Motor vehicle door lock arrangement

Abstract

A motor vehicle door lock arrangement has a motor vehicle lock and a force transmission chain. An actuation movement may be transmitted via the force transmission chain for opening of the motor vehicle lock. A crash coupling arrangement is provided between two force transmission chain sections, and includes a deflectable coupling element that is at least partly bendable.

Claims

1. A motor vehicle door lock arrangement with a motor vehicle lock, wherein a force transmission chain is provided and wherein an actuation movement may be transmitted via the force transmission chain for opening of the motor vehicle lock, wherein a crash coupling arrangement is provided between two force transmission chain sections, which comprises a coupling element with a coupling contour assigned to one force transmission chain section and which comprises a counter contour assigned to the other force transmission chain section, wherein the coupling element is deflectable into a coupling position, in which its coupling contour is coupled to the counter contour, thereby interconnecting the two force transmission chain sections, and into a decoupling position, in which its coupling contour is decoupled from the counter contour, thereby disconnecting the two force transmission chain sections, wherein an inertial characteristic of the coupling element causes the coupling contour to become or to stay decoupled from the counter contour, when the actuation movement surpasses a rapidity threshold, and causes the coupling contour to become or to stay coupled to the counter contour, when the actuation movement is below the rapidity threshold, wherein the coupling element is at least partly bendable and wherein the coupling element is deflectable into said positions by bending it into said positions, and wherein at least one force transmission chain section comprises a bowden arrangement with a bowden cable and a bowden sheath, wherein the respective bowden cable provides the deflectable coupling element.

2. A motor vehicle door lock arrangement according to claim 1, wherein the motor vehicle lock comprises a catch and a pawl, which is assigned to the catch, wherein the catch can be brought into an opening position and into a closed position, wherein the catch, which is in the closed position, is or may be brought into holding engagement with a lock striker, wherein the pawl may be brought into an engagement position, in which it is in blocking engagement with the catch, wherein for opening of the motor vehicle lock the pawl may be deflected into a release position, in which it releases the catch.

3. A motor vehicle door lock arrangement according to claim 1, wherein for deflecting the coupling element, the coupling element is elastically bendable.

4. A motor vehicle door lock arrangement according to claim 1, wherein the actuation movement of the force transmission chain goes along with an actuation movement of the coupling element, which actuation movement of the coupling element is oriented basically laterally with respect to the deflection movement of the coupling element.

5. A motor vehicle door lock arrangement according to claim 1, wherein the coupling element is spring biased into its coupling position.

6. A motor vehicle door lock arrangement according to claim 1, wherein the actuation movement of the force transmission chain is followed by a reverse movement of the force transmission chain back into a non actuated state.

7. A motor vehicle door lock arrangement according to claim 6, wherein during the reverse movement the coupling element is deflected into its decoupling position.

8. A motor vehicle door lock arrangement according to claim 7, wherein a reset spring is provided for spring biasing the coupling element along a reset contour.

9. A motor vehicle door lock arrangement according to claim 1, wherein the actuation movement comprises an inertia movement section, which is followed by a driving movement section, wherein during the inertia movement section the inertial characteristic of the coupling element causes coupling to or decoupling from the counter contour depending on the rapidity of the actuation movement and wherein during the driving movement section the actuation movement is being transmitted to the motor vehicle lock or runs free depending on the coupling state of the crash coupling arrangement.

10. A motor vehicle door lock arrangement according claim 1, wherein a blocking contour is arranged at the counter contour which prevents the coupling element from falling into the coupling position during the non actuated state of the force transmission chain.

11. A motor vehicle door lock arrangement according claim 1, wherein the counter contour is hook-shaped and wherein in the coupling position the coupling element is hooked to the counter contour.

12. A motor vehicle door lock arrangement according claim 1, wherein at least one section of the force transmission chain is part of the motor vehicle lock.

13. A motor vehicle door lock arrangement according to claim 1, wherein one or more of the crash coupling arrangement and at least one force transmission chain section is provided separately from the motor vehicle lock.

14. A motor vehicle door lock arrangement according to claim 3, wherein for deflecting the coupling element, the coupling element comprises an elastically bendable wire or strip.

