EP1394345A2 - Motor vehicle lock - Google Patents

Abstract

The mechanism has an axis (1) with a rotatable latch member (2) with two catches (3,4) engaging a projection on a spring- loaded catch member (6) on a second shaft (5). A magnet (20) on this catch may move past hall sensor elements (18,19). A setting device (7) has a small pinion (8) driving a large pinion (9) with magnets (22-24) and a D-shaped element (10) engaging the end of the catch member.

Description

The present invention relates to a motor vehicle lock with the features of the preamble of claim 1 or claim 6 or claim 11. Present are all types of hoods, flaps or door locks combined.

Motor vehicle locks of the type in question are on the one hand with an opening aid function, so the motorized lifting of the pawl, and on the other hand with an auxiliary locking function, i.e. the motorized adjustment of the Lock latch fitted from the pre-locking to the main locking position.

A motor vehicle lock known from the prior art (DE 197 14 992 A1) has two separate actuators for this purpose, namely an auxiliary opening drive and an auxiliary locking drive. With this configuration, the two actuators each specifically for one of the two functions mentioned above interpret. This is particularly advantageous against the background that for the realization of the opening aid function with significantly lower forces or torques are to be calculated as with the locking aid function. this will especially clear when you consider that the locking aid function does not only the lock latch, but the entire motor vehicle door can be moved.

Furthermore, a motor vehicle lock is known from the prior art, which both of the above functions are guaranteed with a single actuator (DE 199 19 765 A1). Here the actuator has a crank mechanism that can be coupled with the lock latch on the one hand and with the pawl on the other hand. When the crank mechanism is actuated in one direction, the Bring the lock latch from the pre-locking to the main locking position. Upon further actuation of the crank mechanism in the same direction can then release the pawl dig. The crank mechanism is designed such that at a full revolution the crank mechanism first operated the lock latch and then the pawl becomes. One problem here is that the design of the crank mechanism far-reaching design restrictions for the rest of the motor vehicle lock entails. The uneven load on the actuator also leads to the two functions mentioned to the already mentioned problem with it Interpretation. Ultimately, it generally strikes a full turn of the actuator fluctuating load even in a comparatively short service life of the actuator.

The known motor vehicle lock (DE 198 04 516 A1), of which the invention the realization of the two functions mentioned above also shows with only one actuator for a tailgate lock. The actuator here has a drive motor, which has a free clutch and a Drive shaft connected to a cam, hereinafter referred to as an actuator is. The actuator is adjustable by the drive motor, so that on Actuating element arranged stop shoulders with one arranged on the lock latch Carriage projection and can be brought into engagement with the pawl are.

When the control element is adjusted in a first direction, the control element comes engages with the pawl and lifts it - opening aid function -. The control element and the lock latch are on the same axis pivotable. By adjusting the control element in a second, the first Direction opposite direction, it is possible to use the actuator Carrying tab on the lock latch to engage and the lock latch to bring from the pre-locking to the main locking position - locking aid function -. The locking aid function is triggered when the pawl and lock latch by pressing the tailgate that was initially open into the pre-locking position brought. The corresponding query is available on the Pawl made only to trigger the locking aid function, when both the latch and pawl are in the pre-engaged position to have. Again, it is the case that a single actuator for two different Functions that load the actuator differently is provided so that the above problem in the design of the actuator remains unsolved.

The problem also arises with the motor vehicle lock mentioned above Control. To avoid malfunctions, the detection and the evaluation of the position of the pawl and the actuator is required. With the present only slight deflections of the actuator or actuator this can only be achieved through a complex sensor concept.

The constructive design therefore has an immediate effect with what has been said above back to the requirements of the sensor concept. A separation between constructive design and sensor concept cannot be implemented here. This becomes particularly clear with that known from the prior art Motor vehicle lock (DE 297 14 953 U1) with lock latch and pawl, whereby the pawl has a lever arm which is in the main rest position Pawl operated a switch and the little pawl movement from the pre-locking to the main locking position in one of the sensor - Switch - resolvable movement "translates".

The invention is based on the problem, the previously described motor vehicle flap lock to design and develop such that at low Cost maximum mechanical and control-related operational reliability is achieved.

