• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    MOTOR VEHICLE LOCK ARRANGEMENT, ENGINE VEHICLE LOCK AND DOOR STEM. Motor vehicle locking arrangement having a motor vehicle lock, which has the locking elements of locking latch (1) and tongue (2), wherein the locking latch (1) is adjustable in one position open, in a main locked position and optionally in a pre-locked position, where the pawl (2) is adjustable in a lowered position in which it retains the locking latch (1) in the locked position, and in a raised position in which it is disengaged from the locking latch (1), wherein an actuating lever (4) is provided to raise the pawl (2), wherein the switchable clutch arrangement (6) is arranged between the lever of actuation (4) and pawl (2), whereby the clutch arrangement (6) the actuation connection between actuating lever (4) and pawl (2) is able to be established in the engaged state, and in the disengaged state the actuation connection between the actuating lever (4) and the pawl (2) is cap z to be separated. Furthermore, the actuating lever (4) interacts with the clutch arrangement (6) so that,(...).
    公开号:BR112015002246B1
    申请号:R112015002246-4
    申请日:2013-07-26
    公开日:2021-07-06
    发明作者:David Rosales
    申请人:Brose Schliesssysteme Gmbh & Co. Kg；
    IPC主号:
    专利说明:

    [001] The present invention relates to a motor vehicle locking arrangement, for a motor vehicle lock, and for the door rod.
    [002] The motor vehicle locking arrangement in question is equipped in each case with the motor vehicle locking arrangement. In general, the motor vehicle locking arrangement is also equipped with a door rod, in particular with an outer door rod and/or outer door rod, so as to be able to open the motor vehicle lock by user's corresponding trigger means. The expression "motor vehicle lock" must be interpreted broadly in the present case. It includes all types of door locks, hood locks or flap locks. In the present case, the motor vehicle lock assigned to the door of a motor vehicle is in the foreground. This should not be understood to be limiting.
    [003] The collision safety of the motor vehicle locking arrangement in question is increasingly important today. Here, this involves ensuring that the motor vehicle doors do not open as a result of the high collision accelerations that occur in the event of a collision. A side impact can, for example, result in an outer door rod being "stopped" because of its inertial mass, this resulting in a whole in relative movement between the outer door rod and the door of a motor vehicle. The result is a drive operation that occurs automatically as a result of collision accelerations and is clearly unwanted.
    [004] The known motor vehicle locking arrangement (DE 20 2009 017 667 U1), on which the present invention is based, is equipped with a motor vehicle lock which has the conventional locking elements of locking latch and pawl, in which the pawl can be lifted in a mode in the same conventional way by means of an actuating lever. In this case, a switchable clutch arrangement is generally arranged between the actuating lever and the pawl, whereby the clutch arrangement, depending on the locking state of the motor vehicle lock, a actuating connection between the actuation and the tongue is able to be set or able to be detached.
    [005] In order to ensure high safety in collision, provision is made for a known motor vehicle locking arrangement of a collision element that is arranged separately from the actuation lever and locks the actuation lever in the case of a collision. This ensures automatic actuation, caused by collision accelerations, of the actuating lever and thus unwanted lifting of the pawl does not occur. However, the blocking action always has to be preceded by an acceleration of the collision element into a blocking position, with the result that the collision element does not respond optimally to some collision accelerations. Additionally, in general high locking forces must be applied during collision-related locking of the actuating lever, this being associated with high loading of the components involved and a corresponding risk of failure.
    [006] The present invention is based on the problem of configuring and developing the known motor vehicle locking arrangement so that the collision safety with respect to unwanted, collision-related tongue lift is increased.
    [007] In the case of a motor vehicle locking arrangement, the above problem is solved by the characteristics defined in the present invention.
    [008] What is essential is that the actuating lever interacts in a very particular way with the clutch arrangement between the actuating lever and the pawl, specifically so that, when set to its non-actuated state, the actuating lever disengages the engaged clutch arrangement and leaves the disengaged clutch arrangement in the disengaged state and, during its non-engineered state, stops engagement of the clutch arrangement and allows it only in the course of its actuation. Lastly, said interaction between the actuating lever and the clutch arrangement ensures that the clutch arrangement is always disengaged when the actuating lever is not actuated.
