Motor vehicle lock, in particular a motor vehicle door lock

Abstract

A motor vehicle door lock includes a locking mechanism having a rotary latch, a pawl, and an actuating lever mechanism having at least one coupling lever rotatable about an axis and a mass inertia element rotatable about an additional axis spaced apart from the axis of the coupling lever to guide the coupling lever, at least in the event of an accident. The coupling lever in its “engaged” position connects the actuating lever mechanism mechanically with the locking mechanism and in its “disengaged” position ensures that the actuating lever mechanism is locked and/or separated from the locking mechanism. The mass inertia element has a guide contour for the coupling lever that interacts with a contact contour of the coupling lever so that the guide contour and/or contact contour is configured so that a force exerted upon it runs essentially tangentially to the diameter of the associated axis.

Claims

1. A motor vehicle lock comprising: a locking mechanism having a rotary latch and a pawl; and an actuating lever mechanism for the locking mechanism, the actuating lever mechanism having a coupling lever that is rotatable about an axis and a mass inertia element rotatable about an additional axis that is spaced apart from the axis of the coupling lever in order to guide the coupling lever during a crash, wherein the coupling lever has an engaged position in which the coupling lever mechanically connects the actuating lever mechanism to the locking mechanism and a disengaged position in which the coupling lever mechanically separates the actuating lever mechanism from the locking mechanism, wherein the mass inertia element has a guide contour for the coupling lever that directly contacts a contact contour of the coupling lever, wherein during the crash, increased deceleration forces that act on the coupling lever cause a force to be exerted by the coupling lever whereby the coupling lever contacts the mass inertia element so that the contact contour will roll over the guide contour, wherein the force runs tangentially to a diameter of the additional axis of the mass inertia element, wherein the mass inertia element exerts a corresponding counterforce on the coupling lever, the counterforce running tangentially to a diameter of the axis of the coupling lever and causing the coupling lever to move to the disengaged position, wherein each of the guide contour and the contact contour has an involute shape of a circle; wherein the actuating lever mechanism has an actuating lever and a release lever; and wherein the coupling lever is rotatably mounted on the actuating lever.

2. The motor vehicle lock according to claim 1, wherein each of the diameter of the additional axis and the diameter of the axis is longitudinally configured as a part of a radius of inertia of the mass inertia element or of the coupling lever.

3. The motor vehicle lock according to claim 2, wherein the diameter is 10% to 80% of a length of the radius of inertia of the mass inertia element.

4. The motor vehicle lock according to claim 3, wherein the diameter is 20% to 60% of the length of the radius of inertia of the mass inertia element.

5. The motor vehicle lock according to claim 1, wherein during the crash, the contact contour of the coupling lever is configured to roll over the guide contour of the mass inertia element.

6. The motor vehicle lock according to claim 1, wherein during the crash, the coupling lever is configured to rotate with respect to the mass inertia element.

7. The motor vehicle lock according to claim 1, wherein the involute shape is formed of unwinding tangents from a diameter of the mass inertia element.

8. The motor vehicle lock according to claim 7, wherein a length of each of the unwinding tangents increases by an amount of an arc length between adjacent tangents.

9. The motor vehicle lock according to claim 1, wherein the coupling lever includes a journal that is engageable against the release lever and separable from the release lever.

10. A motor vehicle lock comprising: a locking mechanism having a rotary latch and a pawl; and an actuating lever mechanism for the locking mechanism, the actuating lever mechanism having a coupling lever that is rotatable about an axis and a mass inertia element rotatable about an additional axis that is spaced apart from the axis of the coupling lever in order to guide the coupling lever during a crash, wherein the coupling lever has an engaged position in which the coupling lever mechanically connects the actuating lever mechanism to the locking mechanism and a disengaged position in which the coupling lever mechanically separates the actuating lever mechanism from the locking mechanism, wherein the mass inertia element has a guide contour for the coupling lever that interacts with a contact contour of the coupling lever, wherein during the crash, increased deceleration forces that act on the coupling lever cause a force to be exerted by the coupling lever whereby the coupling lever contacts the mass inertia element so that the contact contour will roll over the guide contour, wherein the force runs tangentially to a diameter of the additional axis of the mass inertia element, wherein the mass inertia element exerts a corresponding counterforce on the coupling lever, the counterforce running tangentially to a diameter of the axis of the coupling lever and causing the coupling lever to move to the disengaged position, wherein the actuating lever mechanism has an actuating lever and a release lever, and wherein the coupling lever is rotatably mounted on the actuating lever.

11. The motor vehicle lock according to claim 10, wherein the coupling lever includes a journal that is engageable against the release lever and separable from the release lever.

Description

(1) The invention is explained in detail below in reference to a drawing representing only one exemplary embodiment; shown are:

(2) FIG. 1 the vehicle lock according to the invention in a top view,

(3) FIG. 2 the mass inertia element in a detail view and

(4) FIG. 3 the coupling lever in an individual view.

