EP2935737B1 - Mécanisme de fermeture de porte de véhicule à moteur - Google Patents

Mécanisme de fermeture de porte de véhicule à moteur Download PDF

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Publication number
EP2935737B1
EP2935737B1 EP13838073.8A EP13838073A EP2935737B1 EP 2935737 B1 EP2935737 B1 EP 2935737B1 EP 13838073 A EP13838073 A EP 13838073A EP 2935737 B1 EP2935737 B1 EP 2935737B1
Authority
EP
European Patent Office
Prior art keywords
lever
locking
locking lever
motor vehicle
vehicle door
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13838073.8A
Other languages
German (de)
English (en)
Other versions
EP2935737A2 (fr
Inventor
Klaus GÖTZEN
Carsten Fuchs
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.)
Kiekert AG
Original Assignee
Kiekert AG
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 Kiekert AG filed Critical Kiekert AG
Publication of EP2935737A2 publication Critical patent/EP2935737A2/fr
Application granted granted Critical
Publication of EP2935737B1 publication Critical patent/EP2935737B1/fr
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents
    • 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
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/243—Bolts rotating about an axis with a bifurcated bolt
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1075—Operating means
    • Y10T292/108—Lever

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism, furthermore with at least one actuating lever for triggering the locking mechanism, and with a locking lever which can be pivoted about an axis and which, at least when decelerating forces of a predetermined magnitude and direction occur, , ineffective.
  • the locking mechanism typically consists of a rotary latch and a pawl.
  • deceleration forces of predetermined magnitude and direction occurring in connection with an accident, there is a fundamental risk that the locking mechanism will be opened unintentionally because the delaying forces act on the actuating lever to trigger the locking mechanism.
  • Such unintentional openings especially in the event of an accident, are prevented by the locking lever, which makes the locking mechanism ineffective in the case of the deceleration forces in question of a predetermined size and direction.
  • the mentioned deceleration forces or associated vehicle accelerations mostly act in the transverse (that is to say in the Y) direction of the motor vehicle and mainly occur in the event of a side impact.
  • the locking lever is equipped with a stop recess.
  • the stop recess engages positively in an opening of a counter-locking surface when the locking pawl or the actuating lever is acted upon.
  • the desired blocking of the release lever or locking mechanism is given under all conceivable circumstances and is maintained, in particular, during the entire time during which the mentioned deceleration forces occur. That has proven itself.
  • the WO2012 / 107023 discloses a motor vehicle door lock with a locking mechanism, an operating lever being able to trigger the locking mechanism and a locking lever being able to render the locking mechanism ineffective in the event of an accident. It's in the WO2012 / 107023 provided to store the locking lever centrally on its axis of rotation. Under normal conditions, the operating lever would pivot clockwise and, interacting with a release lever, cause the lock to open. While the actuating lever is pivoted clockwise, the locking lever is also taken along in a clockwise direction via a spring molded onto the actuating lever.
  • the procedure is such that the locking lever is assigned a locking means which fixes the locking lever in its deflected position.
  • the locking lever only moves into this deflected position when the motor vehicle door lock is exposed to acceleration forces or deceleration forces of a predetermined magnitude and direction, for example those that are observed in an accident.
  • the locking lever is mechanically deflected and ensures that the at least one actuating lever or the entire actuating lever system is mechanically ineffective or is set ineffective.
  • the locking lever performs a relative movement in normal operation when the actuating lever mechanism or the actuating lever is acted upon, so that overall the mobility of the locking lever is ensured and corrosion, sticking, etc. do not have to be feared. That has proven itself.
  • the invention is based on the technical problem of developing such a motor vehicle door lock in such a way that unintentional opening of the locking mechanism can be reliably ruled out, specifically also and in particular during a crash process.
