Motor vehicle door lock

A motor vehicle door lock which is equipped with a body-side motor vehicle door lock and a bonnet-side or door-side locking bolt bracket, or vice-versa. Furthermore, at least one opening/retracting drive for a locking mechanism and a handle for manual emergency opening of the locking mechanism are provided in the motor vehicle door lock. According to the invention a locking element, the position of which is checked with the aid of at least one sensor, is associated with the handle.

FIELD OF DISCLOSURE

The invention relates to a motor vehicle door lock, including a body-side motor vehicle door lock and associated lock housing and a bonnet-side or door-side locking bolt bracket, or vice versa, further including at least one opening/retracting drive for a locking mechanism in the motor vehicle door lock or lock housing, and including a handle for manual emergency opening of the locking mechanism. —The motor vehicle door lock in question is not restrictively a motor vehicle front bonnet lock or motor vehicle tailgate lock; respectively, the aforementioned motor vehicle door lock is a component of the motor vehicle door lock in question in addition to the additionally provided locking bolt bracket.

BACKGROUND OF DISCLOSURE

Such motor vehicle door locks first of all have the two basic components, namely the motor vehicle door lock or the lock housing with the locking mechanism situated therein consisting essentially of a catch and a pawl on the one hand and the associated locking bolt bracket or locking bolt on the other hand. The lock housing is usually provided on the body side, and may for example be attached in the area of a front bonnet or tailgate opening in or on the body. In the first-mentioned case, the motor vehicle door lock is designed as a motor vehicle front bonnet lock. The last-mentioned variant corresponds to a motor vehicle tailgate lock.

In contrast, the locking bolt bracket is situated on the bonnet side or door side. However, the reverse approach may also be used. In this case, the locking bolt bracket is connected to the body, whereas the lock housing and with it the associated motor vehicle door lock is attached to the bonnet or door. As a rule, however, the lock housing is to be found on the body side and the locking bolt bracket is to be found on the bonnet or door side, as is described in vary basic terms in DE 10 2016 117 282 A1 of the applicant.

Such motor vehicle front bonnets or tailgate locks are nowadays generally opened or closed by a motor. The opening/retracting drive for the locking mechanism is provided for this purpose in the lock housing. The opening drive ensures that in the case of a motor vehicle front bonnet lock, for example, a pawl as part of the locking mechanism made up of a catch and pawl, and optionally a drive pawl are opened. The drive pawl in this case is part of the retracting drive and, together with the retracting drive, ensures that, for example, a locking mechanism situated manually in the pre-ratchet position is moved into the main ratchet position and retracted.

In addition, with such motor vehicle door locks or motor vehicle front bonnet locks or also motor vehicle tailgate locks, a handle is provided, with the aid of which the locking mechanism may be opened manually in an emergency via a connecting element. An action of the handle consequently results in the connecting element being acted upon and in this way the locking mechanism experiencing an emergency opening.

In the generic prior art according to EP 0 217 169 A1, a retracting drive is provided, which pivots the catch as part of the locking mechanism from the pre-ratchet position into the main ratchet position. In addition, an emergency release lever is provided, with the aid of which an emergency opening as shown overall in FIG. 2 of EP 0 217 169 A1 may be carried out.

The state of the art has generally proven successful. However, an emergency opening is not generally possible in the case of motor vehicle front and tailgate locks. Due namely to legal requirements, for example, the bonnet or door may only partially open as the associated motor vehicle is being driven, for example, in order to supply fresh air to the front bonnet area or to the area of the tailgate. This is considered to be absolutely necessary, for example, in order to supply people accidentally trapped here with fresh air. For safety reasons, however, a complete opening must be avoided while driving. For this reason, the bonnet or door may only be partially opened until a so-called catch position has been reached. Furthermore, the catch position may usually only be reached while driving with the aid of the emergency opening via the handle. A motorized opening by means of the opening drive, on the other hand, is usually not permitted while driving and is of course specifically possible when the vehicle is stationary.

The catch position corresponds, for example, with motor vehicle bonnet locks, in addition to the locking mechanism made up of catch and pawl, also having a catch hook. When closing a bonnet, a door or a cover with the locking bolt bracket arranged on it, the catch hook in question is pivoted into its closed position, in which it engages behind the locking bolt or locking bolt bracket. The locking bolt or locking bolt bracket is thus secured twice, on the one hand by the catch held in the closed position with the aid of the pawl, and on the other hand by the aforementioned catch hook.