(5) A motor vehicle lock is shown in the figures. The motor vehicle lock is not limited to a vehicle door lock that is equipped with a locking mechanism 1, 2 essentially comprising a rotary latch 1 and a pawl 2. Rotary latch 1 and pawl 2 are mounted in an indicated lock case 3 or a lock housing. In addition, an actuating lever mechanism 4, 5, 6, 7 is realized for locking mechanism 1, 2. Actuating lever mechanism 4, 5, 6, 7 provides at least one coupling lever 7 that can be rotated about axis 8 for locking mechanism 1, 2.

(6) In detail, actuating mechanism 4, 5, 6, 7 first comprises an actuating lever or outer actuating lever 4, a door outer handle 5 indicated by only one arrow, a release lever 6 and finally coupling lever 7. Release lever 6 is rotatably mounted in lock case 3. The same applies for the actuating lever or outer actuating lever 4, which, while defining an axis 9, is also mounted in lock case 3. By contrast, coupling lever 7 is mounted on actuating lever or outer actuating lever 4, namely rotatably about its axis 8.

(7) A mass inertia element 10 also belongs to the basic design. The mass inertia element is mounted about an additional axis 11 that, compared to axis 8 of coupling lever 7, is arranged at a distance in the interior of the motor vehicle door lock. Mass inertia element 10 with its axis 11 is further illustrated in detail in FIG. 2. FIG. 3 shows coupling lever 7 with its axis 8 in an individual view.

(8) In FIG. 1, locking mechanism 1, 2 is shown in the closed state. In addition, the normal operation is shown as a solid line, in contrast to which the dashed position of coupling lever 7 corresponds to the crash case. In normal operation, an impact of the door handle in the direction of the arrow 5 ensures that actuating lever or outer actuating lever 4 is pivoted about its axis 9 in the clockwise manner indicated here. Coupling lever 7 rotatably mounted on actuating lever 4 now provides a journal 12 that runs against release lever 6 during the described pivoting movement of actuating lever 4 in normal operation and in the clockwise direction during an opening procedure of locking mechanism 1, 2.

(9) As a result of this opening movement, release lever 6 mounted in lock case 3 also pivots in the clockwise direction indicated in FIG. 1 and ensures that the pawl 2 engaged into rotary latch 1 in the locked state shown in fig, 1 is lifted from its engagement with rotary latch 1. This is because the clockwise rotation of release lever 6 causes pawl 2 to be pivoted in the clockwise direction and lifted from its engagement with rotary latch 1. As a result of this, rotary latch 1 can swing up in the counter-clockwise direction supported by a spring and release a previously hooked and merely hinted at locking bolt. The associated motor vehicle door can be opened.

(10) In the event of a crash, however, the crash event corresponds in such a way that deceleration forces acting on coupling lever 7 ensure that coupling lever 7 executes a pivoting motion in the counter-clockwise direction about its axis 8 relative to actuating lever 4 as indicated by a dashed line in FIG. 1. The pivoting motion of coupling lever 7 is thus undertaken regardless of a possible additional pivoting motion of actuating lever 4 caused by exerted decelerating forces. This is because coupling lever 7 is equipped, for this purpose and in detail, with a contact contour 13 that interacts with an associated guide contour 14 on mass inertia element 10. The interaction between the two contours 13, 14 thus takes place at least in the event of a crash and regardless of whether or not actuating lever 4 also executes a clockwise movement about its axis 9 that is initiated by the exerted deceleration forces and a deflection of door outer handle 5.

(11) Contact contour 13 of coupling lever 7 as well as guide contour 14 on mass inertia element 10 as well as their respective designs are illustrated in detail in FIGS. 2 and 3. This creates, overall and at least in the event of a crash, a contact contour of significant size between contact contour 13 of coupling lever 7 and guide contour 14 of mass inertia element 10, thereby ensuring a flawless mode of operation and in detail guaranteeing that, at least in the crash event described here, coupling lever 7 is transferred by the interaction between coupling lever 7 and mass inertia element 10 from its “engaged” position, represented as a solid line, into the “disengaged” position, rendered as a dashed line and corresponding to a counter-clockwise movement of coupling lever 7 about its axis 8.

(12) In the “engaged” position of coupling lever 7, as illustrated as a solid line in FIG. 1, an actuation of actuating lever 4 in the indicated clockwise direction about axis 9 renders journal 12 of coupling lever 7 able to act on release lever 6 as described, so that locking mechanism 1, 2 is opened as a final effect. If, however, coupling lever 7 in the event of a crash is, transferred by its interaction with mass inertia element 10 into its “disengaged” position indicated as a dashed line in FIG. 1, then journal 12 is separated from release lever 6. A possible impact of actuating lever 4 in the clockwise direction, and thus in the opened state, is consequently not (no longer) transferred to locking mechanism 1, 2. Locking mechanism 1, 2 consequently remains in the closed state illustrated in FIG. 1. An associated motor vehicle door is not inadvertently opened.