  • the previously explained “bouncing” of the actuating lever with respect to the locking lever should be avoided.
  • a generic motor vehicle door lock within the scope of the invention is characterized in that the locking lever is mounted eccentrically on the or its axis and thereby, depending on the decelerating forces that occur, a locking lever that blocks the actuating lever, compared to a rotary movement of the actuating lever that opens Senses designed counter-torque generated.
  • the locking lever has for this purpose a center of gravity located above or below its axis, which, depending on the deceleration forces occurring (and their direction), generates the counter-torque blocking the actuating lever on the locking lever.
  • the eccentric arrangement of the center of gravity in comparison to the axis for the locking lever ensures that a torque is generated around the axis when the deceleration forces occur on the locking lever.
  • this torque is designed as a counter-torque in comparison to a rotary movement of the actuating lever (in the opening sense or in the event of a "crash").
  • the direction of the counter-torque on the locking lever and that of the actuating lever in the event of a crash are therefore directed in opposite directions.
  • the locking lever is typically equipped with a stop against which the actuating lever moves in the event of a crash and is thereby blocked. Since the locking lever also has the counter-torque in question in relation to its axis due to the applied deceleration forces, this counter-torque acts against the direction of the actuating lever, which it in Crashes. This counteracts the previously mentioned “bouncing" of the actuating lever. Because as soon as the actuating lever leaves its position on the stop of the locking lever during a crash due to such a bouncing process, the counter-torque acting on the locking lever ensures that the locking lever can, as it were, follow the actuating lever that briefly lifts off the stop.
  • the center of gravity is arranged in an axial extension above or below the axis of the locking lever.
  • the invention favors an arrangement of the center of gravity in the axial direction above the axis of the locking lever, although this is generally not mandatory. Because it is primarily a matter of generating the counter-torque described in the event of a crash through the eccentric mounting of the locking lever. Such a counter-torque is always conceivable and representable when the center of gravity of the locking lever - as implemented within the scope of the invention - does not coincide with the axis of the locking lever about which it is pivotably mounted. That is the essence of the eccentric bearing pursued according to the invention.
  • the locking lever has a connected spring.
  • This spring is usually designed as a leg spring and is connected to the locking lever with one leg.
  • the other leg, or in general the spring, is acted upon by the actuating lever during normal operation, specifically to deflect the locking lever.
  • the invention ensures that the locking lever in Normal operation, that is, if no increased deceleration forces associated with a crash are observed, is moved along with every deflection of the actuating lever. This procedure ensures that any corrosion of the locking lever in relation to its bearing pin defining the axis is reliably counteracted.
  • the locking lever typically has a guide recess for a guide arm engaging therein on the actuating lever.
  • the guide arm can be equipped with a pin which acts on the spring and which for this purpose mostly passes through the guide recess.
  • the locking lever Only in the event of a crash or when the (increased) deceleration forces of a given magnitude occur, the locking lever is not taken along, but rather hairs up in its rest position due to the acting inertia forces.
  • the actuating lever pivoted on the other hand compresses the spring until it reaches the stop on the locking lever and is blocked. This means that the operating lever can (no longer) open the lock.
  • the locking lever is a rectangular lever which is mounted eccentrically on the axis.
  • the rectangular lever can optionally Spatially extended and consequently designed with side walls in order to provide a protected receiving space below the rectangular lever for the spring on the one hand and the pin interacting with the spring on the guide arm on the other.
  • the described shift in the center of gravity is generally implemented in that the locking lever is equipped with an extension in the axial extension in the direction of the locking mechanism. This moves the center of gravity into a position in an axial extension above the axis of the locking lever.