In order to open such a motor vehicle front bonnet lock or also tailgate lock or generally a catch hook lock, the locking mechanism is acted upon with the aid of the opening drive. For this purpose, a handle provided in the interior of a motor vehicle body may be provided, which acts on the opening drive and ensures that the locking mechanism is opened by an electric motor. This means the opening drive only ensures that with its help, the pawl is generally lifted from its engagement with the catch and may accordingly open the locking mechanism in the lock housing. In the process, the catch hook invariably ensures that the locking bolt or locking bolt bracket is held in place. This corresponds to the catch position previously described.

In order to be able to open such a hook lock completely, it is also necessary to pivot the hook which still securing the locking bolt bracket so that the locking bolt bracket and thus the bonnet or tailgate are released. The pivoting of the catch hook in this case is carried out regularly by a vehicle driver, who for this purpose must reach through a gap between the body and the bonnet, for example, at the front of the motor vehicle, in order to operate the catch hook. This gap is created by the fact that after the described opening process of the locking mechanism, the bonnet is set up with the aid of the opening drive at least until the catch position is reached. This is ensured by a spring or may be ensured by any restoring forces of a door seal or bonnet seal.

In practice, motor vehicle front bonnet locks may usually only be opened by an electric motor with the aid of the opening drive from inside the motor vehicle body (when the vehicle is stationary). This is then no longer possible if the on-board supply voltage is insufficient. This means a vehicle driver is still able to get into the motor vehicle in this case because, for example, a lock cylinder with a mechanical key or emergency key ensures that at least the motor vehicle door is opened. However, in the exemplary case described, the battery, which may often be reached via the front bonnet, is not accessible. In addition, plausible solutions for preventing a complete opening of the front bonnet or tailgate while driving are lacking if, in addition, for example, inside the motor vehicle, the handle mechanically coupled to the locking mechanism via the connecting element is acted uoon to open the locking mechanism manually in an emergency. Here, the invention seeks to provide an overall remedy.

SUMMARY OF DISCLOSURE

The invention is based on the technical problem of further developing such a motor vehicle lock in such a way that a functionally reliable mechanical emergency opening is provided, in particular, without the risk of unintended opening of the bonnet or door.

To solve this technical problem, a generic motor vehicle door lock within the scope of the invention is characterized in that the handle is assigned a locking element, the position of which is checked with the aid of at least one sensor.

The handle is usually mechanically coupled to the locking mechanism via a connecting element. In this way, the locking mechanism is able to be opened manually in an emergency. In the course of the manual emergency opening, the locking mechanism and possibly a drive pawl as part of a retracting drive are usually opened. A catch hook may also be opened. As a result, the locking bolt bracket is completely free and the bonnet may be opened.

In order to prevent an unintentional complete opening, for example while driving, the handle is assigned the locking element. The locking element may be moved into a position that locks and releases at least the handle. For this purpose, the locking element generally interacts with a stop on the connecting element to limit the path of the connecting element.

The handle generally has an extension which at least partially acts on the locking element. In fact, the design is such that when the handle for emergency opening of the locking mechanism of the motor vehicle door lock is acted upon, the extension operates on the locking element and acts on it at least to the extent that the sensor checking the position of the locking element is also acted upon. In this case, however, the locking element does not (yet) ensure that the handle is blocked. This takes place instead with the aid of a locking drive assigned to the locking element. As soon as the locking drive acts on the locking element, the locking element changes from its position in which the handle is released into the position in which the handle is locked.

In this locked position of the handle, the handle can only be acted upon while taking into account a first stroke, with the aid of which the pawl may be opened from its engagement with the catch and, if necessary, a drive pawl. However, the additional and usually provided catch hook ensures in this case that the locking bolt bracket is secured and held in place. Only when the locking element is moved into its handle-releasing position with the aid of the locking drive is the handle able to perform a second stroke following the first stroke and thereby also open the catch hook. The bonnet may now be completely swung open.

The locking element is designed more specifically as a predominantly linearly guided locking slider. The locking slider has a locking lug which moves into a position that locks the handle. In this locking position, the locking nose is situated in front of a stop on the connecting element between the handle and the locking mechanism, so that the action of the handle up to the first stroke is limited by the fact that the stop on the connecting element moves against the locking nose, and consequently the action of the handle up to the first stroke is limited in this manner. This opens only the pawl and, if necessary, a drive pawl. The catch hook continues to secure the catch. After completing this first stroke of the handle, the bonnet transitions into a catch position.