The problem outlined above is for a motor vehicle flap lock according to the preamble of claim 1 by the features of the characterizing Part of claim 1 solved.

First of all, it is essential that the one intended for the locking aid function Coupling between the actuator and the lock latch a reduction gear having. The result is that for the locking auxiliary function of the actuator applied torque is reduced, so that the realization of the Opening aid function on the one hand and to implement the closing aid function on the other hand, the required torques are matched to one another. Herewith is first achieved that the actuator is loaded more evenly. Further the reduction of the required torque allows the selection of an appropriate one lower torque motor, which in turn leads to a cost reduction leads.

In the simplest embodiment, the reduction gear is around an axis pivotable, preferably substantially disc-shaped, transmission element designed. For coupling the control element with the lock latch the transmission element has a first actuating surface and a second actuating surface on. The actuating surfaces are arranged so that the desired Reduction ratio is reached. The design of the transmission element as a disc-shaped element leads to a particularly space-saving and simple design.

After another lesson that has independent meaning, the Problem underlying the invention by a motor vehicle flap lock according to the preamble of claim 6 with the features of characterizing part of claim 6 solved.

The subject of this further teaching leads to a control technology particularly robust and simple solution. It is provided here that Detection of the position of the pawl two fixed relative to the pawl Hall sensors are arranged in the motor vehicle lock. The pawl points a magnet, depending on the position of the pawl in the detection areas of the Hall sensors. The Hall sensors are in the motor vehicle lock and the magnet is arranged on the pawl such that when in the open position located pawl the magnet outside the detection areas of the both Hall sensors is that when the pawl is in the pre-locked position the magnet is in the detection range of one of the two Hall sensors and that when the pawl is in the main detent position, the magnet in the detection areas both Hall sensors.

Another independent teaching is the subject of claim 11. Here too is about the appropriate use of several magnets in connection with a Hall sensor.

Fig. 1

in schematischer Darstellung ein Kraftfahrzeugschloß mit Schloßfalle und Sperrklinke in Hauptraststellung, das Stellelement in der Ausgangsstellung,

Fig. 2

das Kraftfahrzeugschloß aus Fig. 1, das Stellelement mit Eingriffselement bei Beginn der Öffnungshilfsfunktion,

Fig. 3

das Kraftfahrzeugschloß von Fig. 1, nunmehr die Sperrklinke bereits in Vorraststellung verlagert,

Fig. 4

das Kraftfahrzeugschloß aus Fig. 1, nunmehr Sperrklinke und Schloßfalle in Öffhungsstellung, das Stellelement in Ausgangsstellung rückgestellt,

Fig. 5

das Kraftfahrzeugschloß nach erneutem Schließvorgang mit Schloßfalle und Sperrklinke in Vorraststellung, das Stellelement mit Eingriffselement bei Beginn der Schließhilfsfunktion,

Fig. 6

das Kraftfahrzeugschloß mit Schloßfalle und Sperrklinke in Hauptraststellung, also am Ende der Schließhilfsfunktion, das Stellelement vor der Rückkehrbewegung in die Ausgangsstellung.

The invention is explained in more detail below with reference to a drawing which describes only one exemplary embodiment. In the drawing shows

Fig. 1

a schematic representation of a motor vehicle lock with lock latch and pawl in the main rest position, the control element in the starting position,

Fig. 2

1, the actuating element with the engagement element at the start of the opening aid function,

Fig. 3

1, now the pawl has already been shifted into the pre-locking position,

Fig. 4

the motor vehicle lock from Fig. 1, now pawl and lock latch in the open position, the actuating element is reset in the starting position,

Fig. 5

the motor vehicle lock after another closing operation with the lock latch and pawl in the pre-locking position, the actuating element with the engagement element at the beginning of the locking aid function,

Fig. 6

the motor vehicle lock with lock latch and pawl in the main latching position, that is to say at the end of the locking aid function, the actuating element before the return movement to the starting position.