15. A motor vehicle door lock arrangement with a motor vehicle lock, wherein a force transmission chain is provided and wherein an actuation movement may be transmitted via the force transmission chain for opening of the motor vehicle lock, wherein a crash coupling arrangement is provided between two force transmission chain sections, which comprises a coupling element with a coupling contour assigned to one force transmission chain section and which comprises a counter contour assigned to the other force transmission chain section, wherein the coupling element is deflectable into a coupling position, in which its coupling contour is coupled to the counter contour, thereby interconnecting the two force transmission chain sections, and into a decoupling position, in which its coupling contour is decoupled from the counter contour, thereby disconnecting the two force transmission chain sections, wherein an inertial characteristic of the coupling element causes the coupling contour to become or to stay decoupled from the counter contour, when the actuation movement surpasses a rapidity threshold, and causes the coupling contour to become or to stay coupled to the counter contour, when the actuation movement is below the rapidity threshold, wherein the crash coupling arrangement is provided separately from the motor vehicle lock, and wherein at least one force transmission chain section comprises a bowden arrangement with a bowden cable and a bowden sheath, wherein the respective bowden cable provides the deflectable coupling element.

16. A crash coupling arrangement for the insertion between two sections of a force transmission chain for a motor vehicle lock, wherein in the installed state, an actuation movement may be transmitted via the force transmission chain for opening of the motor vehicle lock, wherein the crash coupling arrangement comprises a coupling element with a coupling contour assigned to one force transmission chain section and comprises a counter contour assigned to the other force transmission chain section, wherein the coupling element is deflectable into a coupling position, in which its coupling contour is coupled to the counter contour, thereby interconnecting the two force transmission chain sections, and into a decoupling position, in which its coupling contour is decoupled from the counter contour, thereby disconnecting the two force transmission chain sections, wherein an inertial characteristic of the coupling element causes the coupling contour to become or to stay decoupled from the counter contour, when the actuation movement surpasses a rapidity threshold, and causes the coupling contour to become or to stay coupled to the counter contour, when the actuation movement is below the rapidity threshold, wherein at least one force transmission chain section comprises a bowden arrangement with a bowden cable and a bowden sheath, wherein the respective bowden cable provides the deflectable coupling element.

17. A crash coupling arrangement according to claim 16, wherein the crash coupling arrangement comprises a housing, which carries the coupling element with its coupling contour and which carries the counter contour.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) Some embodiments will hereinafter be described in conjunction with the appended drawings, in which

(2) FIG. 1 illustrates a motor vehicle door lock arrangement in the installed state,

(3) FIG. 2 illustrates a) the motor vehicle lock of the motor vehicle door lock arrangement shown in FIG. 1, and b) the crash coupling arrangement of the motor vehicle door lock arrangement shown in FIG. 1, each in a partly demounted state,

(4) FIG. 3 illustrates the crash coupling arrangement shown in FIG. 2b) during normal operation in top view a) in the non-actuated state, b) during the inertia movement section and c) during the driving movement section, and

(5) FIG. 4 illustrates the crash coupling arrangement in a crash situation a) in the non-actuated state, b) during the inertia movement section and c) during the driving movement section.

DETAILED DESCRIPTION

(6) Referring to the figures, the motor vehicle door arrangement 1 comprises a motor vehicle lock 2. It may also comprise, as shown in FIG. 1, a door handle 3, which here is an outer door handle.

(7) The motor vehicle lock 2 shown in the drawings is assigned to a motor vehicle door arrangement which comprises the motor vehicle door 4 as also shown in FIG. 1. Regarding the broad interpretation of the expression door reference is made to the introductory part of the specification. Here the motor vehicle door 4 is a side door of the motor vehicle.

(8) FIG. 1 shows that a force transmission chain 5 is provided, wherein an actuation movement, induced by a manual operation of the door handle 3, may be transmitted via the force transmission chain 5 to the motor vehicle door 2 in order to open the motor vehicle lock 2.

(9) The motor vehicle lock 2 comprises a lock mechanism (not shown) which allows to bring the motor vehicle lock 2 into a different locking states like unlocked or locked. In the locking state unlocked an actuation movement induced by the door handle 3 leads to opening of the motor vehicle lock 2. In the locking state locked, the actuation movement runs free.