    [009] What is interesting in the solution according to the proposal is the fact that engagement of the clutch arrangement takes a certain length of time, in particular because of inertia, and considering an adequate design, this can result in a collision-related and the correspondingly rapid actuation of the actuating lever performing a no-load stroke in the absence of the opportune engagement of the clutch arrangement. With the solution according to the proposal, considering an adequate design, the collision safety is particularly high in that, in the event of a collision, no acceleration of the collision elements or the like is necessary in order to convert collision-related triggering of the lever. drive on a course in the void. Instead, it is proposed that the components that guarantee the disengaged state of the clutch arrangement in the event of a collision remain as far away as possible in their respective positions because of inertia in the event of a collision. It should also be said that the motor vehicle lock according to the proposal is already secured against collision with the actuation lever not activated.
    [0010] Preferred settings refer to preferred design variants that ensure that the actuating lever can always run a no-load stroke as a result of collision-related accelerations.
    [0011] In the particularly preferred configuration, the clutch arrangement is a constituent part of a locking mechanism that is capable of being locked and capable of being unlocked in a conventional mode. These are generally stationary states which are preferably adjusted by means of a central locking lever.
    [0012] The preferred additional configurations refer to advantageous variants to realize the interaction between the actuating lever and the clutch arrangement. According to the invention, use is made for this purpose of the transmission lever whereby a predetermined transmission behavior can be easily adjusted so that the clutch arrangement can be released in a first drive part of the drive movement. . The configuration of the transmission lever which is particularly easy to carry out is shown in the invention, according to which the transmission lever is configured in a variant in spring leg mode.
    [0013] In a further preferred configuration, the coupling element of the coupling arrangement is a wire or strip that is capable of being bent in an elastic spring mode and is capable of being bent between the engagement position and the position of trip. Clutch arrangement can be accomplished with a little more ease.
    [0014] According to a further teaching, which has independent meaning, the motor vehicle lock of the motor vehicle locking arrangement, according to the proposal is defined as such. All the variants explained here with the associated advantages with respect to the motor vehicle locking arrangement are applicable to the motor vehicle locking.
    [0015] According to the additional teaching, which likewise has independent meaning, the door rod for raising the tongue of the motor vehicle lock is defined as such. In the assembled state, said door rod is coupled to the motor vehicle lock preferably by means of a Bowden cable.
    [0016] According to the proposal, a door rod actuating lever is provided to raise the pawl, in which the switchable clutch arrangement of the door stem is arranged between the actuating lever and the pawl, that is to say on the train of drive between the drive lever and the pawl, whereby the clutch arrangement of the drive connection between the drive lever and the pawl is able to be established in the engaged state, and in the disengaged state the drive connection between the actuating lever and pawl is able to be detached.
    [0017] What is essential according to said additional teaching is that the actuating lever interacts with the clutch arrangement such that, when adjusted to its non-actuated state, the actuating lever disengages the engaged clutch arrangement and leaves the disengaged clutch arrangement in the disengaged state and, during its non-engineered state, stops engagement of the clutch arrangement and allows it only in the course of its actuation.
    [0018] In principle, the additional teaching corresponds to the functional principle of the motor vehicle locking arrangement, according to the proposal, in which in each case the actuating lever and optionally also the clutch arrangement are accommodated in the door rod . In this regard, reference can be made to all determinations given in relation to the motor vehicle locking arrangement, in accordance with the proposal.
    [0019] The present invention is explained in more detail in the text below with reference to the drawings that merely illustrate exemplary embodiments. In the drawings:
    [0020] Figure 1 shows the components, essential for the solution according to the proposal, of a motor vehicle locking arrangement, according to the proposal during normal operation with the actuation lever not actuated,
    [0021] Figure 2 shows the arrangement according to figure 1 during normal operation with the actuating lever semi-actuated.
    [0022] Figure 3 shows the arrangement according to figure 1 during normal operation with the actuating lever fully engaged.
    [0023] Figure 4 shows the arrangement according to figure 1 in the event of a collision with the actuating lever activated due to a collision,
    [0024] Figure 5 shows the arrangement according to figure 1 during normal operation with the central locking lever located in the locking position, and
    [0025] Figure 6 shows the components, essential for the solution according to the proposal, of an additional motor vehicle locking arrangement according to the proposal during normal operation with the actuation lever not actuated.
    [0026] The motor vehicle locking arrangement, according to the proposal is equipped with a motor vehicle lock. The term "motor vehicle lock" includes, as already discussed in the introduction part of the description, all types of door locks, hood locks or flap locks.
    [0027] The motor vehicle lock illustrated in the drawings is shown only with the components that are essential for explaining the teachings in accordance with the proposal.