The locking element is generally furnished with a contour that acts on the sensor. This is particularly recommended due to the fact that the sensor is typically designed as a microswitch or a switch in general. The contour provided on the locking element or locking slider ensures that the sensor or switch or microswitch is acted upon with the aid of the contour as soon as the locking element or the locking slider is acted upon with the aid of the handle or of the extension on the handle. In addition, the sensor or switch is also acted upon, as before and unchanged, as soon as the locking drive moves the locking element into the position that locks the handle.

Signals from the sensor are usually processed by a control unit. The control unit then acts on the opening/retracting drive for the locking mechanism and/or on the locking drive for the locking element as a function of signals from the sensor. If, for example, the handle is acted upon and a signal is generated at the sensor, the control unit is able to interpret this in terms of the opening/retracting drive for the locking mechanism being acted upon to open the locking mechanism, for example, when the motor vehicle is at a standstill. For this purpose, the control unit generally also evaluates signals of a speed sensor and/or of at least one door contact switch.

If the control unit determines a significant speed on the basis of signals from the speed sensor, the control unit then generally acts on the locking drive for the locking element in such a way that the locking element is moved from its previously assumed position in which the handle is released into the position in which the handle is locked. This ensures that any actions on the handle while driving result at best in the locking mechanism and possibly the drive pawl being opened. The associated front bonnet transitions into its catch position. The catch hook continues to secure the catch so that the front bonnet is unable to move into its fully opened position. At the same time, the bonnet or front bonnet may be motorically moved into the catch hook position with the aid of the opening/retracting drive in order, for example, to supply a person inadvertently located there with fresh air. If the opening/retracting drive for the locking mechanism should fail, the bonnet or tailgate in question may also be moved into the aforementioned catch position with the aid of the handle for opening the bonnet manually in an emergency.

The signal from the sensor may also be stored and used for a time-delayed action of the opening/retracting drive and/or the locking drive. For example, while driving, an operator may press the handle for manual emergency opening in order in general to thereby communicate his wish to open the bonnet or tailgate. This opening request is not complied with while driving because the control unit has acted on the locking drive for the locking element immediately when the motor vehicle is started up by also evaluating the signals from the speed sensor. As a result, the locking element is in its handle locking position while the motor vehicle is in motion.

Only when the vehicle has come to a standstill is the control unit able to evaluate the stored signal from the sensor in terms of the opening/retracting drive now being acted upon to open the bonnet or tailgate, without the handle being actuated or having to be actuated again. The stored signal from the sensor may in fact be evaluated by the control unit so that when the vehicle is at a standstill, the opening/retracting drive first opens the locking mechanism and then the catch hook.

The locking drive for the locking element is designed to be self-locking according to a particularly advantageous embodiment of the invention. In this way, the control unit is able to de-energize the locking drive after reaching a position that locks or releases the handle. This avoids unnecessary energy consumption for acting on the locking drive after one of its two end positions has been reached. In fact, in this context, the locking drive generally includes a worm wheel, which in general ensures the self-locking design of the locking drive as a whole.

As a result, a motor vehicle door lock is provided which offers a functionally reliable mechanical emergency opening, in particular, without the risk of the bonnet or door being opened unintentionally. The check of the position of the locking element with the aid of the sensor namely provides information about a possible opening request of an operator for manual emergency opening as well as about whether the locking element is in a position in which the handle is released or in a position in which the handle is locked. The signal from the sensor may now advantageously be evaluated by the control unit as a function of the speed and, for example, implemented in such a way that the locking element is moved into its handle locking position at a certain vehicle speed or when a threshold is exceeded for a predefined vehicle speed. The control unit may then de-energize the associated locking drive for the locking element.

The locking element maintains its position in which the handle is locked, by self-locking until the locking drive acts on the locking element in the direction of its releasing position with respect to the handle. This is usually only the case when the motor vehicle has come to a standstill after a previous drive. A potentially stored signal from the sensor assigned to the locking element may now be interpreted as an opening request for the tailgate or bonnet, meaning that the opening/retracting drive opens the bonnet immediately after the vehicle has come to a standstill (for a longer period of time) with no additional action on the handle. In this case, it may also be necessary to evaluate whether the engine is running in order not to misinterpret a waiting position of the motor vehicle as its standstill. For this purpose, the signal of at least one door contact switch is also evaluated with the aid of the control unit. As soon as the motor vehicle is stationary, the engine is switched off and, for example, the door contact switch signals that the vehicle door has been opened; this may be interpreted to mean that the vehicle has actually come to a standstill and the bonnet or tailgate may be opened safely. The essential advantages may be seen herein.

