EP2342405A1 - Verrou pour véhicule à moteur - Google Patents

Verrou pour véhicule à moteur

Info

Publication number
EP2342405A1
EP2342405A1 EP09778625A EP09778625A EP2342405A1 EP 2342405 A1 EP2342405 A1 EP 2342405A1 EP 09778625 A EP09778625 A EP 09778625A EP 09778625 A EP09778625 A EP 09778625A EP 2342405 A1 EP2342405 A1 EP 2342405A1
Authority
EP
European Patent Office
Prior art keywords
functional element
functional
motor vehicle
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.)
Granted
Application number
EP09778625A
Other languages
German (de)
English (en)
Other versions
EP2342405B1 (fr
Inventor
Simon Brose
Jürgen Zietlow
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2342405A1 publication Critical patent/EP2342405A1/fr
Application granted granted Critical
Publication of EP2342405B1 publication Critical patent/EP2342405B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

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

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1 and a motor vehicle lock according to the preamble of claim 26.
  • the motor vehicle lock in question finds application in all types of closure elements of a motor vehicle. These include in particular side doors, rear doors, tailgates, trunk lids or hoods. In principle, these closure elements can also be designed in the manner of sliding doors.
  • the known motor vehicle lock (DE 102 58 645 B4), from which the invention proceeds, shows a motor vehicle lock with the closing elements lock latch and pawl.
  • the latch is in the usual way in an open position, in a main closed position and in a prelocking brought.
  • the pawl has the task to hold the latch in the two closed positions. To release the latch, the pawl can be lifted manually.
  • the known motor vehicle lock is further equipped with a lock mechanism that can be switched to different functional states. These are the functional states “unlocked”, “locked”, “theft-proof” and “child-proof”.
  • the functional state “unlocked” the associated motor vehicle door can be opened by actuating the inside door handle and the outside door handle.
  • the functional state “locked” can not be opened from the outside, but from the inside.
  • Thief steel safe can not be opened either from the outside or from the inside
  • child-proof can be opened from the outside, but not from the inside.
  • the lock mechanism is equipped with a coupling arrangement in which a displaceable in a plane coupling pin cooperates with different control slots.
  • the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the structural design is simplified.
  • the functional element is assigned a bearing arrangement which is preferably located in an end region of the functional element.
  • the Lageranord- tion of the functional element comprises a ball socket and with the ball socket in Engaging ball.
  • the height adjustment of the functional element of the adjustment of the lock mechanism is used in the corresponding functional states, such as the functional states "unlocked” and "locked".
  • the functional element for the realization of functional states of the lock mechanism provides a switchable coupling, wherein the functional element acts as a force transmitting in the engaged state.
  • an actuation for example, by the external operating lever in the engaged state, which regularly corresponds to the lock state "unlocked", is accompanied by a lateral adjustment of the functional element.
  • a control drive is provided with a control shaft on which the associated functional element is supported. This is structurally easy to implement.
  • the control shaft can have a plurality of juxtaposed control sections, which are assigned to different functional elements.
  • the functional element resiliently, in particular as a resilient bendable wire or strip to design and thereby to ensure the adjustability of the functional element in height solely by a bearing assembly and laterally solely by the flexibility of the functional element, or adjustability the functional element to ensure laterally solely by a bearing assembly and in height only by the flexibility of the functional element.
  • FIG. 2 shows the motor vehicle lock according to FIG. 1 in the view A, FIG.
  • FIG. 3 shows the motor vehicle lock according to FIG. 2 in a sectional view along the section line B-B, FIG.
  • FIG. 4 shows a further proposed motor vehicle lock in a view according to FIG. 1,
  • FIG. 5 shows the motor vehicle lock according to FIG. 4 in a view according to FIG. 3, FIG.
  • Fig. 6 shows a proposed control drive in a perspective
  • View, 7 shows the control drive according to FIG. 6 in the view A in three control positions, FIG.
  • FIG. 8 shows a further proposed control drive in a view according to FIG. 6, FIG.
  • FIG. 9 shows the control drive according to FIG. 8 in view A in four control positions, FIG.
  • FIG. 11 shows the motor vehicle lock according to FIG. 10 in the functional state "locked", FIG.
  • FIG. 15 shows the motor vehicle lock according to FIG. 14 in a sectional view along the section line XIII-XIII in the functional state a) FIG.