    [0028] The motor vehicle lock is equipped with the conventional locking elements of locking latch 1 and pawl 2, wherein the locking latch 1 is adjustable in an open position, the main locked position illustrated in the drawings, and optionally in a pre-locked position. The locking latch 1 interacts in a manner in the same conventional manner with a striker element 3 (merely indicated in figure 1) or the like which is preferably arranged in a manner fixed to the body.
    [0029] The pawl 2 can be brought into a lowered position illustrated in figures 1, 2 and 4 to 6, in which it retains the locking latch 1 in the particular locked position. Here and preferably, pawl 2 is pre-tensioned in its lowered position and can be brought to the raised position in which it is disengaged from the locking latch (Figure 3) so that the locking latch 1 can pivot to the open position counterclockwise in figure 3.
    [0030] In order to raise the pawl 2, an actuating lever 4 is provided. In the exemplary embodiment that is illustrated and in this preferred sense, the actuating lever 4 is an external actuating lever that is coupled by means of an element of transmission of force, in this case by means of a Bowden cable 5, to an outer door rod 17 which is only indicated in figure 1. In this way, the pawl 2 can be lifted by means of actuating the outer door rod 17, since the locking state, yet to be explained, of the motor vehicle lock permits this.
    [0031] Arranged between actuating lever 4 and pawl 2 is a switchable clutch arrangement 6. This means that clutch arrangement 6 is located between actuating lever 4 and pawl 2 on the drive train. In the engaged state (Figures 2 and 3), the clutch arrangement 6 in this case establishes the drive connection between the drive lever 4 and the pawl 2. In the disengaged state (Figures 1 and 4 to 6), the clutch arrangement 6 interrupts the actuation connection between actuating lever 4 and pawl 2.
    [0032] Specifically, the clutch arrangement 6 is located in the drive train between the drive lever 4 and the pawl lever 7, which in turn acts on the pawl 2. The pawl 2 is thus raised by means of the pawl lever. actuation 4 and pawl lever 7.
    [0033] The clutch arrangement 6 is equipped with an adjustable clutch element 6a which is configured, in a way yet to be explained, as a wire which is capable of being bent in an elastic spring mode. The clutch element 6a is assigned two mutually parallel lever pawl side control edges 8 on one side and a lever actuation side control edge 9 on the other side.
    [0034] In the engagement region, the control edges 8, 9 are oriented substantially perpendicular to the extent of the wire-shaped clutch element 6a. The transmitted force in each case is oriented substantially perpendicular to the extension of the wire-shaped clutch element 6a.
    [0035] The clutch element 6a can now be brought to the disengagement position (Figure 1) in which it is in each case disengaged from the lever actuation side control edge 9 so that when actuated, in the In the counterclockwise direction in the drawings, the actuating lever 4 would in principle carry out a free stroke, as long as the clutch element 6a remains in its disengaged position.
    [0036] The clutch element 6a can additionally be set in an engagement position (Figure 2) in which it is engaged or can be brought into engagement not only with the pawl-lever 8 side control edges and with the lever actuation side control edge 9. Clutch element 6a in this case establishes a actuation connection between actuation lever 4 and pawl 7 and thus with pawl 2. Activation of actuation lever 4 results in a pawl 2 being raised as shown in figure 3.
    [0037] An adjustment of the clutch element 6a between the disengagement position (Figure 1) and the engagement position (Figure 2) corresponds in the drawings to an adjustment between the lower position and the upper position of the clutch element 6a.
    [0038] According to the proposal, the actuating lever 4 interacts with the clutch arrangement 6 so that, when adjusted to its non-actuated state (Figure 1), the actuating lever 4 disengages the possible clutch arrangement engaged 6 and leaves the possible disengaged clutch arrangement 6 in the disengaged state and, during its non-engineered state, stops the engagement of the clutch arrangement 6 and allows it only in the course of its actuation (Figures 2 and 3). The way in which this is done will be explained further below.
    [0039] What is essential first of all is that an adjustment of the drive lever 4 to its non-actuated state (Figure 1) always ends with the clutch arrangement 6 disengaged. Here and preferably, said adjustment of the actuating lever 4 to its non-actuated state is the return of the actuating lever 4 in a clockwise direction following the actuation, discussed above, of the actuating lever 4 in a counterclockwise direction. In that case, depending on the locking state to be explained, the clutch arrangement 6 may have already been disengaged or just disengaged by setting the actuating lever 4 to its non-actuated state.