  • this is only to be understood as an example and not mandatory.
  • the actuating lever is typically a release lever for a locking pawl as part of the locking mechanism.
  • the locking mechanism is made up of a rotary latch and the aforementioned pawl, which, when the locking mechanism is closed, engages in a main notch of the rotary latch.
  • the actuating lever or release lever for opening the locking mechanism engages behind a stop on the locking pawl so that it is pivoted away from the rotary latch.
  • the rotary latch can open with the assistance of a spring and release a locking bolt that was previously caught.
  • the locking lever now ensures that the actuation lever or release lever is blocked and the locking pawl cannot lift off the rotary latch.
  • a stop in the housing can be assigned to the locking lever. This stop regularly ensures that the locking lever is blocked in an opposite direction in the event of deceleration forces. Such deceleration forces in the opposite direction can occur, for example, when a side impact occurs on the other side of the vehicle compared to the side under consideration.
  • the stop is arranged overall so that the Lock lever can easily perform the described pivoting movements about the axis in normal operation.
  • a motor vehicle door lock is made available which is characterized by particular functional reliability.
  • the invention ensures that the "bouncing" between the actuating lever or release lever and the locking lever, which may occur in the event of a crash, is controlled or does not lead to unintentional opening of the locking mechanism during an accident.
  • the locking lever is mounted eccentrically on its axis.
  • the locking lever generates a counter-torque which blocks the actuating lever and which, as described, absorbs any bouncing processes. This is where the main advantages can be seen.
  • a motor vehicle door lock which, as usual, is equipped with a locking mechanism 1, 2, 3.
  • the locking mechanism 1, 2, 3 is composed of a rotary latch 1 and, in the exemplary embodiment, two pawls 2, 3.
  • the locking link 3 takes on the actual locking function, whereas the pawl 2 is designed as a so-called comfort pawl.
  • this is not important in the present case, so that details associated with this special embodiment are not explained in more detail.
  • actuating lever or release lever 4 and the locking pawl 2, 3 or their comfort pawl 2 are mounted coaxially in a lock case 5.
  • a bearing mandrel 6 is provided which defines the common axis mentioned.
  • the operating lever or trigger lever 4 is shown in the illustration according to the Figures 1A and 1B pivoted clockwise about the bearing mandrel 6 or the axis defined thereby. You can tell when you transition from the Figures 1A, 1B to Fig. 2 .
  • the pawl 2, 3 is lifted off the rotary latch 1.
  • the comfort pawl 2 also performs a clockwise movement about the axis 6 common to the release lever 4.
  • the pawl 3 is pivoted counterclockwise about its axis 7, so that overall the pawl 2, 3 releases the rotary latch 1, as in the transition of the Figures 1A, 1B to Fig. 2 becomes clear. Normal operation corresponds to this.
  • the axis 9 is defined by an associated bearing pin for the locking lever 8.
  • the locking lever 8 ensures that the locking mechanism 2, 3 is rendered ineffective at least when deceleration forces F of a predetermined magnitude and direction occur, for example in the event of an accident ("crash").
  • the deceleration forces F in question are in Fig. 3 indicated by a corresponding arrow and correspond to the fact that the illustrated and designed as a side door lock motor vehicle door lock is exposed to a side impact on the associated side door. Such a side impact and the associated deceleration forces F predominantly act on the motor vehicle in the Y or transverse direction.
  • the locking lever 8 is mounted eccentrically on its axis 9.
  • the locking lever 8 generates a counter-torque M blocking the actuating lever or release lever 4 as a function of the delay forces F occurring, which is shown schematically in FIG Fig. 3 is shown.
  • This counter-torque M acts on the locking lever 8 in a clockwise direction with respect to its axis 9.
  • the actuating lever or release lever 4 also executes a clockwise movement about its axis 6, as in FIG Fig. 3 is indicated by corresponding arrows.
  • movements in the opposite direction such as the Fig. 3 makes clear.
  • the stop 12 or locking lever 8 can follow the actuating lever 4 as a result of the counter-torque M generated in the event of a crash.
