MOTOR VEHICLE LOCK

Abstract

A motor vehicle lock, more particularly for a vehicle rear door, having a lock cover and a locking mechanism consisting of substantially rotary latches and at least one pawl, furthermore having at least one coupling lever, and at least one electric drive, wherein the coupling lever can take up different positions and interacts with a drive element of the drive and a central locking mechanism, wherein, to take up its positions, the coupling lever is connected to the drive element. The drive element and/or lock cover have/has a latching contour having at least two position holders wherein at least one position holder is designed asymmetrically and a spring mechanism is provided, wherein the spring mechanism cooperates with the latching contour, as a result of which the coupling lever can be positioned in the different positions.

Claims

1. A motor vehicle latch, in particular for a motor vehicle rear door, comprising a latch cover and a locking mechanism substantially consisting of a catch and at least one pawl, further comprising at least one coupling lever, and comprising at least one electrical drive, the coupling levers assuming various positions and interacting with a drive element of the drive and a central locking mechanism, the coupling lever being connected to the drive element in order to assume the positions thereof, wherein the drive element and/or the latch cover has a latching contour having at least two position receiving points, at least one position receiving point being asymmetrical, and a spring mechanism being provided, the spring mechanism cooperating with the latching contour, as a result of which the coupling lever can be positioned in the different positions.

2. The motor vehicle latch according to claim 1, wherein at least the second position receiving point has a geometry that differs from the first position receiving point.

3. The motor vehicle latch according to claim 1, wherein the first position has an adjustment angle (), the second position has an adjustment angle (+), and the third position has an adjustment angle (+), in particular the adjustment angle (+) of the second position and/or the adjustment angle (+) of the third position being larger than the adjustment angle () of the first position.

4. The motor vehicle latch according to claim 1, wherein the adjustment angle (+) of the second position is formed in a region between a tipping point and an apex of the second position receiving point.

5. The motor vehicle latch according to claim 1, wherein the first position is arranged inside the first position receiving point, and the third position is arranged inside the second position receiving point, the tipping point being formed between the first position receiving point and the second position receiving point.

6. The motor vehicle latch according to claim 1, wherein the first position receiving point is of a length (L1), and at least the second position receiving point is of a length (L2), the length (L2) of the second position receiving point being greater than the length (L1) of the first position receiving point.

7. The motor vehicle latch according to claim 1, wherein the position receiving points are designed so as to be substantially semi-circular and/or substantially V-shaped.

8. The motor vehicle latch according to claim 1, wherein, in the first position receiving point the spring mechanism has a contact point, in each case, on one lay-on surface, respectively, and in the second position receiving point said mechanism has a contact point having a contact surface.

9. The motor vehicle latch according to claim 1, wherein the spring mechanism is designed as a torsion spring, in particular a double torsion spring, it being possible for a coil portion of the spring mechanism to be brought into contact at least with the lay-on surfaces of the position receiving points.

10. The motor vehicle latch according to claim 1, wherein the spring mechanism, in particular the double torsion spring, is arranged on the latch cover or on the coupling lever.

11. The motor vehicle latch according to claim 1, wherein the length (L1) of the first position receiving point is smaller than the diameter of the coil portion.

12. The motor vehicle latch according to claim 1, wherein the spring mechanism comprises at least two fastening ends, each fastening end being arranged in one fastening receptacle in each case, and at least one fastening receptacle being designed as a slot.

13. The motor vehicle latch according to claim 1, wherein the drive element is designed as a worm gear and comprises an external toothing portion which can be engaged with the electrical drive.

14. The motor vehicle latch according to claim 1, wherein the coupling lever is rotatably mounted on a bearing seat on the drive element and is operatively connected to an external locking lever by means of a transmission lever.

15. The motor vehicle latch according to claim 1, wherein the drive element comprises a mechanical end stop, it being possible for the end stop to be brought into contact with a housing stop on the latch cover or a latch casing.