    [0040] What is additionally essential is that, in its non-actuated state, shown in Figure 1, the actuating lever 4 bars the engagement of the clutch arrangement 6, that is to say in that extension it does not allow the adjustment of the clutch element 6a in the top position in the drawings. Only in the course of actuating the actuating lever 4 is it possible for the clutch arrangement 6 to adjust the clutch element 6a in the upper position, that is to say in the engaged position.
    [0041] The expression "clutch bar and clutch arrangement" should be understood in the broad sense in the present case. That is to say, almost generally that engagement of the clutch arrangement 6 is avoided, whereby a flow of force between the actuating lever 4 and the clutch element 6a does not have to be provided continuously. For example, it is also possible for the clutch element 6a to be temporarily held in a disengaged position as part of a central locking function which will be further explained, so that although the engagement is still stopped by the actuating lever 4, there is no power flow between actuating lever 4 and clutch element 6a. In this regard, a certain space can be provided between the actuating lever 4 and the clutch element 6a in the barred state.
    [0042] Considering a suitable design, it is the case that, in the course of actuating the actuating lever 4, the clutch arrangement 6 here and preferably is able to be engaged in a spring actuated mode so that the pawl 2 is capable of being raised during normal operation by continuing the actuation of the actuating lever 4. A complete actuation stroke thus comprises first of all engaging the clutch arrangement 6 and subsequently raising the pawl 2, provided that the actuation of the lever 4 drive takes place during normal operation, that is at normal drive speed. The expression "normal operation" is differentiated in the present case from operation in the case of a collision. Normal operation is distinguished in particular in that actuation of the actuating lever takes place at a normal actuation speed which is generally based on user manual actuation.
    [0043] Due to inertia, engagement of clutch arrangement 6 always occurs with a certain delay following release by actuating lever 4. In this case, the inertial behavior of clutch element 6a and the components involved in adjusting the 6a clutch element plays an essential role.
    [0044] The delay due to inertia during engagement of the clutch arrangement 6 is used in accordance with the proposal to convert a drive of the unwanted collision-related drive lever 4 into a no-load travel. Specifically, it is proposed that when the actuating lever 4 is actuated at a actuating speed that is above a predetermined speed limit, here and preferably as a result of collision accelerations that occur in the event of a collision, the actuating lever 4 performs a no-load stroke on account of the engagement, here and preferably retarded as a result of inertia, of the clutch arrangement 6. This is illustrated in figure 4.
    [0045] With the solution according to the proposal, particularly fast drive movements are thus always converted into a no-load stroke. The design must be produced in such a way that the collision-related drive movements that are statistically expected are affected by it.
    [0046] In the exemplary embodiment that is illustrated and in this respect preferably, the actuation of the actuating lever 4 comprises a release stroke that is associated with the release of the clutch arrangement 6 for engagement. The release stroke results from the transition from figure 1 to figure 2. Additionally, the actuation of the actuating lever 4 comprises an activation stroke which, with the clutch arrangement - in the meantime - engaged, is associated with the lifting of pawl 2. The activation stroke results from the transition from figure 2 to figure 3. Here and preferably, the activation stroke immediately follows the release stroke.
    [0047] The design of the release stroke, in particular the extent of the release stroke, has particular meaning for the solution according to the proposal, provided that a collision-related actuation lever 4 is intended to be converted into a course in the void. Specifically, it is preferably the case that when the actuating lever 4 is actuated at a actuating speed which is above the predetermined speed limit, here and preferably as a result of collision accelerations occurring in the case of a collision, the time required to run the release stroke is less than the time required, in particular due to inertia, for engagement. Following completion of the release stroke, the engagement of the coupling arrangement 6 is thus not complete, and thus the pawl 2 is not raised during the activation stroke. Actuating lever 4 performs a no-load stroke (Figure 4).
    [0048] In principle, the clutch arrangement 6 can be provided exclusively to increase crash safety in the above direction. In a particularly preferred configuration, however, the clutch arrangement 6 is also used to adjust the locking states of the motor vehicle lock. To that end, the clutch arrangement 6 is a constituent part of a locking mechanism 10 which serves to adjust the different locking states. The locking mechanism 10 can be brought into at least one locking state in which the clutch arrangement 6 is disengaged, and into at least one unlocking state in which the clutch arrangement 6 is engaged. The locking mechanism 10 can be brought into the respective states preferably by motor, this corresponding in principle to the central locking function.