  • Figs. 1 to 3 and 4, 5 show two embodiments of a proposed motor vehicle lock, which has the closing elements latch and pawl 1. Furthermore, a lock mechanism 2 is provided which can be brought into different functional states such as “unlocked”, “locked”, “theft-proof” or “child-proof”. As a rule, the lock mechanism 2 ensures that the pawl 1 can not be raised depending on the functional state by an actuation of the outside door handle and / or the inside door handle or even not. In an electric lock, the lock mechanism 2 can also only serve to couple an emergency operation with the pawl 1.
  • the term “lock mechanism” is thus to be understood in a broad sense.
  • this has at least one functional element 3 which can be adjusted into corresponding functional positions.
  • the lock mechanism 2 can thus bring into the desired functional states.
  • the functional element 3 is now in a partial area, here and preferably in an end region of the functional element 3 by means of a bearing assembly 3 a stored so that the functional element 3 in relation to a reference plane R both laterally and in height, each in the is substantially perpendicular to its longitudinal extent, adjustable.
  • the introduction of the reference plane R serves here only the definition of the height adjustment on the one hand and the side adjustment on the other.
  • the height adjustment is associated with a change in the distance of the functional element 3 to the reference plane R.
  • a lateral adjustment of the functional element 3 is against it an adjustment of the functional element 3 substantially parallel to the reference plane R. height and lateral adjustments can overlap here, which leads to corresponding adjustments in relation to the reference plane R diagonal directions.
  • the reference plane R can be aligned largely arbitrarily. In a particularly preferred embodiment, however, the reference plane R is aligned substantially parallel to a flat side of the motor vehicle lock. With appropriate functional assignment of height adjustment and lateral adjustment, this is structurally advantageous, as will be explained below. In principle, however, the reference plane can also be aligned substantially perpendicular to a flat side of the motor vehicle lock.
  • the functional element 3 is preferably a lever-like functional element. This means that the functional element 3 is hinged in any way pivotally and has a lever arm, which then determines the longitudinal extent of the functional element 3.
  • the functional element 3 is biased in the starting position shown in Fig. 1.
  • the bias preferably leads to the fact that the functional element 3 always automatically returns to the starting position. This can be achieved that only a corresponding support of the functional element 3 is necessary to adjust the functional element 3. This will also be explained below.
  • the height adjustment and the lateral adjustment of the functional element 3 are preferably each based on a pivoting movement of the functional element 3. In principle, however, it can also be provided that either the height adjustment or the lateral adjustment of the functional element 3 is due to a pivotal movement of the functional element 3.
  • Each pivoting movement is associated with a geometric pivot axis 3b, 3c, each extending in an end region of the functional element 3.
  • the bearing assembly 3a has an elastic bearing element, on the one hand on the lock housing o. The like. Or fixed to the lock housing o. The like. Connected or to the lock housing o. The like. Is formed and on the other hand with the functional element connected is.
  • the bearing assembly 3a has an elastic, possibly rubber-like region in which the functional element 3 is embedded.
  • the bearing assembly 3a has two mutually bearing-bearing bearing elements.
  • one bearing element is preferably fixed and the other bearing element is coupled or connected to the functional element 3.
  • friction or sliding friction between the two bearing elements prevails.
  • the bearing assembly 3 a at least partially designed in the manner of a sliding bearing.
  • the bearing assembly 3a is designed as a pure sliding bearing.
  • the bearing assembly 3 a of the functional element 3 is equipped with a first pivot bearing for height adjustment and with a second pivot bearing for the side adjustment, both pivot bearings are preferably in an end region of the functional element 3.
  • a particularly compact arrangement can be achieved in that the two pivot bearings are arranged in the manner of a universal joint.
  • the arrangement according to another preferred embodiment characterized in that the bearing assembly 3 a is equipped with a ball-socket bearing.
  • the bearing assembly 3a is associated with a ball socket 3d and a ball 3e engaged with the ball socket 3d.
  • the ball is 3e arranged at one end of the functional element 3, while the ball socket 3d formed fixed, preferably on a housing of the motor vehicle lock, is arranged.
  • the adjustability of the functional element 3 can also comprise a linear movement in addition to a pivoting movement.
  • the bearing assembly 3 a in particular for the height adjustment has a linear guide.
  • the bearing assembly 3 a is not part of the functional element 3.
  • the bearing function of the bearing assembly 3 a does not go back to a spring elasticity of the functional element 3.