DETAILED DESCRIPTION

A motor vehicle lock is shown in the figures. The motor vehicle door lock is composed of a body-side lock housing or motor vehicle door lock with a locking mechanism1,2situated therein and a locking bolt bracket3on the bonnet or door side. Furthermore, an opening/retracting drive4for the locking mechanism1,2is situated in the lock housing or motor vehicle door lock. In addition, a handle5, which is mechanically coupled to the locking mechanism1,2via a connecting element6, is apparent schematically, particularly inFIG.1. The opening/retracting drive4, the handle5and the connecting element6taken together define an opening device4,5,6. Finally,FIG.1also shows a sensing element7,8,9which senses movements of a bonnet or front bonnet10in the example. Different opening states of this front bonnet10are in fact shown inFIG.1.

The solid-lined position of the front bonnet10corresponds to the closed state of the front bonnet10, while the dash-dotted illustration forms a slight opening of the front bonnet10and, according to the exemplary embodiment, the catch position of the motor vehicle door lock, as will be explained in greater detail below. The dashed-lined position of the front hood10on the other hand represents its completely open state.

With the aid of the handle5, at least the locking mechanism1,2may be mechanically and manually opened in an emergency via the interposed connecting element6, as is shown in particular inFIGS.2through4. It is apparent that for this purpose the connecting element6effectuates the emergency opening via a slider11shown in detail inFIGS.5through7, as will be shown in greater detail below. In the course of the emergency opening, the slider11operates on the pawl2and, if necessary, on a catch hook12as well. In this case, the slider11actually pivots an emergency opening lever30which, during its pivoting process, entrains the pawl2mounted on the same axis. As previously explained in the introduction, the locking bolt bracket3is secured both with the aid of the catch1and with recourse to the catch hook12. Accordingly, an emergency opening with the aid of the handle5and the occupying of the position of the front bonnet10shown in full and in dashed lines inFIG.1corresponds with both the pawl2and thus the locking mechanism1,2as well as the catch hook12being opened, as is shown inFIG.7and will be explained in greater detail below.

The position of the front bonnet10shown with dash-dots inFIG.1on the other hand corresponds to the so-called catch position. This catch position occurs when, starting from the closed position of the motor vehicle door lock according toFIG.5, the slider11acted upon with the aid of the handle5via the connecting element6only opens the pawl2and thus the locking mechanism1,2, whereas the catch hook12is not also opened. This corresponds to a first stroke A of the handle5and consequently of the connecting element6, as shown inFIG.5and also inFIG.4. If the front bonnet10as a whole is to be opened completely and is to assume its position as shown by the dashed line inFIG.1, then, in addition to the first stroke A, the slider11and the handle5, and with it the connecting element6must also complete the second stroke B. Only then is the catch hook12also opened, as is apparent in the transition fromFIG.6toFIG.7, and the locking bolt bracket3is released as a whole. This includes an emergency opening process using the handle5. The slider11may namely then act accordingly on an extension12aof the catch hook12.

In principle, the front bonnet10or the locking mechanism1,2may also be opened by an electric motor—usually when at a standstill. The opening/retracting drive4is provided for this purpose. For this purpose, the opening/retracting drive4may operate on the pawl2and, starting from its engagement with the catch1, lift off from the closed position according toFIG.5. As a result of this, the motor vehicle door lock transitions into the catch position because the opening/retracting drive4generally does not act on the catch hook12; an opening of the catch hook12with the aid of the opening/retracting drive4is nevertheless possible.

In the context of the exemplary embodiment, the connecting element6is, and not limited to, a Bowden cable. The connecting element or the Bowden cable is connected to the handle5. The handle6is a pivot lever hinged in the vehicle interior of the motor vehicle. It may be seen fromFIG.2through4that the handle5or the pivot lever may, for example, be mounted pivotably about a vertical vehicle axis or Z-axis, as is indicated there. Other orientations and arrangements are of course also conceivable.

According to the invention, a locking element13engaging the connecting element6is now also provided. A locking drive14,15,16is assigned to the locking element13. The locking element13may be moved with the aid of the associated locking drive14,15,16at least into a position that locks the handle5and into a position that releases it. The locking position of the locking element13is shown inFIG.4.FIG.3on the other hand corresponds to the releasing position of the locking element13. As a rule, and in particular when the motor vehicle is at rest, the locking element13assumes the releasing position as shown inFIG.3. The locking drive14,15,16is acted upon in order to move the locking element13from the releasing position inFIG.3into the locking position according toFIG.4. For this purpose, the locking drive14,15,16is composed of an electric motor14and a worm wheel15. On its output shaft, the electric motor14has an output worm, which meshes with an external toothing of the worm wheel15. In this way, the worm wheel15is able to basically execute clockwise and counterclockwise pivoting movements shown inFIG.2, as indicated there by a double arrow.