Description

[0035] In the figures:

[0036] FIG. 1A shows a first possible embodiment of a motor vehicle latch according to the invention in a first position/functional position,

[0037] FIG. 1B shows the embodiment of FIG. 1A in a second position/functional position,

[0038] FIG. 1C shows the embodiment of FIG. 1A in a third position/functional position,

[0039] FIG. 2A is a detailed view of the drive in the first position/functional position,

[0040] FIG. 2B is a detailed view of the drive in the second position/functional position,

[0041] FIG. 2C is a detailed view of the drive in the third position/functional position, and

[0042] FIG. 3 shows a motor vehicle comprising a motor vehicle latch according to the invention.

[0043] FIG. 1A shows a first possible embodiment of a motor vehicle latch 10 according to the invention. The motor vehicle latch 10 comprises a latch cover 11 and a locking mechanism, comprising a catch 12 and a pawl 13, as well as a drive comprising a drive element 14, a worm gear 15, and a motor 16. Furthermore, the motor vehicle latch 10 comprises a first coupling lever 17 and a second coupling lever in the form of an external locking lever 18, the coupling lever 17 and the external locking lever 18 being coupled by means of a transmission lever 30, and the external locking lever 18 being connected to a central locking mechanism 40. The coupling lever 17 is rotatably arranged on a bearing seat 14.2 of the drive element 14.

[0044] A spring mechanism 20 interacts with the drive element 14. For this purpose, in the embodiment shown the spring mechanism 20 is designed as a double torsion spring and comprises a coil portion 21 that is engaged in a first position receiving point 19.1 of a latching contour 19. In this case, the double torsion spring can be fastened for example to a latch cover 11 or a latch casing. The drive element 14 comprises a second position receiving point 19.2 on the latching contour 19, the second position receiving point 19.2 being asymmetrical. Both position receiving points 19.1 and 19.2 are substantially arcuate. The latching contour 19 is formed in the region of the axis of rotation 11.1 of the drive element 14 and, in FIG. 1A, comprises reinforcing ribs. In a position diametrically opposed to the latching contour 19, the drive element 14 comprises an external toothing portion 14.1 on the periphery, the external toothing portion 14.1 being engaged in the worm gear 15.

[0045] The tipping point 19.3 is formed between the position receiving points 19.1 and 19.2. The position receiving points 19.1, 19.2 and the tipping point 19.3 form the first, second and third position. In this case, the first position I on the position receiving point 19.1 is defined by the functional position anti-theft lock engaged and central locking system engaged. A second position II on the position receiving point 19.3 (tipping point) can be defined by the functional position anti-theft lock disengaged and central locking system engaged. A third position III on the position receiving point 19.2 can be defined by the functional position anti-theft lock and central locking system disengaged. In the case of motor vehicle latches having an anti-theft function, the functional position or position anti-theft lock can also be designated theft-proof, both the outside door handle and the inside door handle remaining in the functionless position in the theft-proof position. In this way, it is ensured that a motor vehicle door does not provide any access to the interior of the motor vehicle, even in the case of a smashed motor vehicle pane.

[0046] FIG. 1A shows the motor vehicle latch 10 in the first position I and thus in the functional position anti-theft lock engaged and central locking system engaged. In this case, the coil portion 21 contacts the position receiving point 19.1 on two lay-on surfaces 24, 25. In this case, the lay-on surfaces 24, 25 are preferably straight, i.e. they do not have any arcuate curvature in the region of the lay-on surfaces 24, 25. The position receiving point 19.2 is designed so as to be asymmetrical compared with the first position receiving point 19.1 and comprises a contact surface 26 which can be brought into contact with the coil portion 21.

[0047] The drive element 14 is designed as a worm gear and comprises an external toothing portion 14.1 which is engaged with the electrical drive 15, 16. In particular, the external toothing portion 14.1 is engaged with a worm gear 15 of the electrical drive 15, 16. Accordingly, the drive element 14 is designed so as to have external toothing, and is arranged on the latch cover 11 or latch housing so as to be rotatable, via an axis of rotation 11.1. The drive element 14 designed as a worm gear 14 preferably comprises plastics material. The external toothing portion 14.1 and the latching contour 19, in particular the position indentations 19, 19.2, are preferably arranged on the drive element 14 so as to be diametrically opposed to the external toothing portion 14.1. The design as a worm gear having an external toothing portion 14.1 also makes it possible for installation space to be saved, and for a cost-effective motor vehicle latch 10 to be provided.