  • the bearing assembly 3 a is an independent component against this background.
  • the bearing function of the bearing assembly 3 a is not due to a component which corresponds in its basic form of the basic shape of the functional element 3. If, for example, the functional element 3 is designed as a wire or strip, then the bearing function of the bearing arrangement 3 a does not go back to a spring bent from a wire or strip or the like. This emphasizes the independence of the bearing assembly 3a.
  • the bearing function of the bearing assembly 3a is not due to the spring elasticity of a resilient wire or strip.
  • the functional element 3 has an elongate shape.
  • the functional element 3 is preferably resistant to bending, more preferably not spring-elastic and in particular designed rigid.
  • a particularly compact embodiment can be achieved in that the functional element 3 is designed rod-shaped or wire-shaped.
  • the functional element 3 has a circular cross-section.
  • the functional element 3 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.
  • the functional element 3 is partially configured straight. Depending on the application, it may also be advantageous that the functional element 3 is adapted to the structural conditions and deviates significantly from a straight configuration.
  • the functional element 3 consists of a metal material or of a plastic material.
  • the lock mechanism 2 has, as is known, a pivotable external actuating lever 4 and optionally a pivotable internal operating lever 5. It is essential that the lock mechanism 2 by a height adjustment of the functional element 3 in the corresponding functional states, preferably in the functional states “unlocked” and “locked”, more preferably in the functional state “theft-proof”, further preferably in the functional state “child-proof”, brought is.
  • a plurality of functional elements 3 can also be provided for setting the above-mentioned functional states.
  • the functional element 3 preferably provides a switchable coupling between adjusting elements 1, 4, 5 of the lock mechanism 2.
  • it is a coupling between the adjusting elements pawl 1 on the one hand and the outer operating lever 4 and / or the inner operating lever 5 on the other.
  • Figs. 1 to 3 show a preferred variant without internal operating lever 5, which may be advantageous in certain applications.
  • the function dement 3 in a first functional position (Fig. 1, 4) directly into engagement with the above adjusting elements 1, 4, 5 is or can be brought and the adjusting elements 1, 4, 5 couples.
  • a second functional position it is such that the functional element 3 is disengaged from at least one adjusting element 1, 4, 5 and the adjusting elements 1, 4, 5 correspondingly decoupled.
  • the above intervention may, as here, be a direct engagement, or an indirect intervention via an intermediate lever or the like.
  • the functional element 3 here and preferably serves as the transmission of the coupling force.
  • the force that can be transmitted via the functional element 3 acts preferably perpendicular to the longitudinal extension of the functional element 3.
  • the coupling force preferably acts perpendicular to the respective rod-shaped or wire-shaped section of the functional element 3.
  • the functional element 3 is aligned substantially radially with respect to the pivot axis of the pawl 1. This means that the functional element 3 extends correspondingly radially. In the illustrated and insofar preferred embodiments, the functional element 3 further extends substantially along the pawl 1. Basically, this radial orientation can also be related to one of the pivot axes of the external actuating lever 4 or the possibly existing internal operating lever 5. Here, however, this makes no difference, since the pawl 1, the outer operating lever 4 and the inner operating lever 5 are pivotable on the same pivot axis. With such an arrangement, a good compactness can be achieved.
  • the pivot axis in this sense, it may be the physical pivot axis or only about the geometric pivot axis.
  • the pawl 1 or a lever coupled to the pawl 1 has a pawl cam contour 6, more preferably the external operating lever 4 or a having the external operating lever 4 coupled lever an external actuating cam contour 7.
  • the arrangement is made in the illustrated exemplary embodiments so that when in the functional position "unlocked" befindlichem functional element of the external operating lever 4 via the external actuating driver contour 7, the functional element 3 and the pawl-driver contour 6 is coupled to the pawl 1. This functional position is best seen in Figs. 1 and 4.
  • the functional element 3 in the functional state "locked” the functional element 3 is disengaged from the pawl driver contour 6 and the external actuating driver contour 7, so that the external actuating lever 4 is decoupled from the pawl 1.
  • the functional position "unlocked” is shown in Fig. 2 in dashed line.
  • the pawl driver contour 6 consists of two bearing blocks 6a, 6b, between which the outside actuating driver contour 7 passes in the "locked" functional position. running. This has the advantage that the functional element 3 is optimally supported at the point of engagement at which the actuating force is transmitted yes.