(10) The force transmission chain 5 comprises at least two force transmission chain sections 5a, 5b, wherein one force transmission chain section 5a is at least partly realized as a bowden arrangement and wherein the other force transmission chain section 5b is part of the motor vehicle lock 2. Other mechanical structures of the force transmission chain 5 are possible, as will be explained later.

(11) In order to prevent an unintended opening of the motor vehicle lock 2 and in the end an unintended opening of the motor vehicle door 4, a crash coupling arrangement 6 is provided between the two force transmission chain sections 5a, 5b. The general idea underlying the crash coupling arrangement 6 is to disconnect the two force transmission chain sections 5a, 5b in the case that high crash accelerations lead to an actuation movement with high rapidity. For this, the crash coupling arrangement 6 comprises a coupling element 7 with a coupling contour 8, which is assigned to one force transmission chain section 5a. The crash coupling arrangement 6 also comprises a counter contour 9, which is assigned to the other force transmission chain section 5b, as may be taken from FIG. 3.

(12) The coupling element 7 is deflectable into a coupling position (FIG. 3b, c), in which its coupling contour 8 is coupled to the counter contour 9, thereby interconnecting the two force transmission chain sections 5a, 5b. The coupling element 7 is also deflectable into a decoupling position (FIG. 3a), in which its coupling contour 8 is decoupled from the counter contour 9, thereby disconnecting the two force transmission chain sections 5a, 5b.

(13) The above noted freewheeling crash concept is now based on the idea that an inertial characteristic of the coupling element 7 causes the coupling contour 8 to become or to stay decoupled from the counter contour 9, when the actuation movement surpasses a rapidity threshold (FIG. 4), and causes the coupling contour 8 to become or to stay coupled to the counter contour 9, when the actuation movement is below the rapidity threshold (FIG. 3).

(14) FIGS. 3 and 4 show that the coupling element 7 is at least partly bendable, wherein the coupling element 7 is deflectable into the above noted positions by bending it into those positions. As noted above, a hinge arrangement is not necessary according to this first teaching.

(15) It will be explained later in detail that FIG. 3 shows the normal operation of the crash coupling arrangement 6. Starting from the non-actuated state in FIG. 3a, a normal actuation movement induced by the door handle 3 leads to spring biased falling of the coupling element 7 into its coupling position shown in FIG. 3b. Further actuation leads to the force transmission chain section 5a pulling the force transmission chain section 5b in FIG. 3 to the left.

(16) FIG. 4 shows a crash situation, in which an unintended actuation movement is induced by crash accelerations. Starting from the non-actuated state in FIG. 4a the very rapid, crash induced actuation movement does not allow the coupling element 7 to fall into its coupling position, before it passes the counter contour 9. When the coupling element 7 finally reaches its coupling position, it travelled way passed the counter contour 9 and runs free, as shown in FIG. 4c.

(17) The present invention may be applied to motor vehicle locks 2 of different structure. Here the motor vehicle lock 2 comprises a catch 10 and a pawl 11, which is assigned to the catch 10. The catch 10 can be brought into an opening position (not shown) and into a closed position (FIG. 1), wherein the catch 10, which is in the closed position, is in holding engagement with a lock striker 12, which is shown in dotted lines in FIG. 1. The pawl 11 may be brought into an engagement position (FIG. 1), in which it is in blocking engagement with the catch 10. For opening of the motor vehicle lock 2 the pawl 11 may be deflected into a release position, in which it releases the catch 10. In the detail view of FIG. 1 such deflection of the pawl 11 for opening of the motor vehicle lock 2 would be a pivot movement of the pawl 11 in a clockwise direction. The motor vehicle lock 2 comprises an actuation lever 13, which actuation leads to deflecting the pawl 11 for opening of the motor vehicle lock 2, if the locking mechanism of the motor vehicle lock 2 is in the respective blocking state.

(18) In the shown embodiment, one force transmission chain section 5b is connected to the actuation lever 13 of the motor vehicle lock 2.

(19) In an embodiment, for deflecting the coupling element 7, the coupling element 7 is elastically bendable. The bendability of the coupling element 7 may be realized in various ways. For example, the coupling element 7 may comprise an elastically bendable wire or strip. The bendable section of the coupling element 7 may be of metal, plastic, rubber or the like.