The motor vehicle lock shown in the drawing (Fig. 1) has one Axle 1 swiveling lock latch 2 with a preliminary catch 3 and a main catch 4 on. Furthermore, a pawl 6 pivotable about an axis 5 is shown, wherein the lock latch 2 and the pawl 6 each in an open position, in a Prelock position and can be brought into a main rest position. In the drawing (Fig. 1) are the lock latch 2 and the pawl 6 in the main click position. The pawl in the pre-locked position or in the main locked position 6 is in engagement with the preliminary catch 3 or the main catch 4 of the lock latch 2 and holds the lock latch 2 in the pre-locking position or in the main locking position. The motor vehicle lock has an actuator 7, which is a drive motor 8 driven actuating element 9 with an engaging element arranged thereon 10 has. On the one hand, the actuator 7 ensures an auxiliary opening function and on the other hand a locking aid function, as shown below becomes.

By actuating the actuator 7 from the starting position shown out in a first direction, to the right in the drawing, the Lift out pawl 6 by means of the control element 9, which opens the auxiliary opening function is realized (Fig. 2, Fig. 3, Fig. 4). By actuating the actuator 7 from the starting position in a second, the first direction opposite direction, to the left in the drawing, is the actuating element 9 can be coupled with the lock latch 2. As a result, the lock latch 2 is from the pre-locking position Can be brought into the main catch position, which implements the locking aid function (Fig. 5, Fig. 6).

The coupling required to implement the locking auxiliary function Control element 9 and lock latch 2 has a reduction gear 11, which will be discussed in more detail below. First of all, it is essential that the on the control element 9 for the adjustment of the lock latch 2 from the Vorrast- in the main rest position required torque is reduced. The Indian Drawing shown design can be seen that the torque required to lift the pawl 6 (Fig. 2, 3, 4) is far less than that to adjust the lock latch 2 from the Vorrast- in the main rest position required torque. Here are the immediate ones on the pawl 6 or on the lock latch 2 acting torques. By interposing the reduction gear 11 between Actuator 9 and lock latch 2 (Fig. 5 and 6) is achieved by the actuator 7 torques to be applied for the realization of the opening aid function and the locking aid function are adjusted to each other. In general Part of the description has already been explained that this is the interpretation the actuator 7, in particular the drive motor 8 is optimized and that due to the more even loading of the drive motor 8, its reliability and lifespan can be increased.

The actuating element 9 of the actuator 7 is rotatable about the axis 12 in the present case and has the coupling to the pawl 6 or with the lock latch 2 Engagement element 10 on. The axis 12 of the control element 9 is essentially aligned parallel to the axis 1 of the lock latch 2 and spaced from this. This spacing of the axis 12 of the actuating element 9 leads to an interposition of the reduction gear 11 between the control element 9 and Lock latch 2 is easily possible.

For the structural design of the actuator 7, in particular the actuator 9, the prior art offers a number of alternatives. Especially the configuration of the actuating element 9 as a around the axis 12 is preferred rotatable worm wheel, wherein the engaging element 10 as a parallel to the Axis 12 extending, arranged on the end face 13 of the worm wheel 9 Coupling pin is designed.

Also for the reduction gear 11 are numerous from the prior art Alternatives known. A particularly preferred embodiment is in the Drawing shown. Here is the reduction gear 11 as about an axis 14 pivotable transmission element 15 configured. The design of the Transmission element 15 is largely arbitrary as long as the following boundary conditions are fulfilled. The transmission element 15 has a first actuating surface 16 and a second actuating surface 17. From the drawing (Fig. 5, 6) can be seen that when adjusting the actuator 9th to the left the engaging element 10 engages with the first actuating surface 16 comes, the transmission element 15 is moved clockwise and over the second actuating surface 17 with the lock latch located in the pre-locking position 2 comes into engagement. This creates a positive connection between the control element 9 and the lock latch 2, which ultimately the for the locking auxiliary function required coupling between actuator 9 and Lock latch 2 guaranteed.

It can be shown the aspect ratios of the transmission element 15th derive that the transmission element 15 is nothing more than a lever, and that the leverage here for the function of the reduction gear 11th is exploited.

Depending on the desired reduction ratio, it can also be advantageous that Reduction gear 11 to design multi-stage. This can be particularly the case with Motor vehicles with particularly heavy doors can be advantageous in the realization the locking auxiliary function by the actuator 7 in its closed position have to be brought.

For optimal use of the structural design described achievable advantages include taking into account the control technology required for this. This is the subject of another Teaching that has independent meaning.