  • pawl driver contour 6 only has one slot into which the external actuating driver contour 7 runs in the "locked” functional position. In the functional position "unlocked”, the slot is blocked by the functional element 3.
  • an internal operating lever 5 is additionally provided in addition to the external operating lever 4. Accordingly, it is additionally preferably provided that the inner operating lever 5 or a lever coupled to the inner operating lever 5 has an inner operating driver contour 8.
  • the functional element 3 and the pawl-driver contour 6 is coupled to the pawl 1.
  • the pawl 1 can thus be lifted via the internal operating lever 5.
  • the functional element 3 is disengaged from the pawl driver contour 6 and the inner actuating driver contour 8 and the internal operating lever 5 is thus decoupled from the pawl 1.
  • the functional element 3 is only disengaged from one of the two driver contours 6, 8.
  • a control drive 10 is provided for controlled height adjustment of the functional element 3.
  • the control drive 10 can also be assigned a plurality of functional elements 3 to be adjusted or other conventionally constructed functional elements 3.
  • the associated functional element 3 is adjustable according to some functional positions. Some functional positions are achieved by resilient return of the functional element 3.
  • FIGS. 6, 7 and 8, 9 Two preferred exemplary embodiments of a proposed control drive 10 are shown in FIGS. 6, 7 and 8, 9 in a highly mathematical manner.
  • the control drive 10 has a control shaft 11, on which the associated functional element 3 is supported, so that the functional element 3 can be deflected in height by an adjustment of the control shaft 11.
  • the functional element 3 extends substantially perpendicular to the control shaft axis 12.
  • control drive 10 is a motor control drive 10.
  • control shaft 11 is coupled to an anti-friction motor 13.
  • the control shaft 11 may be arranged directly on the motor shaft 14 of the drive motor 13. It is also conceivable that the control shaft 11 via a pinion od. Like. With the motor shaft is in drive engineering engagement.
  • the control drive 10 can also be configured manually adjustable.
  • the control drive 10 is then in communication with corresponding manual actuation elements such as a lock cylinder or an inner safety button.
  • the control shaft 11 can be - motor or manually - bring in the control positions "unlocked” and “locked”. In this case, it transfers the functional element 3 into the functional position "locked” or lets it return to the functional position "unlocked”.
  • control shaft 11 is designed in the manner of a camshaft, wherein the associated functional element 3 is supported on the camshaft and is correspondingly deflectable by an adjustment of the camshaft. This is shown in FIG. 7.
  • FIG. 7 a shows the functional position "unlocked", which corresponds to the illustrations in FIGS. 1, 4.
  • Fig. 7b shows a first adjustment of the control shaft 11 in Fig. 7 left around, without the functional element 3 is adjusted.
  • the drive motor 13 is only slightly loaded when starting, resulting in a cost-effective design of the drive motor.
  • the arranged on the control shaft 11 cam I Ia directs Functional element 3 in Fig. 7 upwards out (Fig. 7c)). This corresponds to the functional position "locked”.
  • This functional position of the functional element 3 is shown in FIG. 2 in dashed line. It follows from a combination of FIGS. 6 and 7 that the adjustment of the functional element 3 by means of a control shaft 11 is structurally particularly easy to implement.
  • control shaft 11 is designed in the manner of a crankshaft. Then it is accordingly so that the associated functional element 3 on the crankshaft, in particular on the eccentric portions of the crankshaft, is supported. Special manufacturing advantages can be realized that the control shaft 11 is configured in the manner of a curved wire. A particularly compact arrangement results from the fact that the control shaft 11 is the motor shaft 14 of the drive motor 13 at the same time.
  • the control shaft 11 is provided with an override contour 11b for this purpose.
  • This override contour I Ib is associated with a further override contour 5b arranged on the inner operating lever 5 or on a lever coupled to the inner operating lever, which is shown in FIGS. 4 and 5.
  • the positioning of the control shaft 11 is preferably carried out in block mode.
  • the provision of the control shaft 11 in the control position "unlocked” can also be done in block mode.
  • Another blocking element is here and preferably not provided.
  • FIGS. 8, 9 corresponds to the exemplary embodiment shown in FIGS. 6, 7, which has been extended by the realization of the functional state "theft-proof". Accordingly, the control shaft 11 can be brought into the control position "theft-proof", which first corresponds to the "locked” position with regard to the adjustment of the functional element 3. However, the control shaft 11 is positioned in the control position "anti-theft" in such a way that the control-shaft-side override contour Ib is outside the movement range 16 of the inside-operation-side override contour 5b.