  • the "bouncing" discussed in the introduction does not occur. Rather, the invention ensures that, in the event of a crash, the actuating lever 4 rests permanently on the stop 12 of the locking lever 8 and is blocked in this way.
  • the locking lever 8 has a center of gravity S arranged above its axis 9 in the context of the exemplary embodiment Figure 1A on.
  • the center of gravity S is located in an axial extension above the axis 9 of the locking lever 8 in question.
  • a different arrangement of the center of gravity S for example below the axis 9, is of course also conceivable. However, this is not shown.
  • the locking lever 8 is equipped with a connected spring 13, 14.
  • the spring 13, 14 is not restrictively a leg spring with two legs 13, 14.
  • One leg 13 of the spring 13, 14 is fixed on the locking lever 8, whereas on the other leg 14 of the spring 13, 14 the Actuating lever 4 is applied.
  • the actuating lever 4 has a guide arm 15 which engages in a guide recess 16 on the locking lever 8 with a pin (not expressly shown). As a result, the pin can interact with the leg 14 of the spring 13, 14.
  • the locking lever 8 is designed as a rectangular lever with side walls 17 mounted eccentrically on the axis 9. That is, the locking lever 8 has a spatial extent. The edge of the rectangular lever or locking lever 8 protruding downward in the direction of the lock case 5 Side walls 17 thereby define a receiving space for the spring 13, 14 arranged therein.
  • the pin of the actuating lever 4 connected to the guide arm 15 protrudes through the guide recess 16 into this receiving space. As a result, the pin in question can interact with the leg 14 of the spring 13, 14, as will be explained in more detail below.
  • the spring 13, 14 in question is acted upon by the actuating lever 4 in normal operation to deflect the locking lever 8.
  • the Fig. 2 this normal operation, which is associated with the fact that the release lever 4 is pivoted clockwise about its axis 6 and, as a result, the arm 15 on the actuating lever 4 acts on the leg 14 of the spring 13, 14 via the pin. Since the other leg 13 of the spring 13, 14 is firmly connected to the locking lever 8, the locking lever 8 is pivoted about its axis 9 during this process. This happens with each scheduled opening process of the locking mechanism 1, 2, 3 in normal operation, so that the locking lever 8 is pivoted about its axis 9 with each opening process. This reliably prevents any caking, corrosion, etc. of the locking lever 8.
  • the locking lever 8 remains in its position after the Figure 1A .
  • the actuating lever or release lever 4 is, however, pivoted clockwise about its axis 6 by the acting deceleration forces F, as is the case Fig. 3 indicates.
  • the pivoting movement of the actuating lever or release lever 4 is stopped as soon as the actuating lever 4 moves against the stop 12 of the locking lever 8 which is at rest.
  • a previously completed (minor) pivoting movement of the release lever 4 about its axis 6 also leads to the fact that the leg 14 of the spring 13, 14 is pivoted slightly, that is to say the spring 13, 14 is compressed, specifically by the actuating lever 4.
  • the locking lever 8 In order to realize the described eccentric mounting of the locking lever 8 in detail and to ensure that the associated center of gravity S is arranged in an axial extension of the axis 9 above the relevant axis 9 of the locking lever 8, the locking lever 8 typically has an extension 18, which is in particular in the Fig. 3 recognizes. This extension 18 shifts the mass distribution of the locking lever 8 in the direction of areas above the axis 9, so that the center of gravity S assumes the specified position above the axis 9 as a result.
  • a stop 19, which may be formed on the lock case 5, is indicated and only schematically.
  • the stop 19 in or on the lock case 5 or a housing is assigned to the locking lever 8.
  • the stop 19 ensures that the locking lever 8 when decelerating forces F compared to Fig. 3 direction shown is blocked in the opposite sense.
  • Such delay forces F occur in the example shown when the side door associated with the illustrated motor vehicle door lock is not exposed to a side impact, but rather the opposite side door.
  • the stop 19 is arranged and aligned in such a way that pivoting movements of the locking lever 8 during normal operation as shown in FIG Fig. 2 are not hindered and only the locking lever 8 is a blockage in the mentioned deceleration forces F in the opposite direction compared to the illustration Fig. 3 learns.