According to the further teaching, it is envisaged that the opening aid function by an actuating button arranged on the outside of the flap (tailgate or the like) is triggered. The locking aid function, however, is triggered when the first open flap is pressed, the lock latch 2 and the pawl 6 are brought into the pre-locking position. So it's especially one Reliable detection of the condition in which the lock latch 2 and the pawl 6 are in the pre-locking position. This is preferred in Configuration queried the position of the pawl 6.

To query the position of the pawl 6 are in the vicinity of the pawl 6 two Hall sensors 18, 19 are provided. The pawl 6 has a magnet 20, which depending on the position of the pawl 6 in the detection area one of the two Hall sensors 18, 19 (FIGS. 3, 5), at the same time in the detection areas both Hall sensors 18, 19 (FIGS. 1, 2, 6) or in none of the detection areas of the two Hall sensors 18, 19 (FIG. 4). By appropriate evaluation the sensor signals of the Hall sensors 18, 19 is thus the position of the pawl 6 clearly identifiable.

In a particularly preferred embodiment it is provided that in the open position located pawl 6 of the magnet 20 outside the detection ranges of both Hall sensors 18, 19 (Fig. 4) is that in the pre-locked position Pawl 6 of the magnet 20 in the detection area of only one of the two Hall sensors 18, 19, in particular the Hall sensor 18 (Fig. 3, 5), and that at in the main locking position pawl 6, the magnet 20 at the same time in the Detection ranges of both Hall sensors 18, 19 lies (Fig. 1, 2, 6).

The determination of the three pawl positions by two binary sensors offers basically the advantage of redundant coding. This means that overall more sensor states than positions to be determined are possible. present three different sensor states are possible while only three pawl positions are to be determined. As a result, the probability is that incorrect measurements remain undetected and thus cause a malfunction, reduced because a faulty sensor signal with a certain probability leads to an "illegal" signal state.

In a preferred embodiment, the magnet 20 is as far as possible from the axis 5 the pawl 6 removed, so that even small deflections of the pawl, for example, the adjustment of the pawl 6 from the pre-locking position in the Main resting position, resolved by the two Hall sensors 18, 19, that is to say as a result can be detected.

The control element 9 of the actuator is used to implement the auxiliary opening function 7 adjusted from the starting position to the right in the drawing, until the pawl 6 is raised. Then the control element 9 in the initial position is adjusted back (Fig. 1 - Fig. 2 - Fig. 3 - Fig. 4). For realization the locking aid function is the control element 9 of the actuator 7 in the drawing adjusted to the left until the lock latch 2 is in the main click position located. Then the control element 9 is again in the starting position adjusted back (Fig. 5 - Fig. 6 - Fig. 1). The one for the opening aid function and actuation to be carried out for the locking auxiliary function of the actuating element 9 therefore basically requires a return movement of the control element 9.

A particularly easy way to control the movements described above of the actuating element 9 is that a relative to the actuating element 9 stationary, another Hall sensor 21 in the present exemplary embodiment is provided and that a first, a second and a third on the control element 9 Magnet 22, 23, 24 is provided. When adjusting element 9 is off the starting position shown (Fig. 1) out in the drawing to the right (Fig. 1 - 2 - 3), the first magnet 22 comes into the detection range of the Hall sensor 21, when adjusting the control element 9 from the initial position the third magnet 24 comes out to the left (FIGS. 5-6) into the detection area of the Hall sensor 21 and when adjusting the control element 9 from a deflected out into the starting position (Fig. 1) comes the second Magnet 23 in the detection area of the Hall sensor 21. With this a Hall sensor 21 and the three magnets 22, 23, 24 arranged on the control element 9 the endpoints for the opening aid function and the locking auxiliary function required movements of the actuating element 9 detect and control accordingly. You can choose the one you want Movements due to the arrangement of the magnets 22, 23, 24 largely arbitrary can be set.

In a preferred embodiment, it is such that when the adjusting element is adjusted 9 by more than 90 °, preferably by approximately 135 °, in the first direction, in the drawing to the right, from the starting position (Fig. 1) out the first Magnet 22 comes into the detection range of Hall sensor 21. More preferred Design comes the third magnet 24 when the Adjusting element 9 by more than 90 °, preferably by approximately 125 °, in the second Direction, to the left in the drawing, from the starting position to the Detection area of the Hall sensor 21.