  • FIG. 9 shows the different control positions of this preferred embodiment.
  • 9a) shows the unlocked state, in which, as already explained, the functional element 3 is not deflected.
  • Fig. 9b) shows the control position "locked”, in which the functional element 3 is deflected and the control shaft side override contour I Ib in the range of motion 16 of the inner operation side override contour 5b.
  • FIG. 9 c shows an intermediate state between the control position "unlocked” and the control position "thief-secured”.
  • Fig. 9d) shows the control position "theft-proof”.
  • a synopsis of FIGS. 9b) and 9d) shows that the deflection of the functional element 3 in the control positions "locked” and “secured against theft” here and preferably is the same.
  • Essential in the control position "anti-theft” shown in Fig. 9d) is the fact that the control shaft side override contour I Ib is outside the range of motion 16 of the inside operation side override contour 5b. This ensures that in the functional state "theft-proofed” a lifting of the pawl 1 by the internal operating lever 5 is not possible. Even in the exemplary embodiment illustrated in FIGS. 8, 9, control of the control shaft 11 takes place at least partially in block operation. In any case, this concerns the control positions "locked” and "theft-proof” (FIG. 9b), 9d)).
  • the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17.
  • the blocking element 17 is designed to be adjustable and can be brought into the blocking position "locked” (FIG. 9b) and "secured against theft” (FIG. 9d).
  • a further drive motor 18 is provided for the adjustment of the blocking element 17.
  • the blocking element 17 can be arranged directly on the motor shaft 19 of the drive motor 18. In principle, however, it is also conceivable to couple the blocking element 17 to the drive motor 18 via a pinion or the like in terms of drive technology.
  • the control shaft 11 is further equipped with an ejector contour Hd in the case of the exemplary embodiment shown in FIGS. 8, 9 which, upon a manual adjustment of the control shaft 11 from the control position "anti-theft" (FIG. 9d), to the control position " Unlocked “Fig. 9a)) comes into engagement with the blocking element 17 and the blocking element 17 is transferred to the blocking position" locked ".
  • This is advantageous, for example, in the event that the drive motor 18 (anti-theft motor) fails and a manual unlocking, for example via a lock cylinder, must be performed.
  • the functional element 3 described above is coupled in a preferred embodiment with one of the involved adjusting elements 1, 4, 5, preferably with the pawl 1, the external operating lever 4 or the inner operating lever 5, that the functional element Ment 3 provides a bias of the respective adjustment element 1, 4, 5.
  • This dual use of the functional element 3 has been addressed above in connection with a pawl spring, an external operating lever spring or an internal operating lever spring.
  • FIGS. 10 to 13 show another embodiment of a proposed motor vehicle lock, which is basically constructed similar to that shown in FIGS. 4 and 5 and in FIGS. 6 to 9 motor vehicle lock.
  • the pawl 1 associated ordinate lock latch Ia is shown.
  • a lock mechanism 2 is also provided here, wherein the lock mechanism 2 has an external operating lever 4 (not shown in FIG. 13) and an internal operating lever 5.
  • a functional element 3 is provided in the above sense, which is adjustable in different functional positions.
  • a control drive 10 is provided with a control shaft 11, on which the associated functional element 3 is supported.
  • the control shaft 11 is also equipped with an override contour I Ib in the above sense.
  • the control shaft 11 can be brought not only in the control positions “unlocked” and “locked”, but also in the control position "anti-theft” in which the override contour I Ib is effectively disabled.
  • the control position "theft-proof” (FIG. 12) is also achieved here in block mode.
  • FIGS. 11 and 13 show the functional state "locked".
  • the functional element 3 is deflected so that the functional element 3 is disengaged from the external actuating driver contour 7 and the internal actuating driver cone 8.
  • An actuation of the inner actuating lever 5 leads to an adjustment of the functional element 3 in the functional position "unlocked", as will be explained in connection with the override contour I Ib.
  • FIGS. 10 to 13 A special feature is shown in the embodiment illustrated in FIGS. 10 to 13 in the realization of the external actuating driver contour 7 and the inner actuating driver contour 8.
  • the external actuating driver contour 7 and the inner actuator driver contour 8 are each configured web-like and extend with respect to the pivot axis of the external actuating lever 4 and the inner actuating lever 5 along a circular section. This can be seen particularly clearly in FIG. 13 for the internal actuating drive contour 8.
  • the outer actuating driver contour 7 and the inner operating driver contour 8 run directly next to one another. Overall, this leads to a particularly compact arrangement. It should be noted that such a configuration can also be provided only for one of the two Mitauerkonturen 7, 8.