    [0049] The locking mechanism 10 is preferably equipped with the central locking lever 11, which is merely indicated in Figure 5. The central locking lever 11 can be brought to the locking position shown in Figure 5 and to a position of unlocking (not shown), in which the central locking lever 11 disengages the clutch arrangement 6 in its locked position. In its unlocking position (not shown), which, starting from the position shown in Figure 5, corresponds to an upwardly pivoted position, the central locking lever 11 preferably allows engagement of the clutch arrangement 6.
    [0050] What is interesting in the exemplary mode that is illustrated and in this respect preferred is the fact that the actuating lever 4 and the central locking lever at 11 act on the clutch arrangement 6 in the mode of a disjunction. As long as the actuating lever 4 is in its non-actuated state or the central locking lever 11 is in its locking position, the clutch arrangement 6 is inevitably in its disengaged state.
    [0051] In principle, it is conceivable for the actuating lever 4 to directly interact with the clutch element 6a so as to bar the engagement of the clutch arrangement 6. However, here and preferably it is the case where the actuating element 4 interacts with the clutch arrangement 6 by means of the transmission arrangement 12. In that case, it is provided in a particularly preferred configuration that the transmission arrangement 12 is configured as a stepped arrangement so that the movement input on the actuating lever side is converted to a larger movement output on the clutch element side. As a result of a suitable design of the transmission arrangement 12, in particular the clutch ratio of the transmission arrangement 12, the above discussed design of the extent of the release stroke can be realized very accurately.
    [0052] A particularly simple possibility to realize the transmission arrangement 12 is to equip the transmission arrangement 12 with a pivotable transmission lever 13 so that the actuation lever 4 is coupled to the clutch arrangement 6, in this case to the element of clutch 6a, by means of the pivotable transmission lever 13. The transmission lever 13 can in principle be articulated in a stationary mode in a fixed position. Here and preferably, the transmission lever 13 is, however, hinged to the actuation lever 4 in a pivotable mode about the axis of the transmission lever 13a.
    [0053] More preferably, a stop 14 is provided with which the transmission lever 13 comes into engagement when the actuation lever 4 is adjusted to its non-actuated state, and in the process disengages the clutch arrangement 6 and the engagement bar of the clutch arrangement 6. This results from the transition from figure 2 to figure 1. In this case, a first lever arm element 15 comes into engagement with the stop 14 (Figure 2), this results in a transmission lever 13 pivoting about its axis 13a counterclockwise in figure 2. At the same time, a second lever arm element 16 pushes transmission lever 13 of clutch element 6a downwards in figure 2, i.e. in a disengaging position, so that when the position illustrated in figure 1 is reached, the engagement of the clutch arrangement 6 by means of the transmission lever 13 is barred.
    [0054] Here and preferably, with the actuating lever 4 not actuated, the effective stop side of the lever arm element 15 is shorter than the effective clutch side of the lever arm element 16. Thereby, the above-discussed advantageous ratio of the clutch of the transmission arrangement 12 can be adjusted with ease.
    [0055] In the exemplary embodiment that is illustrated and preferred thereto, the two lever arm elements 15, 16 extend in different directions from the axis of the transmission lever 13a. Figure 1 shows that the two lever arm elements 15, 16 extend in substantially opposite directions from each other from the axis of the transmission lever 13a.
    [0056] The transmission lever 13 can be a simple plastic or metal part in laminar form. A variant which is capable of being implemented in a particularly cost-effective mode is shown in the illustration according to figure 6, in which the transmission lever 13 is formed from a wire or strip which is capable of being bent into a Elastic spring mode. In a particularly preferred configuration, the transmission lever 13 is configured in a spring leg mode, wherein one spring leg provides the stop side of the lever arm element 15 and the other spring leg provides the clutch side. of the lever arm element 16. The coiled spring of the spring leg provides, as shown in Figure 6, the pivot shaft 13a of the transmission lever 13 on the actuation lever 4.
    [0057] It has already been explained that the clutch arrangement 6 has an adjustable clutch element 6a which is adjustable in an engagement position corresponding to the engaged state and in a disengaging position corresponding to the disengaged state. The clutch element 6a here and preferably is a string or strip which is capable of being bent in an elastic spring mode and is capable of being bent between the engagement position and the disengagement position. In that case, the fact that the clutch element 6a can be pre-tensioned into an engagement position by its own spring elasticity is particularly advantageous. As a result, the engagement of the above-discussed spring-actuated clutch arrangement 6 can be achieved in a particularly very simple manner.
