Method for producing motor vehicle door locks with a rolling surface as a locking part contour

Abstract

The invention relates to a method for producing motor vehicle door locks with the locking parts: a rotary latch and a pawl. Said latch and the pawl are stamped from rolled sheet metal defining vertical or approximately vertical edges with corresponding latch surfaces on the rotary latch and the pawl, and subsequently are provided with a covering while maintaining the catch surfaces. After stamping, the locking parts are bent in the region of the main latch and/or another latch resulting in the formation a contour which is void of stamped channels, and are then inserted into the lock housing box.

Claims

1. A motor vehicle latch made by the process comprising: providing a stamped catch having a first free end, a first stamped side on the first free end, the first stamped side having stamping contours, and a first side surface adjacent to and perpendicular to the first stamped side, wherein the stamped catch is a first locking component and wherein the stamped catch defines a first ratchet surface on the first free end; providing a stamped pawl which locks the stamped catch in the closed state, the stamped pawl having a second free end, a second stamped side on the second free end, the second stamped side having stamping contours and a second side surface adjacent to and perpendicular to the second stamped side, wherein the stamped pawl is a second locking component and wherein the stamped pawl defines a second ratchet surface on the second free end; and bending one of the first or second locking components at its respective first or second free end thereby positioning the first or second side surface as the first or second ratchet surface that abuts the first or second ratchet surface of the other locking component.

2. Motor vehicle latch in accordance with claim 1, wherein the first or second ratchet surface of the other locking component is the first or second stamped side having stamping contours.

3. Motor vehicle latch in accordance with claim 1, wherein the pawl on the second free end is reduced in a thickness and the second free end is bent.

4. Motor vehicle latch in accordance with claim 1, wherein the bent pawl or the catch demonstrate a rolled angular deflection at the first or second free end.

5. Motor vehicle latch in accordance with claim 1, wherein bending the first or second locking component creates an angular deflection that has a slight crescent shape over its length.

6. Motor vehicle latch in accordance with claim 1, wherein the pawl is assigned to a supplementary metal sheet which demonstrates a thickness which offsets the height of the angular deflection.

7. Motor vehicle latch in accordance with claim 2, wherein the pawl is assigned to a supplementary metal sheet which demonstrates a thickness which offsets a height of the bent free end.

8. Motor vehicle latch in accordance with claim 3, wherein the pawl is assigned to a supplementary metal sheet which demonstrates a thickness which offsets the height of the bent free end.

9. Motor vehicle latch in accordance with claim 4, wherein the pawl is assigned to a supplementary metal sheet which demonstrates a thickness which offsets the height of the bent free end.

10. Motor vehicle latch in accordance with claim 5, wherein the pawl is assigned to a supplementary metal sheet which demonstrates a thickness which offsets the height of the bent free end.

11. Motor vehicle latch in accordance with claim 1, wherein the bending is at least 90 degrees.

12. Motor vehicle latch made in accordance with claim 1, further comprising encasing the catch and pawl in a casing that leaves the first and second ratchet surfaces free.

13. Motor vehicle latch in accordance with claim 1, wherein the stamping contour of the free end of the bent first or second locking component cannot abut the adjacent locking component.

14. Motor vehicle latch in accordance with claim 1, wherein bending the free end of the first or second locking component positions a rolled surface against the free end of the adjacent other locking component.

15. Motor vehicle latch in accordance with claim 1, wherein a first ratchet surface on the first or second locking component has a stamped contour and wherein a second ratchet surface on the other locking component is a rolled surface.

16. Motor vehicle latch in accordance with claim 1, wherein the bending is at least 180 degrees.

17. Motor vehicle latch in accordance with claim 1, wherein bending one of the first or second locking components at its respective first or second free end increases a height of the respective first or second free end that abuts the first or second ratchet surface of the other locking component.

18. Motor vehicle latch in accordance with claim 1, wherein, before bending one of the first or second locking components at its respective first or second free end, a height of the respective first or second free end is narrower than the first or second ratchet surface of the other locking component.

19. Motor vehicle latch in accordance with claim 1, wherein the bent first or second locking component is assigned to a supplementary metal sheet having a thickness that offsets the difference between a height of the bent free end and a thickness of the other locking component.

20. Motor vehicle latch in accordance with claim 19, wherein a thickness of the first or second ratchet surface of the other locking component is equal to the height of the bent free end.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 a top view of a motor vehicle latch in the closed state

(2) FIG. 2 a side view of a pawl with angular deflection on the free end and assigned supplementary metal sheet,

(3) FIG. 3 compared to FIG. 2, the crescent-shaped angular deflection of the free end of the pawl,

(4) FIG. 4 a top view of a pawl angular deflection

(5) FIG. 5 a side view of a pawl with a further design of the angular deflection and

(6) FIG. 6 a perspective reproduction of the catch with the special edge formation