  • the pawl driver contour 6, the outer actuating driver contour 7 and the inner actuating driver contour 8 substantially parallel to the pivot axis of the pawl 1 and the external actuating lever 4 and of the inner operating lever 5 extend.
  • This, too, can in principle only be provided for one of the mentioned driver contours 6, 7, 8.
  • the extent heights of the Mitauerkonturen 6, 7, 8 may be different, as will be shown.
  • control shaft-side override contour Ib is preferably configured as a run-on slope running along the control shaft axis 12, in particular as a section of a screw contour aligned with the control shaft axis 12.
  • the state in which the inside operation lever side override contour 5b comes into engagement with the control shaft side override contour 1b during the operation of the inside operation lever 5 is shown in FIG. 13.
  • FIG. 10 to 13 Another feature of the embodiment shown in Figs. 10 to 13 is the design of the cam I Ia the control shaft 11.
  • this cam I Ia is designed so that for the control positions “unlocked”, “locked” and “theft secured “Set due to the bias of the functional element 3 each stable states.
  • the arrangement is such that upon an adjustment of the control shaft 11 between these control positions in each case an increased deflection of the functional element 3 must be "overcome”. This is realized by providing the cam 11a with corresponding edges 21, 22.
  • the feedforward tion of the functional element 3 together with the configuration of the cam 1 Ia holding the control shaft 11 in the respective control position.
  • the motor adjustment of the control shaft 11 shows in the embodiment shown in FIGS. 10 to 13 a special feature. Basically, it is also here so that the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17. Again, the control shaft 11 and the blocking element 17 are preferably adjustable by motor. For this purpose, two drive motors, not shown, are preferably provided, the drive shafts of which are further preferably aligned with the control shaft axis 12 or parallel to the control shaft axis 12.
  • the blocking element 17 blocks the control shaft 11 initially in the control position "locked” and is in engagement with the blocking contour l lc.
  • the blocking element 17 is a piece in a mouth-like shape of the blocking contour l lc moves. Then, the control shaft 11 can be in the direction of the control position "anti-theft" adjust until the blocking element 17 preferably tilted in the mouth-like shape of the blocking contour l lc and blocks the further adjustment of the control shaft 11.
  • the above mouth-like shape has another advantage. It also provides an ejector contour Hd explained in connection with the exemplary embodiment illustrated in FIGS. 8, 9, which in the case of a manual adjustment of the control shaft 11 from the control position "anti-theft" (FIG. 12) to the control position “unlocked” (FIG. 10) the blocking element 17 is transferred to the blocking position "locked”.
  • cam I Ia of the control shaft 11 is finally advantageous insofar as it is assigned to the side of a shoulder 23, which prevents the functional element 3 laterally jumps from the cam I Ia.
  • the control shaft 11 shown in FIGS. 14 and 15 operates in principle like the control shaft 11 shown in FIGS. 10 to 13. Accordingly, it is equipped with a cam 1 Ia shown only schematically for engagement with the functional element 3. Although an override contour I Ib and a blocking contour 1 Ic in the above sense are basically provided, they are not shown here.
  • the functional position "unlocked-child-proof" of the functional element 3 is shown schematically in FIG. 15 c). It can be seen that the technicallybetä- t Trents- Mit Sprint motivekontur 7 and the inner actuating driver contour 8 are designed so that in this functional position, the functional element 3 is disengaged from the inner operating driver contour 8 and the inner operating lever 5 is disengaged from the pawl 1 and the external operating lever 4 is coupled to the pawl 1 via the external actuating driver contour 7, the functional element 3 and the pawl driver contour 6.
  • This selective coupling of the two above driver contours 7, 8 is realized in that seen in the direction of deflection of the functional element 3, the external actuating driver contour 7 has a greater extension height than the inner actuating driver contour 8. This can be seen from the illustration in FIG. 15.
  • the Mitauerkonturen 6, 7, 8 are not shown in Fig. 14.
  • FIGS. 14 and 15 show a particularly compact realization of the functional state "child-proof”.
  • a further functional element is provided, namely a self-adjusting child-safety element 20 which is adjustable between a position “child-resistant” (FIG. 15c) and a position “child-protected” (FIG. 15 a), b).
  • This adjustment of the parental control element 20 corresponds to the insertion of the functional states “child-resistant” and "child-protected”.
  • the child-resistant element 20 holds the functional element 3 in an adjustment of the control shaft 11 in the control position "unlocked” in the functional position "unlocked” upstream function "unlocked-child-proof”.