(13) According to the invention, guide contour 14 of mass inertia element 10 and also contact contour 13 of coupling lever 7 are designed in such a way that relevant forces exerted upon mass inertia element 10 or coupling lever 7 run essentially tangentially to relevant diameter d of associated axis 8 or 11. According to the exemplary embodiment and the illustration following in FIGS. 2 and 3, guide contour 14 as well as contact contour 13 are designed so that relevant forces of mass inertia element 10 or coupling lever 7 exerted upon each other run essentially tangentially to the relevant diameter of associated axis 8 or 11. According to the exemplary embodiment, contact contour 13 as well as guide contour 14 are each involutes of a circle.

(14) For example, looking at mass inertia element 10 in FIG. 2, it can be recognized that diameter d of axis of rotation 11 of mass inertia element 10 as a whole describes a circle as an involute. If coupling lever 7 now exerts a force upon guide contour 14 on mass inertia element 10 in the event of a crash, the relevant force in each case runs essentially tangentially as compared to diameter d of associated axis 11 in question, as the individual tangents indicated in FIG. 2 make clear. Guide contour 14 of mass inertia element 10 or the involute of a circle realized at this position is now formed and designed so that each individual tangent is unwound at diameter d of axis 11 from diameter d. Because this is also an involute of a circle, the length of the respective tangents thus similarly increases by the amount of the arcuate length between adjacent tangent as if a thread wound onto axis 11 of diameter d were unwound. The tangents increasing in this manner with respect to their lengths describe the involute of a circle or guide surface 14 of mass inertia element 10.

(15) A similar process takes place for contact contour 13 of coupling lever 7 in FIG. 3. Also in this case, it is an involute of a circle, diameter d of axis 8 representing the involute. Any forces exerted by mass inertia element 10 upon coupling lever 7 again run essentially tangentially to diameter d in question of associated axis 8 of coupling lever 7, as is indicated in FIG. 3. Contact contour 13 is again designed as an involute of a circle here, so that the length of each individual tangent at diameter d of axis 8 for unwinding the involute of a circle increases by the amount of the arcuate lengths between adjacent tangents, comparable to how this was previously described for guide contour 14.

(16) As a result of this, in the event of a crash, it happens that contact contour 13 of coupling lever 7 designed as an involute or involute of a circle rolls over on associated guide contour 14 of mass inertia element 10 also designed as an involute or involute of a circle. The rolling movement here takes place in a manner comparable to a rolling movement in an involute gearing of a transmission. This ensures an especially smooth rotational motion of coupling lever 7 from its “engaged” position, shown in FIG. 1 as a solid line, into the “disengaged” position rendered as a dashed line.

(17) Mass inertia element 10 actually remains essentially at rest in the event of a crash so that contact contour 13 on coupling lever 7 rolls over, and also can roll over, guide contour 14 of mass inertia element 10 as described. This rolling movement between the two contours 13, 14 is one between two involutes of a circle so that the respective force exerted by coupling lever 7 on mass inertia element 10, on the one hand, and the counterforce of mass inertia element 10 on coupling lever 7, on the other, extends tangentially in each case to associated diameter d of corresponding axis 8 or 11. This leads to a particularly uniform and smooth operation and to a functionally reliable assumption of the “disengaged” position of coupling lever 7, in particular in the event of a crash.

(18) Finally, it can be recognized in FIGS. 2 and 3 that diameter d of axis 11 of mass inertia element 10 as well as diameter d of axis 8 of coupling lever 7, as appropriate, can be selected as a function of the relevant desired resistance to rotational movements. The larger the diameter d of associated axis 8 or 11, the smaller the resistance in question with respect to rotational movements and vice versa. In addition, in FIGS. 2 and 3, yet another relevant radius of inertia a is reproduced and pictorially represented of mass inertia element 10, on the one hand, and of coupling lever 7, on the other. Associated diameter d is now measured longitudinally as part of associated radius of inertia a. In the case of mass inertia element 10 in FIG. 2, the configuration is designed in such a way that diameter d of associated axis 11 is approximately 40% of the length of radius of inertia a. In the case of coupling lever 7 in FIG. 3, diameter d of associated axis 8, however, is measured at approximately 60% of radius of inertia a. This clearly is only applied as an example and is in no way limiting.

LIST OF REFERENCE NUMBERS

(19) 1 Rotary latch

(20) 1, 2 Locking mechanism

(21) 2 Pawl

(22) 3 Lock case

(23) 4 Actuating lever/outer actuating lever

(24) 4, 5, 6, 7 Actuating lever mechanism

(25) 5 Exterior door handle/direction of the arrow

(26) 6 Release lever

(27) 7 Coupling lever

(28) 8 Axis

(29) 9 Axis

(30) 10 Mass inertia element

(31) 11 Axis/Axis of rotation

(32) 12 Journal

(33) 13 Contact contour

(34) 13, 14 Contours

(35) 14 Guide contour

(36) a Radius of inertia

(37) d Diameter