In order to assume the locking position of the locking element13starting from the released position inFIG.3, the electric motor14is now acted upon in such a way that the associated worm wheel15performs a counterclockwise movement during the transition fromFIG.3toFIG.4. This is indicated by a corresponding arrow. As a result, a pin or output pin16situated on the worm wheel15comes to rest on the locking element13on the top side and ensures that the locking element13is moved “downwards” starting from the releasing position inFIG.3during the transition toFIG.4.

The locking element13in the exemplary embodiment is a locking slider13, which is guided predominantly linearly with respect to the motor vehicle body. The locking element or locking slider3has an opening or elongated hole17for this purpose. A longitudinally extended and stationary or body-side guide pin18dips into the opening or elongated hole17in the locking element or locking slide3. Accordingly, the mutual interaction between the guide pin18and the opening or elongated hole17results in the desired linear movement of the locking element or locking slider13. This takes place overall against the force of a spring19, which pretensions the locking element or the locking slider3according to the exemplary embodiment in the direction of its releasing position as shown inFIG.3.

The locking element13interacts with a stop20on the connecting element6to limit the path of the connecting element6and consequently the handle5. This interaction between the locking element13or a locking lug21at the end and the stop20takes place when the locking element13has assumed its locking position, as shown inFIG.4.

In the context of the exemplary embodiment, the locking element or locking slider13is moved from its releasing position as shown inFIG.3into the locking position according toFIG.4with the aid of the locking drive14,15,16as a function of a vehicle speed of the motor vehicle. For this purpose, the locking drive14,15,16is connected to or is acted upon by a control unit22. The control unit22also evaluates, among other things, signals of a speed sensor23and/or of one or more door contact switches24. As soon as, in the exemplary embodiment, the speed sensor23determines, for example, that the vehicle speed has been exceeded, taking into account a particular threshold, for example walking speed, the control unit22evaluating the signal of the speed sensor23ensures that the locking drive14,15,16is activated in order to activate the locking element or to move the locking slide13from its releasing position inFIG.3into the locking position according toFIG.4.

Only when the motor vehicle is stationary or is driving at walking speed and the speed sensor23transmits this to the control unit22does the control unit22act on the locking drive14,15,16to ensure that the locking element13is moved from its locking position shown inFIG.4back into the releasing position according toFIG.3. In addition or alternatively, the one or the multiple door contact switches24may also be evaluated for this purpose. This means the locking element13assumes its releasing position according toFIG.3when the vehicle is at rest and/or when at least one further vehicle door is opened.

The handle5performs the previously mentioned stroke A until the locking position is reached, as shown inFIG.4. Only when the locking element or the locking slide13assumes its releasing position according toFIG.3is the handle5able to also perform the second stroke B. As previously explained, only the pawl2of the locking mechanism1,2and possibly a drive pawl, not shown in detail in the figures, as part of a retracting drive, also not shown in detail, is opened during the first stroke A. Only when the handle5and with it the connecting element6and the slider11are also able to complete the second stroke B is the catch hook12also opened via its extension12a, as is apparent in the transition fromFIG.5toFIGS.6and7. The locking bolt bracket3is then completely free and the bonnet10may be pivoted from its previously assumed partially open and dash-dotted position into the completely open position shown in dashed lines.

The sensing element7,8,9previously indicated inFIG.1is shown overall inFIG.2through4. The sensing element7,8,9is composed of a rod7that senses the front bonnet10on the underside and a pivot lever8that converts linear movements of the rod7into a rotation. The sensing element7,8,9also includes a spring9and ensures that the rod7is pre-tensioned in the direction of the front bonnet10. When the bonnet or front bonnet10is at least partially open, the mechanical sensing element7,8,9ensures that a complete opening is not possible. This corresponds to the position indicated inFIG.2. As soon as the front bonnet10assumes the partially open position associated with the first stroke A of the handle5and shown in dash-dotted lines, the rod or connecting rod7abutting the underside of the front bonnet10ensures that the pivot lever8, starting from the closed position of the bonnet or front bonnet10, is pivoted counterclockwise.