  • the control shaft 11 can be brought into all possible control positions, wherein the setting of the control position "unlocked” causes the functional element 3 is held in the upstream functional position "unlocked child safe”.
  • the functional element 3 is unchanged in the functional position "locked” adjusted when the child lock.
  • the actuation of the inner actuating lever 5 also causes an unlocking process via the override contour I Ib. In this case, however, the functional element 3 falls again only in the upstream functional position "unlocked-child-proof", so that a lifting of the pawl 1 by means of the internal operating lever 5 is not possible.
  • the child protection element 20 is designed as a child safety shaft, the child safety shaft 20 is further preferably aligned with the control shaft axis 12. This is shown in FIGS. 14 and 15. In this case, it leads to a particularly compact arrangement when the parental control shaft 20 is at least partially integrated in the control shaft 11.
  • the parental control shaft 20 is even completely integrated into the control shaft 11, wherein the parental control shaft 20 is arranged in a recess 24 in the control shaft 11.
  • the child safety shaft 20 For the engagement of the child safety shaft 20 with the functional element 3, it may be advantageous to design the child safety shaft 20 in the manner of a camshaft, in such a way that the associated functional element 3 is supported on the camshaft.
  • the child safety shaft 20 is designed in the manner of a crankshaft and that the associated functional element 3 is supported on the crankshaft 20.
  • the crankshaft 20 has an engaging portion 20 a, which is correspondingly engageable with the functional element 3 in engagement.
  • the parental control shaft 20 is advantageous in terms of manufacturing technology in one piece, in particular as a bent wire or the like, configured.
  • the parental control element 20 can be as explained in the position "child-safe” and bring in the position "child-safe”.
  • the child protection element 20 is associated with an adjustment 20b, over which the child protection element 20 is adjustable.
  • this adjustment is section 20b coupled to a child safety switch accessible from the front of a side door or to a child safety drive.
  • control shaft 11 is made of a plastic material having the highest possible hardness. At the same time, the materials should be selected so that between the functional element 3 and the control shaft 11 as little friction as possible.
  • the pawl driver contour 6 has two or more, above-mentioned bearing blocks 6a, 6b, it is preferably such that viewed in the direction of the deflection of the functional element 3, the extension height of the two bearing blocks 6a, 6b is different.
  • the upper sides of the bearing blocks 6a, 6b lie on a straight line, which is aligned substantially parallel to the fully deflected functional element 3.
  • control shaft 11 has a further contour, which may be associated with a lock nut o.
  • Such an additional contour can be realized in principle with little effort and high compactness.
  • a preferred embodiment that can be used in the field of emergency operation, is that the functional element 3 is always in the range of movement of an emergency operating lever, regardless of the functional position of the functional element. 3
  • a motor vehicle lock is claimed, which is built up to the realization of the adjustability of the functional element 3, first as the motor vehicle locks explained above. In that regard, reference may be made to the above statements.
  • the functional element 3 is at least partially resiliently, in particular as a resilient bendable wire or strip formed.
  • Preferred embodiments of such a functional element 3 are explained in DE 10 2008 018 500.0, which is based on the applicant and the content of which is the subject of this application.
  • the functional element 3 is mounted in a partial region, in particular end region, of the functional element 3 by means of a bearing arrangement 3 a, in such a way that the functional element 3 relative to an above reference plane R in height or laterally alone on the bearing assembly 3 a and accordingly can be adjusted laterally or in height solely by resilient bending of the functional element 3.
  • a bearing arrangement 3 a in such a way that all the above statements made regarding possible embodiments of a bearing arrangement 3 a apply equally.
  • a preferred embodiment of the further teaching consists in a wire-shaped functional element 3, which is angled at one end, wherein the angled end in a aligned perpendicular to a flat side of the motor vehicle lock hole in the lock housing o. The like. Is plugged.
  • This hole here forms the bearing assembly 3a and allows lateral pivoting of the functional element 3.
  • the adjustment in height can now accomplish by a resilient bending of the functional element 3.
  • the height adjustment of the functional element 3 is connected to a corresponding setting of a functional state of the lock mechanism 2 and, in particular, that a lifting of the pawl 1 is accompanied by a lateral adjustment of the functional element 3.