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  • Lock And Its Accessories (AREA)

Claims (10)

  1. Serrure de portière de véhicule automobile, comportant un dispositif d'encliquetage (1, 2, 3), comportant en outre un levier d'actionnement (4) destiné à la libération du dispositif d'encliquetage (1, 2, 3), et comportant un levier de verrouillage (8) qui peut pivoter autour d'un axe (9) et qui rend inefficace le dispositif d'encliquetage (1, 2, 3) au moins lorsque des forces de décélération (F) d'une grandeur et d'une direction prédéfinies sont exercées, par exemple en cas d'accident (« collision »), caractérisé en ce que le levier de verrouillage (8) est monté de manière excentrée sur son axe (9) et génère ainsi, en fonction des forces de décélération (F) exercées, un contre-couple (M) qui bloque le levier d'actionnement (4) et qui est conçu pour s'ouvrir dans le sens de l'ouverture par rapport à un mouvement de rotation du levier d'actionnement (4).
  2. Serrure de portière de véhicule automobile selon la revendication-1, caractérisée en ce que le levier de verrouillage (8) présente un centre de gravité (S) se trouvant au-dessus ou en dessous de son axe (9), lequel centre de gravité génère le contre-couple (M) bloquant le levier d'actionnement (4) sur le levier de verrouillage (8) en fonction des forces de décélération (F) exercées.
  3. Serrure de portière de véhicule automobile selon la revendication 2, caractérisée en ce que le centre de gravité (S) est disposé dans le prolongement axial au-dessus ou au-dessous de l'axe (9) du levier de verrouillage (8).
  4. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 3, caractérisée en ce que le levier de verrouillage (8) comporte un ressort (13, 14) relié qui est sollicité par le levier d'actionnement (4) lors du fonctionnement normal pour dévier le levier de verrouillage (8) et qui est comprimé par le levier d'actionnement (4) en cas de collision.
  5. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 4, caractérisée en ce que le levier de verrouillage (8) comporte une butée (12) contre laquelle le levier d'actionnement (4) se déplace en cas de collision et est ainsi bloqué.
  6. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 5, caractérisée en ce que le levier de verrouillage (8) présente un évidement de guidage (16) pour un bras de guidage (15) venant en prise avec un tenon au niveau du levier d'actionnement (4) dans ledit évidement de guidage.
  7. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 6, caractérisée en ce que le levier de verrouillage (8) est réalisé sous la forme d'un levier rectangulaire monté de manière excentrée sur l'axe (9), éventuellement avec des parois latérales (17).
  8. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 7, caractérisée en ce que le levier de verrouillage (8) est équipé d'un prolongement (18) en extension axiale dans la direction de la serrure (1, 2, 3).
  9. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 8, caractérisée en ce que le levier d'actionnement (4) est réalisé sous la forme d'un levier de libération (4) pour un cliquet (2, 3).
  10. Serrure de portière de véhicule automobile selon l'une des revendications 1 à 9, caractérisée en ce qu'une butée (19) est associée au levier de verrouillage (8) dans le boîtier, laquelle butée bloque le levier de verrouillage (8) dans la direction opposée en cas de forces de décélération (F).
EP13838073.8A 2012-12-21 2013-12-18 Mécanisme de fermeture de porte de véhicule à moteur Active EP2935737B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012025403.2A DE102012025403A1 (de) 2012-12-21 2012-12-21 Kraftfahrzeugtürverschluss
PCT/DE2013/000801 WO2014094714A2 (fr) 2012-12-21 2013-12-18 Mécanisme de fermeture de porte de véhicule à moteur

Publications (2)

Publication Number Publication Date
EP2935737A2 EP2935737A2 (fr) 2015-10-28
EP2935737B1 true EP2935737B1 (fr) 2020-10-14

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Application Number Title Priority Date Filing Date
EP13838073.8A Active EP2935737B1 (fr) 2012-12-21 2013-12-18 Mécanisme de fermeture de porte de véhicule à moteur

Country Status (10)

Country Link
US (1) US10858868B2 (fr)
EP (1) EP2935737B1 (fr)
JP (1) JP2016504509A (fr)
KR (1) KR20150096789A (fr)
CN (1) CN105073211B (fr)
BR (1) BR112015015078A2 (fr)
CA (1) CA2901507A1 (fr)
DE (1) DE102012025403A1 (fr)
MX (1) MX2015008156A (fr)
WO (1) WO2014094714A2 (fr)

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KR20150096789A (ko) 2015-08-25
MX2015008156A (es) 2016-02-22
US20150315824A1 (en) 2015-11-05
US10858868B2 (en) 2020-12-08
CN105073211B (zh) 2017-03-15
CA2901507A1 (fr) 2014-06-26
EP2935737A2 (fr) 2015-10-28
WO2014094714A3 (fr) 2015-05-28
WO2014094714A2 (fr) 2014-06-26
JP2016504509A (ja) 2016-02-12
CN105073211A (zh) 2015-11-18
DE102012025403A1 (de) 2014-06-26
BR112015015078A2 (pt) 2017-09-26

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