    [0058] In the following text, the motor vehicle lock operating mode according to the proposal is summarized: when the central locking lever 11 is in the unlock position, the actuation of actuation lever 4 out of position shown in Figure 1 has the effect that the clutch element 6a pushes upward in the drawings as a result of its spring elasticity and pivots the transmission lever 13 clockwise about its axis of the transmission lever 13a. Since the actuation takes place here at normal actuation speed, the clutch element 6a enters a region of movement of the lever actuation side control edge 9 before the lever actuation side control edge 9 passes through the lever element. clutch 6a. As a result, as shown in figure 3, the clutch element 6a is carried by the lever actuation side control edge 9, acts on the pawl-lever side control edge 8 and causes the pawl lever 7 to pivot in the counterclockwise in figure 3 and thus causes pawl 2 to be raised.
    [0059] However, if actuation of actuating lever 4 is as a result of a collision, this is generally actuation at a particularly high actuation speed. Considering a suitable design, the lever actuation side control edge 9 passes the clutch element 6a before the clutch element 6a has reached the engagement position. Correspondingly, no actuation connection between actuating lever 4 and pawl lever 7 occurs, and thus, as illustrated in figure 4, actuating lever 4 performs a no-load stroke.
    [0060] It should also be mentioned that in case the central locking lever 11 is in the locking position shown in Figure 5, the mechanism described above according to the proposal does not apply. The reason for this is that the central locking lever 11 is already holding the clutch element 6a in a disengaged position, and thus the actuating lever 4 performs a vacuum stroke in any case.
    [0061] It can also be observed that the arrangement according to the proposal is particularly compact. In this case, the fact that the pawl lever 7 is pivotable about the pawl axis 7a which is oriented concentrically with the axis of the actuating lever 4a of the actuating lever 4 should be highlighted. The clutch element 6a is preferably a constituent part of the spring leg, the spring coils of which here and preferably are oriented parallel to the axis of the actuating lever 4a. The axis of the locking latch 1a and the axis of the pawl 2a are parallel to each other but oriented perpendicular to the axis of the actuating lever 4a. The pivot shaft (not shown) of the central locking lever 11 here and preferably is oriented parallel to the drive shaft 4a. This generally results in an arrangement in which in particular the actuating lever 4 and the pawl lever 7 can be nested together in a space-saving mode.
    [0062] Finally it can also be observed that, in the exemplary modality that is illustrated and in this respect preferred, the actuation lever 4, as discussed above, is an external actuation lever of the motor vehicle lock, which is capable of be actuated by means of an outer door rod 17.
    [0063] However, it is also conceivable to provide a door rod 17, in particular an outer door rod 17, and in any case the actuating lever 4, and preferably also the clutch arrangement 6, whether a constituent part or parts of the door rod 17 and/or which are accommodated in the door rod 17. Preferably, the door rod 17 is then a constituent part of a door rod 17 or the handle itself. The door rod 17, in particular the actuating lever 4 by means of the clutch arrangement 6, is then preferably coupled to the motor vehicle lock by means of a Bowden cable or the like, and is coupled to the pawl 2 in terms of drive therein or can be coupled thereto by means of an optionally provided locking mechanism. All of the above explanations apply, in a mode corresponding to that configuration. The door rod 17, which has both the actuating lever 4 and the clutch arrangement 6, is the subject of further and independent teaching.
    [0064] According to the additional teaching, which likewise has independent meaning, the motor vehicle lock of the motor vehicle locking arrangement, according to the proposal is defined as such. Reference may be made to all determinations regarding the motor vehicle locking arrangement which are adequate to describe motor vehicle locking as such. In particular, all explained variants of the motor vehicle locking arrangement according to the proposal, as long as they relate to the motor vehicle locking, are applicable to the further teaching in a corresponding way.
    权利要求:
    Claims (16)
    [0001]
    1. Motor vehicle locking arrangement having a motor vehicle lock, in which the motor vehicle lock has the locking elements of locking latch (1) and tongue (2), in which the locking latch ( 1) is adjustable in an open position, in a main locked position and optionally in a pre-locked position, wherein the pawl (2) is adjustable in a lowered position in which it retains the locking latch (1) in position locked, and in an elevated position in which it is disengaged from the locking latch (1), in which an actuation lever (4) is provided to raise the pawl (2), in which the switchable clutch arrangement ( 6) is arranged between the actuating lever (4) and the pawl (2), whereby the clutch arrangement (6) the actuating connection between the actuating lever (4) and the pawl (2) is able to be established in the engaged state, and in the disengaged state the drive connection between the drive lever ( 4) and the pawl (2) is capable of being detached, characterized in that the actuating lever (4) interacts with the clutch arrangement (6) so that, when adjusted to its non-actuated state, the lever (4) disengages the engaged clutch arrangement (6) and leaves the disengaged clutch arrangement (6) in the disengaged state and, during its non-engineered state, bars the engagement of the clutch arrangement (6) and allows the same just in the drive course.
