EP3445930B1 - Serrure de portière de véhicule automobile - Google Patents

Serrure de portière de véhicule automobile Download PDF

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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
Application number
EP17718473.6A
Other languages
German (de)
English (en)
Other versions
EP3445930A1 (fr
Inventor
Madhu S. Basavarajappa
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 EP3445930A1 publication Critical patent/EP3445930A1/fr
Application granted granted Critical
Publication of EP3445930B1 publication Critical patent/EP3445930B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • 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
    • 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
    • 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
    • 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.

Landscapes

  • Lock And Its Accessories (AREA)

Claims (9)

  1. Serrure de porte de véhicule automobile comportant un dispositif d'encliquetage (1, 2) constitué essentiellement d'un cliquet de verrouillage (1) et d'un loquet rotatif (2), en outre d'un levier de déclenchement (5) pour le dispositif d'encliquetage (1, 2) et d'au moins un levier d'actionnement (8) et d'un élément de blocage (12), l'élément de blocage (12) assurant une liaison mécanique lors du fonctionnement normal et provoquant une séparation mécanique entre le levier d'actionnement (8) et le levier de déclenchement (5) en cas de fonctionnement accidentel, l'élément de blocage (12) étant réalisé sous la forme d'un levier d'accouplement qui est monté sur le levier d'actionnement (8) et, en cas de fonctionnement accidentel, pivote indépendamment du levier d'actionnement (8) sollicité par une force de ressort, caractérisée en ce que le plan défini par le levier d'actionnement (8), y compris le levier d'accouplement (12) monté sur celui-ci d'une part et le plan défini par le levier de déclenchement (5) d'autre part, sont disposés de manière angulaire, en particulier de manière rectangulaire, l'un par rapport à l'autre.
  2. Serrure de porte de véhicule automobile selon la revendication 1, caractérisée en ce que le levier d'accouplement (12) est équipé de son propre ressort de levier d'accouplement (15) et pivote contre sa force de ressort.
  3. Serrure de porte de véhicule automobile selon la revendication 2, caractérisée en ce que le levier d'actionnement (8) est équipé d'un ressort de levier d'actionnement (14) dont la force de ressort est supérieure à celle du ressort de levier d'accouplement (15).
  4. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 3, caractérisée en ce que le levier d'accouplement (12) est conçu pour pouvoir pivoter des deux côtés par rapport au levier de déclenchement (5) en cas de fonctionnement accidentel.
  5. Serrure de porte de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que le levier d'actionnement (8), y compris le levier d'accouplement (12) monté sur celui-ci, est disposé en grande partie dans la direction transversale du véhicule et le levier de déclenchement (5) est disposé en grande partie dans la direction longitudinale du véhicule.
  6. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 5, caractérisée en ce que le levier d'accouplement (12) interagit avec un bord d'accélération (17) au niveau du levier de déclenchement (5) lors du fonctionnement normal.
  7. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 6, caractérisée en ce que le levier d'actionnement (8) est équipé d'un élément de butée (8a) pour un moyen de liaison (10).
  8. Serrure de porte de véhicule automobile selon la revendication 7, caractérisée en ce que l'élément de butée (8a) sert en même temps de butée pour un bras de ressort (14a) du ressort de levier d'actionnement (14).
  9. Serrure de porte de véhicule automobile selon l'une des revendications 1 à 8, caractérisée en ce que le levier d'actionnement (8), conjointement avec le levier d'accouplement (12) monté sur celui-ci, est en grande partie en forme de U.
EP17718473.6A 2016-04-22 2017-03-24 Serrure de portière de véhicule automobile Active EP3445930B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016107510.8A DE102016107510A1 (de) 2016-04-22 2016-04-22 Kraftfahrzeugtürschloss
PCT/DE2017/100244 WO2017182027A1 (fr) 2016-04-22 2017-03-24 Serrure de portière de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3445930A1 EP3445930A1 (fr) 2019-02-27
EP3445930B1 true EP3445930B1 (fr) 2020-01-29

Family

ID=58579003

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17718473.6A Active EP3445930B1 (fr) 2016-04-22 2017-03-24 Serrure de portière de véhicule automobile

Country Status (6)

Country Link
US (1) US11326372B2 (fr)
EP (1) EP3445930B1 (fr)
KR (1) KR102301511B1 (fr)
CN (1) CN109312578B (fr)
DE (1) DE102016107510A1 (fr)
WO (1) WO2017182027A1 (fr)

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DE102018109477A1 (de) * 2018-04-20 2019-10-24 Kiekert Ag Kraftfahrzeug-Antriebsanordnung
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 (de) * 2019-07-11 2021-01-14 Kiekert Aktiengesellschaft Schließvorrichtung für eine Tür oder Klappe eines Kraftfahrzeugs
DE102019127445A1 (de) * 2019-10-11 2021-04-15 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere Kraftfahrzeugtürschloss
CN113389446A (zh) * 2020-03-13 2021-09-14 开开特股份公司 门锁、特别是机动车门锁
DE102021102595A1 (de) * 2021-02-04 2022-08-04 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss
US20220275667A1 (en) * 2021-02-27 2022-09-01 Inteva Products, Llc Vehicle door latch
DE102024122615A1 (de) * 2024-08-08 2026-02-12 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss mit Kupplungshebel

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GB0214817D0 (en) * 2002-06-27 2002-08-07 Arvinmeritor Light Vehicle Sys Door latch mechanism
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Also Published As

Publication number Publication date
US11326372B2 (en) 2022-05-10
WO2017182027A1 (fr) 2017-10-26
CN109312578B (zh) 2021-02-02
US20190271178A1 (en) 2019-09-05
KR20180132919A (ko) 2018-12-12
KR102301511B1 (ko) 2021-09-14
EP3445930A1 (fr) 2019-02-27
CN109312578A (zh) 2019-02-05
DE102016107510A1 (de) 2017-10-26

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