[0048] Furthermore, a detail view of FIG. 1A is shown, the connection of the coupling lever 17, the transmission lever 30 and the external locking lever 18 being shown in greater detail and as a rear view. The external locking lever 18 comprises an arm 18.1, the arm 18.1 being arranged, in position I, so as to be substantially in parallel with the ball head 30.1 and below a carrier 30.2 of the transmission lever 30. In this case, the ball head 30.1 of the transmission lever 30 is movably mounted in the lever receptacle 17.1.

[0049] FIG. 1B shows the motor vehicle latch 10 of FIG. 1A in a second position II and thus in the functional position anti-theft lock disengaged and central locking system engaged. In this case, the coil portion 21 of the spring mechanism 20 contacts the tipping point 19.2 of the latching contour 19. In FIG. 1B, the drive element 14 is rotated about the axis of rotation 11.1, in the clockwise direction. Accordingly, the coupling lever 17 connected to the drive element 14 is likewise moved therewith in the clockwise direction, and is thus raised compared with position I. The movement of the coupling lever 17 brings about a rotational movement of the transmission lever 30 which is rotatably arranged on a shaft, on the external locking lever 18.

[0050] The first position receiving point is of a length L1, and the at least second position receiving point is of a length L2, the length L2 of the second position receiving point being greater than the length L1 of the first position receiving point. A greater length also means an increase in the possible contact surface for contact between the position receiving point 19.1, 19.2 and the spring mechanism 20, and thus a longer travel range or increased lift for the coupling lever 17 and external locking lever 18. The length of the position receiving point 19.1, 19.2 thus also brings about a change or increase in the adjustment angle of the spring mechanism at the drive element 14. The adjustment angle of the spring mechanism 20 at the second position receiving point 19.2 is thus increased compared with the achievable adjustment angle of the first position receiving point 19.1.

[0051] Furthermore, a detail view of FIG. 1B is shown, the connection of the coupling lever 17, the transmission lever 30 and the external locking lever 18 being shown in greater detail and as a rear view. The external locking lever 18.1 comprises an arm 18.1, the arm 18.1 being in contact, in II, with a carrier 30.2 of the transmission lever 30.

[0052] FIG. 1C shows the motor vehicle latch 10 of the first embodiment in position III and thus in the functional position anti-theft lock and central locking system disengaged. The drive element 14 is arranged in a manner rotated further in the clockwise direction. The coil portion 21 of the spring mechanism 20 has overcome the tipping point 19.3, and now rests on the lay-on surface 26 of the second position receiving point 19.2.

[0053] Furthermore, a detail view of FIG. 1C is shown, the connection of the coupling lever 17, the transmission lever 30 and the external locking lever 18 being shown in greater detail and as a rear view. The external locking lever 18.1 comprises an arm 18.1, the arm 18.1 being in arranged, in position III, between the ball head 30.1 and a carrier 30.2 of the transmission lever 30, and being in contact therewith. Thus, in position III the arm 18.1 is moved past the carrier 30.2, at least in portions. In this case, the arm 18.1 is moved past the carrier 30.2, resulting in the increased lift h. The external locking lever can accordingly move beyond the contact shown in FIG. 1B, by the increased lift h. Only then is the motor vehicle latch in the position III in which the central locking system is also engaged, but only after the anti-theft lock has been disengaged in position II.

[0054] FIG. 2A is a detail view of the drive 14, 15, 16 of a possible embodiment of a motor vehicle latch according to the invention, as is shown in FIG. 1A, 1B and 1C. The drive element 14 is designed as a worm gear and comprises an external toothing portion 14.1, the external toothing portion 14.1 being engaged in the worm gear 15. The coil portion 21 of the double torsion spring 20 is engaged in the first position receiving point 19.1, such that position I is assumed. The coil portion 21 contacts the latching contour 19 on the lay-on surfaces 24 and 25, which lay-on surfaces are substantially straight. The position receiving point 19.2 is of a length L2 and is asymmetrical. In this case, asymmetrical means, inter alia, that the length L2 of the second position receiving point 19.2 is greater than the length of the first position receiving point 19.1 While, in the first position receiving point 19.1, the coil portion has exactly two contact points with the latching contour 19, the position receiving point 19.2 is dimensioned such that the coil portion has just one contact point and can slide along the contact surface 26. In the position receiving point 19.1, in contrast, the coil portion 21 is secured by the spring force so as to be substantially fixed in position but releasable.