    [0002]
    2. Motor vehicle locking arrangement according to claim 1, characterized in that, in the course of actuation of the actuating lever (4), the clutch arrangement (6) is capable of being engaged, in particular in a spring-loaded mode, so that the pawl (2) is able to be raised during normal operation by particularly continuing actuation of the actuating lever (4).
    [0003]
    3. Motor vehicle locking arrangement, according to claim 1 or 2, characterized in that the arrangement is carried out so that when the actuation lever (4) is actuated at a actuation speed that is greater than the whereas a predetermined speed limit, in particular as a result of collision accelerations occurring in the event of a collision, the actuating lever (4) performs a no-load stroke on account of the engagement, delayed in particular on account of inertia, of the clutch arrangement (6).
    [0004]
    4. Motor vehicle locking arrangement, according to any one of the preceding claims, characterized in that the actuation of the actuating lever (4) comprises a release stroke that is associated with the release of the clutch arrangement (6 ) for engagement, and an activation stroke that is associated, with the clutch arrangement (6) engaged, with the lifting of the pawl (2), preferably wherein the particular activation stroke immediately follows the release stroke.
    [0005]
    5. Motor vehicle lock as defined in claim 4, characterized in that when the actuating lever (4) is actuated at a actuating speed that is greater than a predetermined speed limit, in particular as a result of collision accelerations that occur in the event of a collision, the time required to execute the release stroke is less than the time required, in particular due to inertia, for the engagement, and thus the actuating lever (4) runs a course in a vacuum.
    [0006]
    6. Motor vehicle locking arrangement according to any one of the preceding claims, characterized in that the clutch arrangement (6) is a constituting part of a locking mechanism (10) which can be brought to at least a locking state in which the clutch arrangement (6) is disengaged, and at least one unlocking state in which the clutch arrangement (6) is engaged, preferably wherein the locking mechanism (10) has a locking lever center (11) which can be brought to the locking position and in an unlocking position and which, in its unlocking position, disengages the clutch arrangement (6), preferably where, in its unlocking position, the central locking (11) releases the engagement of the particular spring-actuated clutch arrangement (6).
    [0007]
    7. Motor vehicle locking arrangement, according to any one of the preceding claims, characterized in that the actuating lever (4) interacts with the clutch arrangement (6) by means of a transmission arrangement (12) , preferably wherein the transmission arrangement (12) is configured as a stepped arrangement so that a movement input on the actuating lever side is converted to a greater movement output output.
    [0008]
    8. Motor vehicle locking arrangement, according to any one of the preceding claims, characterized in that the actuating lever (4) is coupled to the clutch arrangement (6) by means of the pivotable transmission lever (13) , preferably wherein the transmission lever (13) is pivotally pivoted to the actuation lever (4).
    [0009]
    9. Motor vehicle locking arrangement according to claim 8, characterized in that a stop (14) is provided with which the transmission lever (13) comes into engagement when the drive lever (4) is set to its non-engineered state, and in the process disengages the clutch arrangement (6) and bars engagement of the clutch arrangement (6).
    [0010]
    10. Motor vehicle locking arrangement according to claim 8 or 9, characterized in that the transmission lever (13) has a first, stop side lever arm element (15) and a second , clutch side lever arm element (16), preferably wherein, with the actuating lever (4) not actuated, the effective stop side lever arm element (15) is shorter than the element. of effective clutch side lever arm (16), more preferably wherein the two lever arm elements (15, 16) extend in different directions from the shaft of the transmission lever (13a).
    [0011]
    11. Motor vehicle locking arrangement according to any one of claims 8 to 10, characterized in that the transmission lever (13) is formed from a wire or strip that is capable of being bent into a elastic spring mode, preferably wherein the transmission lever (13) is configured in a one leg spring mode, one of the spring legs providing a stop side lever arm member (15) and the other of the spring legs provides a clutch side lever arm element (16).