(20) The actuation movement of the force transmission chain 5 goes along with an actuation movement of the coupling element 7. The actuation movement in FIGS. 3 and 4 is a movement to the left. In an embodiment, the actuation movement of the coupling element 7 is oriented basically laterally with respect to the deflection movement of the coupling element 7, which deflection movement in FIGS. 3 and 4 is an up and down movement.

(21) In the shown drawings the coupling element 7 is spring biased into its coupling position. In an embodiment, the spring bias is provided by a coupling spring 14, which can be realized as a pressure spring. Generally, the coupling spring 14 may be realized as a tension spring as well. In an embodiment, the coupling spring 14 is a spiral spring, as shown in the drawings. The coupling spring 14 shown in FIGS. 3 and 4 provides said spring bias with its bendability around a bending axis, which is perpendicular to the longitudinal extension of the coupling spring 14. The coupling spring 14 is fixed at one end 14a in order to be able to provide the spring bias. The spring bias is therewith provided by the elastic bendability of the coupling spring 14.

(22) Alternatively, the above noted spring bias of the coupling element 7 may be provided by the elasticity of the coupling element 7 itself. Depending on the mechanical structure of the coupling element 7, an above noted coupling spring 14 is necessary or may be omitted.

(23) An actuation movement of the force transmission chain 5 in an embodiment is generally followed by a reverse movement of the force transmission chain 5 back into its non-actuated state (FIG. 3a, 4a). The actuation movement during normal operation goes along with deflecting of the pawl 11 into its release position, if the locking mechanism of the motor vehicle lock 2 is in a respective locking state. The reverse movement of the force transmission chain 5 only serves as a reset of the force transmission chain 5 into its non-actuated state.

(24) In an embodiment, the actuation movement comprises an inertia movement section 15, which is followed by a driving movement section 16, wherein during the inertia movement section 15 the inertial characteristic of the coupling element 7 causes coupling to or decoupling from the counter contour 9 depending on the rapidity of the actuation movement. This may be apparent from a comparison of FIG. 3 and FIG. 4.

(25) During the driving movement section 16 the actuation movement is being transmitted to the motor vehicle lock 2 or runs free depending on the coupling state of the crash coupling arrangement 6. This becomes clear from a comparison of FIG. 3c and FIG. 4c.

(26) In an embodiment, in the non-actuated state of the force transmission chain 5, the coupling element 7 stays in its decoupled position.

(27) During the inertia movement section 15, depending on the rapidity of the actuation movement, the coupling contour 8 falls into coupling engagement with the counter contour 9 (FIG. 3b) or passes the counter contour 9 (FIG. 4b). The mass inertia of the coupling element 7 prevents an immediate spring biased falling of the coupling element 7 into the coupling position during the actuation movement. Basically, it is the mass as well as the mass distribution of the coupling element 7, that defines whether the spring bias of the coupling element 7 causes coupling (FIG. 3b) or decoupling (FIG. 4b) during the actuation movement.

(28) Interesting is now the fact that during the reverse movement the coupling element 7 is deflected into its decoupling position, which is shown in FIG. 3a, 4a. For this a reset contour 17 can be provided, wherein the coupling element 7 slides along the reset contour 17 during the reverse movement, deflecting the coupling element 7 into the decoupling position (sequence from FIG. 3c to FIG. 3a and sequence from FIG. 4c to FIG. 4a).

(29) Regarding the reverse movement under normal operation it is to be noted that starting from the actuated state shown in FIG. 3c, this movement goes along with a relative movement between the two force transmission chain sections 5a, 5b, such that the coupling element 7 may slide along the reset contour 17 with a follower contour 18.

(30) In particular for ensuring the above noted relative movement between the force transmission chain sections 5a, 5b, a reset spring 19 is provided for spring biasing the coupling element 7 along the reset contour 17. In an embodiment, the reset spring 19 acts onto the coupling element 7 in FIGS. 3 and 4 to the right.

(31) A particularly compact structure results from the fact, that the reset spring 19 and the above noted coupling spring 14 are realized as one and the same spring. Generally it is possible that two separate springs are being realized.

(32) FIGS. 3a and 4a show that a blocking contour 20 is arranged at the counter contour 9, which prevents the coupling element 7 from falling into the coupling position during the non-actuated state of the force transmission chain. This blocking contour 20 can comprise a ramp-like contour which dynamically deflects the coupling element 7 when a crash induced actuation movement of the force transmission chain 5 occurs.

