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 for a motor vehicle rear door, the motor vehicle latch comprising: a latch cover; a locking mechanism having a catch and at least one pawl; at least one coupling lever; at least one electrical drive having a drive element, the at least one coupling lever assuming various positions and interacting with the drive element and a central locking mechanism, the at least one coupling lever being connected to the drive element to assume the various positions, wherein the drive element has a latching contour having at least two position receiving points, at least one of the at least two position receiving points being asymmetrical, and a spring mechanism that cooperates with the latching contour whereby the at least one coupling lever is configured to be positioned in the various positions, wherein, in a first position receiving point of the at least two position receiving points, the spring mechanism has a contact point on a lay-on surface, and wherein in a second position receiving point of the at least two position receiving points, the spring mechanism has a contact point having a contact surface.

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

3. The motor vehicle latch according to claim 2, wherein the various positions include a first position having a first adjustment angle, a second position having a second adjustment angle, and a third position having a third adjustment angle, wherein the second adjustment angle of the second position and/or the third adjustment angle of the third position are larger than the first adjustment angle of the first position.

4. The motor vehicle latch according to claim 3, wherein the second 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 4, 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 4, wherein the tipping point form a highest point between the apex of the second position receiving point and another apex of the first position receiving point.

7. The motor vehicle latch according to claim 3, wherein the first position receiving point is of a first length, and at least the second position receiving point is of a second length, the second length of the second position receiving point being greater than the first length of the first position receiving point.

8. The motor vehicle latch according to claim 1, wherein the at least two position receiving points are formed to be semi-circular and/or V-shaped.

9. The motor vehicle latch according to claim 1, wherein the spring mechanism is a torsion spring, wherein a coil portion of the spring mechanism is configured to contact at least with lay-on surface of the at least two position receiving points.

10. The motor vehicle latch according to claim 9, wherein a length of a first position receiving point of the at least two position receiving points is smaller than a diameter of the coil portion.

11. The motor vehicle latch according to claim 9, wherein the torsion spring is a double torsion spring.

12. The motor vehicle latch according to claim 1, wherein the spring mechanism is arranged on the latch cover or on the coupling lever.

13. The motor vehicle latch according to claim 1, wherein the spring mechanism comprises at least two fastening ends.

14. The motor vehicle latch according to claim 1, wherein the drive element is a worm gear and comprises an external toothing portion which is engageable with the electrical drive.

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

16. The motor vehicle latch according to claim 1, wherein the drive element comprises a mechanical end stop, wherein the mechanical end stop is configured for contact with a housing stop on the latch cover or a latch casing.

17. The motor vehicle latch according to claim 1, wherein the at least one coupling lever is arranged on the drive element, wherein the drive element is rotatable about an axis of rotation.

18. The motor vehicle latch according to claim 1, wherein the at least two position receiving points are formed as concave receptacles in the latching contour that enable the spring mechanism to slide into the at least two position receiving points.

19. A motor vehicle latch for a motor vehicle rear door, the motor vehicle latch comprising: a latch cover; a locking mechanism having a catch and at least one pawl; at least one coupling lever; at least one electrical drive having a drive element, the at least one coupling lever assuming various positions and interacting with the drive element and a central locking mechanism, the at least one coupling lever being connected to the drive element to assume the various positions, wherein the drive element has a latching contour having at least two position receiving points, at least one of the at least two position receiving points being asymmetrical, and a spring mechanism that cooperates with the latching contour whereby the at least one coupling lever is configured to be positioned in the various positions, wherein the at least one coupling lever is rotatably mounted on a bearing seat on the drive element, and is operatively connected to an external locking lever by a transmission lever.

20. A motor vehicle latch for a motor vehicle rear door, the motor vehicle latch comprising: a latch cover; a locking mechanism having a catch and at least one pawl; at least one coupling lever; at least one electrical drive having a drive element, the at least one coupling lever assuming various positions and interacting with the drive element and a central locking mechanism, the at least one coupling lever being connected to the drive element to assume the various positions, wherein the drive element has a latching contour having at least two position receiving points, at least one of the at least two position receiving points being asymmetrical, and a spring mechanism that cooperates with the latching contour whereby the at least one coupling lever is configured to be positioned in the various positions, wherein the at least two position receiving points are formed as concave receptacles in the latching contour that enable the spring mechanism to slide into the at least two position receiving points.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) Further features that improve the invention will become clear from the following description of some embodiments of the invention which are shown schematically in the figures. In this case, it should be noted that the figures are merely descriptive in character and are not intended to limit the invention in any way. Thus, embodiments are also to be considered covered and disclosed by the invention which are not explicitly shown or explained in the figures, but are clear from and can be achieved by separated combinations of features from the embodiments explained. In the figures, the same reference signs denote the same or functionally similar components, unless otherwise specified.

(2) In the figures:

(3) FIG. 1A shows a first possible embodiment of a motor vehicle latch according to the invention in a first position/functional position,

(4) FIG. 1B shows the embodiment of FIG. 1A in a second position/functional position,

(5) FIG. 1C shows the embodiment of FIG. 1A in a third position/functional position,

(6) FIG. 2A is a detailed view of the drive in the first position/functional position,

(7) FIG. 2B is a detailed view of the drive in the second position/functional position,

(8) FIG. 2C is a detailed view of the drive in the third position/functional position, and

(9) FIG. 3 shows a motor vehicle comprising a motor vehicle latch according to the invention.

DETAILED DESCRIPTION

(10) 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.

(11) 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.

(12) 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.

(13) 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.

(14) 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.

(15) 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.

(16) 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.

(17) 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.

(18) 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.

(19) 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.

(20) 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.

(21) 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 FIGS. 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.

(22) 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.

(23) 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 α+β, 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 α. 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 α+γ. The portion between the tipping point 19.3 and the adjustment angle α+γ 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 α+γ or the adjustment angle α+β. The drive element 14 preferably reaches the adjustment angle α+β only by means of electrical/electromechanical operation. The adjustment angle β thus defines the increased lift h of the external locking lever, as shown in FIG. 1C.

(24) Only when the adjustment angle α+γ or α+β is reached, is the central locking system disengaged. In the angular region α between the tipping point 19.3 as far as the angular position α+γ, 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.

(25) 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

(26) 10 motor vehicle latch 11 latch cover 11.1 axis of rotation 12 catch 13 pawl 14 drive element 14.1 external toothing portion 14.2 bearing seat 14.3 end stop 15 worm gear 16 motor 17 coupling lever 17.1 lever receptacle 18 external locking lever 18.1 arm 19 latching contour 19.1 first position receiving point 19.2 second position receiving point 19.3 tipping point 20 spring mechanism 21 coil portion 24 lay-on surface 25 lay-on surface 26 contact surface 30 transmission lever 30.1 ball head 30.2 carrier 40 central locking mechanism 100 vehicle 110 rear door I first position II second position III third position h increased lift L1 length of first position receiving point L2 length of second position receiving point