Landscapes

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

Abstract

L'invention concerne un verrou pour véhicule à moteur comprenant des éléments de fermeture, tels qu'un loquet et un verrou (1) ainsi qu'un mécanisme de fermeture (2), ce dernier pouvant être placé dans différents états fonctionnels tels que "déverrouillé", "verrouillé", "anti-cambriolage", "sécurité enfants", et il présente, à cet effet, au moins un élément fonctionnel (3) qui peut être réglé dans les positions fonctionnelles correspondantes. Selon l'invention, l'élément fonctionnel (3) est monté partiellement, dans une extrémité de l'élément fonctionnel (3), au moyen d'un élément de support (3a), de sorte que l'élément fonctionnel (3) peut également être réglé à la fois latéralement et verticalement par rapport à un plan référence (R), sensiblement perpendiculaire dans chaque cas à l'extension longitudinale de chaque élément fonctionnel (3).
EP20090778625 2008-09-21 2009-09-21 Verrou pour véhicule à moteur Not-in-force EP2342405B1 (fr)

Applications Claiming Priority (2)

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

Publications (2)

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

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20090778625 Not-in-force EP2342405B1 (fr) 2008-09-21 2009-09-21 Verrou pour véhicule à moteur

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US (1) US9074393B2 (fr)
EP (1) EP2342405B1 (fr)
JP (1) JP5393794B2 (fr)
KR (2) KR20110056425A (fr)
CN (1) CN102224311B (fr)
BR (1) BRPI0920888A2 (fr)
DE (1) DE202008012484U1 (fr)
ES (1) ES2390251T3 (fr)
MX (1) MX354495B (fr)
MY (1) MY158690A (fr)
WO (1) WO2010031580A1 (fr)
ZA (1) ZA201101581B (fr)

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Also Published As

Publication number Publication date
US20110259061A1 (en) 2011-10-27
MX354495B (es) 2018-03-08
ZA201101581B (en) 2012-05-30
KR20110056425A (ko) 2011-05-27
KR20130077899A (ko) 2013-07-09
JP5393794B2 (ja) 2014-01-22
JP2012503120A (ja) 2012-02-02
US9074393B2 (en) 2015-07-07
MY158690A (en) 2016-10-31
ES2390251T3 (es) 2012-11-08
CN102224311A (zh) 2011-10-19
CN102224311B (zh) 2014-02-19
BRPI0920888A2 (pt) 2020-08-18
DE202008012484U1 (de) 2010-02-18
MX2011002901A (es) 2011-04-26
WO2010031580A1 (fr) 2010-03-25
EP2342405B1 (fr) 2012-07-18
KR101335111B1 (ko) 2013-12-03

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