(33) There are various possibilities for the realization of the counter contour 9 possible. In an embodiment, the counter contour 9 is hook-shaped, wherein in the coupling position the coupling element 7 with its coupling contour 8 is hooked to the counter contour 9. For good engagement with the hook-like counter contour 9, the coupling element 7 can be designed bolt-like.

(34) It has been noted already that the proposed solution may be realized in various structural ways. FIG. 2 shows that one force transmission chain section 5b is part of the motor vehicle lock 2, while the crash coupling arrangement 6 can be provided separately from the motor vehicle lock 2 and, in some embodiments, attached to the motor vehicle lock 2. As shown in FIG. 2b the force transmission chain section 5b comprises a cable-like section. However, it may be advantageous that the counter contour 9 is part of the above noted actuation lever 13 of the motor vehicle lock 2.

(35) In an embodiment, the crash coupling arrangement 6 is provided separately from the motor vehicle lock 2, such that it may be attached to the motor vehicle lock 2 as noted above. In addition, the force transmission chain section 5a can be provided separately from the motor vehicle lock 2 as well. This separate force transmission chain section 5a is advantageously connected to a door handle 3.

(36) It may be pointed out that it is possible that both force transmission chain sections 5a, 5b are part of the motor vehicle lock 2. This is also applicable for the crash coupling arrangement 6, which may be integrated into the motor vehicle lock 2 as well. In such cases, an additional force transmission chain has to be realized, which provides a driving connection between the door handle 3 and the motor vehicle lock 2.

(37) On the other hand, in an embodiment both force transmission chain sections 5a, 5b are provided separately from the motor vehicle lock 2. Again, this may well be applicable for the crash coupling arrangement 6, which, when realized separately from the motor vehicle lock 2, allows to flexibly provide or not provide an existing motor vehicle lock 2 with a crash coupling arrangement 6.

(38) It may be pointed out, that at least part of the force transmission chain 5 and/or part of the crash coupling arrangement 6 may be part of a door handle 3, in particular an outer door handle 3 of the motor vehicle door lock arrangement 1.

(39) An especially cost effective and compact structure may be achieved if at least one force transmission chain section 5a, 5b comprises a bowden arrangement 21 with a bowden cable 22 and a bowden sheath 23, which surrounds the bowden cable 22. The bowden cable 22 runs in a well known manner within and along the bowden sheath 23. In an embodiment, the respective bowden cable 22 provides the deflectable coupling element 7, such that the bowden cable 22 is used for two functions, namely the function of transmitting an actuation movement and the function of ensuring the disconnection of the two force transmission chain sections 5a, 5b, when the actuation movement surpasses a rapidity threshold. As noted above, the spring bias of the coupling element 7 into its coupling position goes back on the bending elasticity of the bowden cable 22 of the respective force transmission chain 5a.

(40) As shown in the drawings, in an embodiment the coupling contour 8 and/or the counter contour 9 is/are provided by an end section/end sections of the bowden cable/bowden cables of the respective force transmission chain sections 5a, 5b.

(41) According to a second teaching a motor vehicle door lock arrangement 1 with a motor vehicle lock 2 is claimed. For this second teaching, it is of particular importance that the crash coupling arrangement 6 is provided separately from the motor vehicle lock 2. It is also to be noted that for this second teaching various mechanical structures for the coupling element 7 are possible besides the structure of a bendable coupling element 7. Reference is made to all explanations given for the first teaching.

(42) According to a third teaching, a crash coupling arrangement 6 can be provided separately from the motor vehicle lock 2. Again, reference is made to the explanations given for the aforementioned teachings.

(43) As shown in the drawings the crash coupling arrangement 6 comprises a housing 24, which carries the coupling element 7 with its coupling contour 8 and which carries the counter contour 9. The housing 24 can be closed with the exception of the interface areas 25, 26 for the two force transmission chain sections 5a, 5b. As shown in the drawings, the housing of the crash coupling arrangement 6 is realized separately from the housing of the motor vehicle lock 2. The crash coupling arrangement 6 is a crash module that may be added to an existing motor vehicle lock 2 as an independently produced module.