Finally, it should be pointed out that in a particularly preferred embodiment a central control unit is provided and that the Hall sensors 18, 19, 21 are connected to the control unit. These are described in this control unit Sequences of movements, in particular the reversal of direction described above, programmed.

Claims (13)

Motor vehicle lock
with a lock latch (2) pivotable about an axis (1), the lock latch (2) having a preliminary catch (3) and a main catch (4),
with a pawl (6) pivotable about an axis (5),
the lock latch (2) and the pawl (6) can each be brought into an open position, into a pre-locking position and into a main locking position,
wherein the pawl (6) in the pre-locking position or in the main locking position engages with the pre-locking (3) or the main locking (4) of the lock latch (2) and holds the lock latch (2) in the locking position or in the main locking position, with an actuator (7), the actuator (7) having an actuator (9) with an engaging element (10) arranged thereon,
wherein by actuating the actuator (7) from a starting position in a first direction the pawl (6) can be lifted by means of the actuating element (9) - opening aid function -,
whereby by actuating the actuator (7) from the starting position in a second direction opposite to the first direction, the actuating element (9) can be coupled to the lock latch (2) and thereby the lock latch (2) can be moved from the pre-latching position to the main latching position - auxiliary locking function -,
characterized in that the coupling provided for the locking auxiliary function between the actuating element (9) and the lock latch (2) has a reduction gear (11). Motor vehicle lock according to claim 1, characterized in that the adjusting element (9) of the actuator (7) can be rotated about an axis (12), that the axis (12) of the adjusting element (9) is essentially parallel to the axis (1) of the lock latch ( 2) is aligned and spaced from it and that the engagement element (10) serves for coupling with the pawl (6) on the one hand and with the lock latch (2) on the other. Motor vehicle lock according to claim 1 or 2, characterized in that the adjusting element (9) as a worm wheel rotatable about an axis (12) and the engaging element (10) as a parallel to the axis of the adjusting element (9) extending on the end face (13) of the Worm gear arranged coupling pin is designed. Motor vehicle lock according to one of the preceding claims, characterized in that the reduction gear (11) between the actuating element (9) and the lock latch (2) is designed as a, preferably substantially disk-shaped, transmission element (15) which can be pivoted about an axis (14), that the transmission element (15) has a first actuation surface (16) and a second actuation surface (17), that the transmission element (15) via the first actuation surface (16) with the engagement element (10) of the actuating element (9) and via the second actuation surface (17) with the lock latch (2) can be positively engaged with the lock latch (2) for coupling the actuating element (9). Motor vehicle lock according to one of claims 1 to 3, characterized in that the reduction gear (11) is designed in several stages. Motor vehicle flap lock or the like. With a lock latch (2) pivotable about an axis (1), the lock latch (2) having a preliminary catch (3) and a main catch (4), with a pawl pivotable about an axis (5) (6)
the lock latch (2) and the pawl (6) can each be brought into an open position, into a pre-locking position and into a main locking position, the locking pawl (6) located in the pre-locking position or in the main locking position engaging with the pre-locking (3) or the main latch (4) of the lock latch (2) stands and holds the lock latch (2) in the pre-latching position or in the main latching position, preferably according to one of the preceding claims,
characterized in that two Hall sensors (18, 19) fixed relative to the pawl (6) are provided, that the pawl (6) has a magnet (20) and that the two Hall sensors (18, 19) on the one hand and the Magnet (20) on the pawl (6) on the other hand are arranged such that the magnet (20) by moving the pawl (6) in the detection area of one of the two Hall sensors (18, 19) or at the same time in the detection areas of both Hall sensors. Sensors (18, 19) or outside the detection ranges of both Hall sensors (18, 19) can be brought and that the position of the pawl (6) can be clearly determined by evaluating the sensor signals of the Hall sensors (18, 19). Motor vehicle lock according to claim 6, characterized in that when the pawl (6) is in the open position, the magnet (20) lies outside the detection ranges of the two Hall sensors (18, 19), that when the pawl (6) is in the pre-locking position, the magnet (20 ) is in the detection area of one of the two Hall sensors (18, 19) and that when the pawl (6) is in the main detent position, the magnet (20) is in the detection areas of both Hall sensors (18, 19). Motor vehicle lock according to claim 6 or 7, characterized in that the pawl (6) has a receptacle for the magnet (20) and that the receptacle is arranged on the pawl (6) and spaced from the axis (5) of the pawl (6) is that the adjustment of the pawl (6) from the open position to the pre-locking position and from the pre-locking position to the main locking position can be resolved by the two Hall sensors (18, 19). Motor vehicle lock according to one of claims 6 to 8, wherein an actuator (7) with an actuating element (9) is provided, the actuating element (9) with the pawl () being actuated from an initial position in a first direction by actuating the actuator (7). 