[0055] In FIG. 2B, the drive element 14 is rotated in the clockwise direction, such that the coil portion 21 is arranged on the tipping point 19.3 and the position II is assumed. The coil portion 21 is thus released from the position receiving point 19.1, but not yet arranged in the position receiving point 19.2. The position receiving point 19.1 is shown having a length L1, the length L1 being shorter than the length L2 of the second position receiving point 19.2 and is thus asymmetrical. Furthermore, the end stop 14.3 is shown in FIG. 2B, it being possible for the end stop 14.3 to be brought into contact with a housing stop on the latch cover or a latch casing. The end stop 14.3 ensures in particular that the drive element 14 is not rotated further in the event of electrical/motorized displacement of the drive element 14. Accordingly, the end stop 14.3 comes into contact with the mating stop, and the drive element 14 cannot be twisted further in one direction. In this case, the end stop 14.3 is arranged on the latching contour 19 and thus the side of the drive element 14 remote from the position receiving points 19.1 and 19.2.

[0056] FIG. 2C shows the position III, the drive element 14 being rotated further in the clockwise direction. In this case, the coil portion 21 is arranged in the position receiving point 19.2 in the region of the apex of the substantially arcuate position receiving point 19.2. Only upon reaching said position III, and the associated adjustment angle +, is the functional position achieved in which the central locking system is also disengaged, but only after disengagement of the anti-theft lock. The position I has an adjustment angle . In this case, the adjustment angle defines the center point/apex of the position receiving point 19.1 The position II has an adjustment angle +. The portion between the tipping point 19.3 and the adjustment angle + defines the position II. Thus, a travel range is achieved in which the position II is/can be engaged. The position III is reached only after the coil portion 21 has reached the angular position + or the adjustment angle +. The drive element 14 preferably reaches the adjustment angle + only by means of electrical/electromechanical operation. The adjustment angle thus defines the increased lift h of the external locking lever, as shown in FIG. 1C.

[0057] Only when the adjustment angle + or + is reached, is the central locking system disengaged. In the angular region between the tipping point 19.3 as far as the angular position +, the child safety lock and/or an anti-theft lock is disengaged. It is thus possible to ensure that the central locking system is not disengaged before the anti-theft lock. It is thus possible to prevent an occupant from being locked in unintentionally.

[0058] FIG. 3 shows a motor vehicle 100 comprising a motor vehicle latch 10 according to the invention on a movable part 110 of the motor vehicle 100. In FIG. 3, the movable part 110 is shown as a rear door of the motor vehicle 100, such that the motor vehicle latch 10 is designed as a motor vehicle latch of a vehicle rear door.

LIST OF REFERENCE SIGNS

[0059] 10 motor vehicle latch [0060] 11 latch cover [0061] 11.1 axis of rotation [0062] 12 catch [0063] 13 pawl [0064] 14 drive element [0065] 14.1 external toothing portion [0066] 14.2 bearing seat [0067] 14.3 end stop [0068] 15 worm gear [0069] 16 motor [0070] 17 coupling lever [0071] 17.1 lever receptacle [0072] 18 external locking lever [0073] 18.1 arm [0074] 19 latching contour [0075] 19.1 first position receiving point [0076] 19.2 second position receiving point [0077] 19.3 tipping point [0078] 20 spring mechanism [0079] 21 coil portion [0080] 24 lay-on surface [0081] 25 lay-on surface [0082] 26 contact surface [0083] 30 transmission lever [0084] 30.1 ball head [0085] 30.2 carrier [0086] 40 central locking mechanism [0087] 100 vehicle [0088] 110 rear door [0089] I first position [0090] II second position [0091] III third position [0092] h increased lift [0093] L1 length of first position receiving point [0094] L2 length of second position receiving point