    [0012]
    12. Motor vehicle locking arrangement according to any one of the preceding claims, characterized in that the clutch arrangement (6) has an adjustable clutch element (6a) which is adjustable in a corresponding engagement position to the engaged state and in a disengaged position that corresponds to the disengaged state.
    [0013]
    13. Motor vehicle locking arrangement according to any one of the preceding claims, characterized in that the clutch element (6a) is configured as a wire or strip which is capable of being bent in an elastic spring mode and is capable of being bent between the engagement position and the disengagement position, preferably wherein the clutch element (6a) is pre-stressed in a particular engagement position as a result of its own spring elasticity.
    [0014]
    14. Motor vehicle locking arrangement according to any one of the preceding claims, characterized in that a door rod (17) is provided, in particular an outer door rod, and in which the actuating lever ( 4), and preferably also the clutch arrangement (6), is or is a constituent part or parts of the door rod (17) and/or is or is accommodated in the door rod (17), preferably wherein the door rod door (17) is coupled to the motor vehicle lock by means of a power transmission element, in particular by means of a Bowden cable (5).
    [0015]
    15. Motor vehicle lock having locking elements of locking latch (1) and pawl (2), wherein the locking latch (1) is adjustable in an open position, in a main locked position and optionally in a pre-locked position, in which the pawl (2) is adjustable in a lowered position in which it retains the locking latch (1) in the locked position, and in a raised position in which it is disengaged from the locking (1), wherein an actuating lever (4) is provided to raise the pawl (2), wherein the switchable clutch arrangement (6) is arranged between the actuating lever (4) and the pawl (2) , whereby the clutch arrangement (6) the drive connection between the drive lever (4) and the pawl (2) is able to be established in the engaged state, and in the disengaged state the drive connection between the lever drive (4) and the pawl (2) is able to be separated, characterized by the fact that the lever The drive lever (4) interacts with the clutch arrangement (6) so that, when set to its non-actuated state, the drive lever (4) disengages the engaged clutch arrangement (6) and leaves the clutch arrangement disengaged (6) in the disengaged state and, during its non-engineered state, stops the engagement of the clutch arrangement (6) and allows it only in the course of its actuation.
    [0016]
    16. Door rod for raising the tongue (2) of the motor vehicle lock, in which, in addition to the tongue (2), the motor vehicle lock has the locking latch (1), in which the locking latch (1) is adjustable in an open position, in a main locked position and optionally in a pre-locked position, wherein the pawl (2) is adjustable in a lowered position in which it retains the locking latch (1) in the locked position, and in an elevated position in which it is disengaged from the locking latch (1), in which an actuating lever (4) of the door rod (17) is provided to raise the latch (2) , wherein the switchable clutch arrangement (6) of the door rod (17) is arranged between the actuating lever (4) and the pawl (2), whereby the clutch arrangement (6) is the actuating connection between the actuating lever (4) and the pawl (2) is able to be established in the engaged state, and in the disengaged state the actuation connection between the actuating lever (4) and the pawl (2) is able to be separated, characterized by the fact that the actuating lever (4) interacts with the clutch arrangement (6) so that when adjusted to its not engaged state, the actuating lever (4) disengages the engaged clutch arrangement (6) and leaves the disengaged clutch arrangement (6) in the disengaged state and, during its not engaged state, bars the engagement of the clutch arrangement ( 6) and allows the same only in the course of its activation.
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    同族专利:
    公开号 | 公开日
    KR101810303B1|2017-12-18|
    ES2659576T3|2018-03-16|
    MX361170B|2018-11-29|
    KR20150036782A|2015-04-07|
    US20160024819A1|2016-01-28|
    JP2015528867A|2015-10-01|
    WO2014019960A2|2014-02-06|
    DE202012007312U1|2013-11-04|
    MX2015001388A|2015-09-07|
    EP2880232A2|2015-06-10|
    US10132106B2|2018-11-20|
    EP2880232B1|2017-03-08|
    BR112015002246A2|2017-07-04|
    CN104797768A|2015-07-22|
    JP6316290B2|2018-04-25|
    WO2014019960A3|2015-02-19|
    IN2015DN00766A|2015-07-03|
    CN104797768B|2017-06-09|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-14| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-04| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/07/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE202012007312U|DE202012007312U1|2012-07-31|2012-07-31|Motor vehicle lock arrangement|
    DE202012007312.5|2012-07-31|
    PCT/EP2013/065828|WO2014019960A2|2012-07-31|2013-07-26|Motor vehicle lock arrangement|
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