6) can be coupled and thereby the pawl (6) can be lifted - auxiliary opening function -, by actuating the actuator (7) from the starting position in a second direction opposite to the first direction, the actuating element (9) with the lock latch (2) can be coupled and thus the lock latch (2) can be brought from the pre-locking position into the main locking position - locking aid function -,
characterized in that a Hall sensor (21) which is fixed relative to the control element (9) is provided, that a first magnet (22), a second magnet (23) and a third magnet (24) are provided on the control element (9), and that when the control element (9) is moved out of the starting position in the first direction, the first magnet (22) comes into the detection range of the Hall sensor (21), that when the control element (9) is moved out of the starting position in the second direction, the third magnet (24) comes into the detection range of the Hall sensor (21) and that when the control element (9) is moved from a deflected position into the starting position, the second magnet (23) enters the detection range of the Hall Sensor (21) comes. Motor vehicle lock according to claim 9, characterized in that when the adjusting element (9) is adjusted by more than 90 °, preferably by approximately 135 °, in the first direction from the starting position, the first magnet (22) into the detection area of the Hall sensor (21) and / or that when the adjusting element (9) is adjusted by more than 90 °, preferably by approximately 125 °, in the second direction, the third magnet (24) comes into the detection range of the Hall sensor ( 21) is coming. Motor vehicle lock
with a lock latch (2) pivotable about an axis (1), the lock latch (2) having a preliminary catch (3) and a main catch (4),
with a pawl (6) pivotable about an axis (5),
the lock latch (2) and the pawl (6) can each be brought into an open position, into a pre-locking position and into a main locking position,
wherein the pawl (6) in the pre-locking position or in the main locking position engages with the pre-locking (3) or the main locking (4) of the lock latch (2) and holds the lock latch (2) in the locking position or in the main locking position,
with an actuator (7), the actuator (7) having an actuator (9) with an engaging element (10) arranged thereon,
wherein by actuating the actuator (7) from a starting position in a first direction the pawl (6) can be lifted by means of the actuating element (9) - opening aid function -,
whereby by actuating the actuator (7) from the starting position in a second direction opposite to the first direction, the actuating element (9) can be coupled to the lock latch (2) and thereby the lock latch (2) can be moved from the pre-latching position to the main latching position - auxiliary locking function -,
in particular according to one of claims 1 to 5,
characterized in that a Hall sensor (21) which is fixed relative to the control element (9) is provided, that a first magnet (22), a second magnet (23) and a third magnet (24) are provided on the control element (9), and that when the adjusting element (9) is moved out of the starting position in the first direction, the first magnet (22) comes into the detection range of the Hall sensor (21), that when the adjusting element (9) is moved out of the starting position In the second direction, the third magnet (24) comes into the detection area of the Hall sensor (21) and that when the adjusting element (9) is moved from a deflected position into the starting position, the second magnet (23) enters the detection area of the Hall sensor. Sensor (21) comes. Motor vehicle lock according to Claim 11, characterized in that when the adjusting element (9) is adjusted by more than 90 °, preferably by approximately 135 °, in the first direction from the starting position, the first magnet (22) into the detection area of the Hall sensor (21) and / or that when the adjusting element (9) is adjusted by more than 90 °, preferably by approximately 125 °, in the second direction, the third magnet (24) comes into the detection range of the Hall sensor ( 21) is coming. Motor vehicle lock according to one of claims 6 to 12, characterized in that a control device is provided and that the Hall sensors are connected to the control device.

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