DETAILED DESCRIPTION OF THE DRAWINGS

(7) FIG. 1 shows a top view of a motor vehicle latch 1, in which the catch 2 moving around the axis 3 encompasses the bracket side 9 of the latch bracket 7. The closed state of the motor vehicle latch 1 is reproduced here, whereby the catch 2 is secured via the pawl 5 pivotable around the pawl axis 6, i.e. the motor vehicle latch 1 can only be opened again if the pawl 5 has been pivoted away previously which is possible via the handle of the motor vehicle door which is not reproduced here. The bracket side 9 is moved towards the catch 2 via the mounting 4 into the deep base 27 and thus ensures the closed state of the motor vehicle door also not shown here, whereby the locking mechanisms 30, 31, i.e. the pawl 5 and the catch 2 are parts of the motor vehicle door, while the latch bracket 7 is determined with the bracket 9 on the chassis of the motor vehicle. The locking mechanisms 30, 31 of the latch 8 are produced in a stamping process preferably comprising several components from relevantly rolled sheet metal, whereby on the ratchet surfaces 12, 13 kept free from the casing 10 initially the surface of both locking mechanisms 30, 31 is identified by a stamping contour 14. This surface design on the two free ends 58, 59 of the catch 2 and the pawl 5 would lead to an impacting of the movement process and in particular to noise because there straight grooves 17 have arisen as a result of the stamping process. Relevant details are indicated in FIG. 2. In the design apparent from the figure, in the area of the main ratchet 22 the free end 58 with the ratchet surface 13 and the straight grooves 17 is bent. Consequently, the angular deflection 60 shown arises. Due to this angular deflection 60 the rolled locking mechanism surface 11 is now adjacent to the stamping contour 14 with the ratchet surface 12 of the catch 2 demonstrating the straight grooves 17. Thus, the detrimental noises outlined can no longer occur or can only occur to a limited extent.

(8) It is not particularly emphasised that the edges 15, 16 of the catch 2 and the pawl 5 are equipped with casing 10. The edges 15, 16 are thus covered by such a casing 10. The casing 10 is only not present in the area of the ratchet surfaces 12, 13 and also the contact surface 20 between the catch 2 and the bracket side 9. Consequently, the special surface structure as can be found in the following figures can become effective. The surface structure ensures minimisation of noise and sliding friction which both also interact.

(9) FIG. 2 shows a side view of the pawl 5, whereby it is clear that this pawl 5 is pivotable around the pawl axis 6 in such a way that the pawl 5 can move over the floor of the latch box casing 40. In the area of the main ratchet 22 the free end 59 of the locking mechanism 31 stands with the stamping contour 14 against the free end 58 of the pawl 5 which demonstrates an angular deflection 60. Thus, the locking mechanism surface 11 with its rolled smooth surface is adjacent to the free end 59 of the catch 2. Consequently, the straight grooves 17 present there cannot be made detrimentally perceptible. The straight grooves 17 on the ratchet surface 13 present on the free end 58 of the pawl 5 also cannot be made detrimentally perceptible as they are removed from the area of the contact surface 65 due to the angular deflection 60.

(10) In order not to impede the movement of the pawl 5 in the latch casing or latch box casing 40, the pawl 5 is secured here by a supplementary metal sheet 64 which demonstrates a thickness which roughly corresponds to the height of the angular deflection 60.

(11) FIG. 3 shows a special form of the deflection 60 which is designed in a crescent shape here. Consequently, a reduced contact surface 65 arises. This part of the angular deflection can demonstrate precisely the locking mechanism surface 61 as the remaining area or it is treated or designed separately, by coating for example. Here too it becomes clear that the ratchet surface 13 with the straight grooves 17 present is unharmful because it is bent relevantly wide. The pawl 5 and supplementary metal sheet 64 move together. In the design in accordance with FIG. 4 the angular deflection 60 is shaped in such a way that a crescent-shaped contact surface 65 is produced which also entails reduction of the ratchet surface 13 (contact surface 65) again. Due to the size of the crescent or its design the size of the contact surface 65 can also be varied between the two locking mechanisms 30, 31. FIG. 5 shows a pawl 5 in which the free end 58 demonstrates an end piece 62 in which the thickness of the pawl 5 is reduced. Consequently, the angular deflection 60 can be easily produced accordingly. First and foremost, the necessity of a supplementary metal sheet ceases to apply because the angular deflection 60 does not protrude beyond the underside 66 of the pawl 5. It is clear that here too that due to the angular deflection 60 the locking mechanism surface 61 which is smooth because rolled comes into contact with the ratchet surface 12 of the pawl 2 which demonstrates the straight stamping grooves 17.

(12) Finally, FIG. 6 shows a perspective view of a catch 2 which can be pivoted here around the axis 3. When the catch 2 is pivoted, the bracket side 9 which is not shown in FIG. 5 is inserted into the mounting 4 and subsequently freed by this. Consequently, the vehicle door can be opened or closes. In the closure position in accordance with FIG. 1, the catch is stopped by the pawl 5. It is clearly recognisable in FIG. 6 that the stamping of the catch 2 leads to a clearly recognisable edge 15, the surface of which is marked by the stamping contour 14 as explained above which is predominantly marked on the ratchet surface 12. This stamping contour 14 is only indicated in FIG. 6. The ratchet surface 12 marks the main ratchet 22, i.e. the position in which the pawl 5 hinders the catch 2 in the closed position on a reverse pivot. Then, as also already mentioned, the locking mechanism surface 61 is adjacent in the angular deflection 60 on the ratchet surface 12 of the catch 2 and both can push past one another with reduced friction without detrimental noises occurring because the straight grooves 17 of the catch 2 cannot interlock or lock into place on the rolled locking mechanism surface 61. Smooth pushing past one another is guaranteed without separate noise pollution occurring.

(13) In the deep base 27 of the mounting 4 it is recognisable that here a surface which deviates from the remaining surface of the edge 15 is present, which is attained in particular by no casing 10 being present here. It is recognisable that here too a separate part is pushed in in order to have a positive impact on the sliding effect of the catch 2 on the bracket side 9.

(14) All stated characteristics, including those taken from the sketches alone, are viewed as crucial to the invention alone and jointly.