according to claim 1, characterized in that the coupling lever (12) is equipped with its own coupling lever spring (15) and pivots against the spring force of said spring.
- Motor vehicle door latch according to claim 2, characterized in that the operating lever (8) is equipped with an operating lever spring (14), the spring force of which is greater than that of the coupling lever spring (15).
- Motor vehicle door latch according to any of claims 1 to 3, characterized in that the coupling lever (12) is designed to be pivotable in two directions relative to the release lever (5) when operating in the event of an accident.
- Motor vehicle door latch according to any of the preceding claims, characterized in that the operating lever (8) including the coupling lever (12) mounted thereon are arranged largely in the vehicle transverse direction and the release lever (5) is arranged predominantly in the vehicle longitudinal direction.
- Motor vehicle door latch according to any of claims 1 to 5, characterized in that the coupling lever (12) interacts with a leading edge (17) on the release lever (5) during normal operation.
- Motor vehicle door latch according to any of claims 1 to 6, characterized in that the operating lever (8) is equipped with a stop element (8a) for a connecting means (10).
- Motor vehicle door latch according to claim 7, characterized in that the stop element (8a) concurrently functions as a stop for a spring leg (14a) of the operating lever spring (14).
- Motor vehicle door latch according to any of claims 1 to 8, characterized in that the operating lever (8) is largely designed to be U-shaped together with the coupling lever (12) mounted thereon.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016107510.8A DE102016107510A1 (en) | 2016-04-22 | 2016-04-22 | Motor vehicle door lock |
PCT/DE2017/100244 WO2017182027A1 (en) | 2016-04-22 | 2017-03-24 | Motor vehicle door lock |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3445930A1 EP3445930A1 (en) | 2019-02-27 |
EP3445930B1 true EP3445930B1 (en) | 2020-01-29 |
Family
ID=58579003
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17718473.6A Active EP3445930B1 (en) | 2016-04-22 | 2017-03-24 | Motor vehicle door lock |
Country Status (6)
Country | Link |
---|---|
US (1) | US11326372B2 (en) |
EP (1) | EP3445930B1 (en) |
KR (1) | KR102301511B1 (en) |
CN (1) | CN109312578B (en) |
DE (1) | DE102016107510A1 (en) |
WO (1) | WO2017182027A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018109477A1 (en) * | 2018-04-20 | 2019-10-24 | Kiekert Ag | Motor vehicle drive arrangement |
US11280116B2 (en) * | 2018-05-15 | 2022-03-22 | Magna Closures Inc. | Closure latch assembly with child lock having asymmetrical toggle spring arrangement |
US11306516B2 (en) * | 2018-12-13 | 2022-04-19 | Kiekert Ag | Motor vehicle latch |
DE102019118796A1 (en) * | 2019-07-11 | 2021-01-14 | Kiekert Aktiengesellschaft | Locking device for a door or flap of a motor vehicle |
DE102019127445A1 (en) * | 2019-10-11 | 2021-04-15 | Kiekert Aktiengesellschaft | Motor vehicle lock, in particular motor vehicle door lock |
US20220275667A1 (en) * | 2021-02-27 | 2022-09-01 | Inteva Products, Llc | Vehicle door latch |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19624640C1 (en) | 1996-06-20 | 1998-01-08 | Kiekert Ag | Vehicle doorlock with pivoting latch |
GB0214817D0 (en) * | 2002-06-27 | 2002-08-07 | Arvinmeritor Light Vehicle Sys | Door latch mechanism |
DE102005020696A1 (en) * | 2005-04-28 | 2006-11-02 | Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg | Adjustment unit for motor vehicle seat, has operating unit acting on control unit, where operating unit continues rotational movement under deformation of elastic unit when rotational movement of operating unit is prevented by end stop |
DE202009009061U1 (en) * | 2009-06-30 | 2010-12-09 | Kiekert Ag | Motor vehicle door lock |
DE102010010833B4 (en) * | 2010-03-10 | 2023-12-07 | Kiekert Aktiengesellschaft | Motor vehicle door lock |
DE202010010577U1 (en) | 2010-07-23 | 2011-11-04 | Kiekert Ag | Motor vehicle door lock |
DE102011010797A1 (en) * | 2011-02-09 | 2012-08-09 | Kiekert Ag | Motor vehicle door lock |
CN103403283B (en) * | 2011-03-16 | 2015-11-25 | 株式会社安成 | Door lock device for vehicle |
DE102012025448A1 (en) * | 2012-12-21 | 2014-06-26 | Kiekert Aktiengesellschaft | Motor vehicle door lock |
US9637952B2 (en) * | 2013-03-25 | 2017-05-02 | Brose Schliesssysteme Gmbh & Co. Kg | Motor vehicle lock |
US9874046B2 (en) * | 2013-03-25 | 2018-01-23 | Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft | Motor vehicle lock |
US9366063B2 (en) * | 2013-03-25 | 2016-06-14 | Brose Schliesssysteme Gmbh & Co. Kg | Motor vehicle lock |
DE202013104118U1 (en) * | 2013-09-10 | 2014-12-15 | BROSE SCHLIEßSYSTEME GMBH & CO. KG | Motor vehicle lock |
DE102014001123A1 (en) * | 2014-01-28 | 2015-07-30 | Kiekert Aktiengesellschaft | Locking device for a motor vehicle |
US20160258194A1 (en) * | 2015-03-06 | 2016-09-08 | Brose Schliesssysteme Gmbh & Co. Kg | Motor vehicle lock |
WO2017134756A1 (en) * | 2016-02-02 | 2017-08-10 | 三井金属アクト株式会社 | Vehicle door latch device |
-
2016
- 2016-04-22 DE DE102016107510.8A patent/DE102016107510A1/en not_active Withdrawn
-
2017
- 2017-03-24 KR KR1020187033651A patent/KR102301511B1/en active IP Right Grant
- 2017-03-24 US US16/095,402 patent/US11326372B2/en active Active
- 2017-03-24 WO PCT/DE2017/100244 patent/WO2017182027A1/en active Application Filing
- 2017-03-24 EP EP17718473.6A patent/EP3445930B1/en active Active
- 2017-03-24 CN CN201780037955.6A patent/CN109312578B/en active Active
Non-Patent Citations (1)
Title |
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None * |
Also Published As
Publication number | Publication date |
---|---|
CN109312578B (en) | 2021-02-02 |
US20190271178A1 (en) | 2019-09-05 |
DE102016107510A1 (en) | 2017-10-26 |
KR102301511B1 (en) | 2021-09-14 |
EP3445930A1 (en) | 2019-02-27 |
US11326372B2 (en) | 2022-05-10 |
KR20180132919A (en) | 2018-12-12 |
CN109312578A (en) | 2019-02-05 |
WO2017182027A1 (en) | 2017-10-26 |
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