The closed position of the bonnet or front bonnet10in relation to the pivot lever8is shown in solid lines inFIG.2. The pivoting movement of the pivoting lever8associated with the partially open position of the bonnet10is depicted with dashed lines inFIG.2, as is the movement of the rod7. As a result, an end of the pivot lever8opposite the coupling to the connecting rod7moves against a stop25on the locking element13and ensures that the locking element13maintains or assumes its position which locks the handle5. This means, an opening of the front bonnet10is recognized and the handle5and with it the connecting element6are blocked. The mechanical scanning element7,8,9consequently ensures that overall the locking element or the locking slider13is mechanically moved into its position which locks the handle5as soon as the bonnet10reaches its catch position. As a result, the opening device4,5,6in the form of the opening/retracting drive4or the handle5is locked together with the connecting element6with the aid of the mechanical sensing element7,8,9in order to inhibit a complete opening of the bonnet10.

The mechanical sensing element7,8,9interacting with the locking element13thus ensures, overall, a purely mechanical locking of the handle5or of the connecting element6. This mechanical lock also functions if the locking drive14,15,16has failed, for example. It is key that the sensing element7,8,9locks the opening device4,5,6, specifically the connecting element6and thus the handle5, when the bonnet10or door or tailgate is at least partially open, in order to inhibit a complete opening of the bonnet10. For this purpose, the spring9is provided, which pretensions the rod7in the direction of the bonnet10. The rod7sensing the underside of the bonnet10is, or the linear movements thereof are, converted into rotations of the stationary pivot lever8, which in the present case is designed as a two-arm lever with a central and stationary axis of rotation.

The (connecting) rod7is connected to one end or one arm of the pivot lever8. The opposite end or the other arm of the pivot lever8moves in the open position of the bonnet10against the stop25of the locking element13, as shown inFIG.2. As a result, the locking element13—independently of the locking drive14,15,16—is moved purely mechanically via the sensing element7,8,9into its position which locks the connecting element6.

The locking element13shown in detail inFIGS.2through4including the associated locking drive14,15,16is constructed according to the invention in such a way that the locking element13in comparison to the elongated connecting element6or a core of the Bowden cable apparent, in particular, inFIG.2is arranged vertically with the stop20arranged thereon and may be moved in this vertical direction with the aid of the locking drive14,15,16or the sensing element7,8,9. This is indicated by a double arrow inFIG.2. The opening or elongated hole17in the locking element13in conjunction with the stationary or body-mounted pin18ensures the corresponding linear guidance of the locking element13. In addition, the movement of the locking element13takes place against the force of the spring19, which is tensioned when the locking element13is moved from its locking position into the releasing position. As a result, the locking element13is pre-tensioned with the aid of the spring19in the direction of its releasing position.

A sensor26is also apparent inFIGS.2through4. The sensor26is assigned to the handle5. In addition, a movement of the locking element13may be sensed with the aid of the sensor26. For this purpose, the sensor26is designed as a switch or microswitch, which interacts with a contour27on the locking element13.

With the aid of the sensor26, the position of the locking element or locking slider13is checked. At the same time, however, an action upon the handle5may also be sensed via the sensor26. As soon as the handle5is pivoted clockwise about the axis Z, for example, in the illustration inFIG.2, as indicated by a corresponding arrow inFIG.2, the extension28on the handle5operates on the locking element13and acts on it at least partially. This means, when the handle5is acted upon, the blocking element13is acted upon at least to the extent that the contour27on the blocking element13interacts with the sensor26and generates a signal from the sensor26to be evaluated by the control unit22. However, this is not mandatory. The extension28may just as well leave the blocking element13unaffected. In this case, a sensor (not shown) assigned to the handle5may transmit its actuation to the control unit22.

The control unit22now acts on the opening/retracting drive4for the locking mechanism1,2as a function of signals of the sensor26and/or of the sensor assigned to the handle5. In fact, the signal from the sensor26and/or the sensor assigned to the handle5may be evaluated with the aid of the control unit22in terms of the opening/retracting drive4opening the locking mechanism1,2. This generally requires that the speed sensor23reports the standstill of the vehicle to the control unit22and, in addition, at least one door contact switch24, for example, a vehicle door that is opened by a vehicle driver.

Alternatively or additionally, however, the locking drive14,15,16may also be acted upon as a function of signals from the sensor26with the aid of the control unit22. According to the exemplary embodiment, a signal from the speed sensor23generally results in the locking drive14,15,16being acted upon with the aid of the control unit22in such a way that the locking element13leaves its previously assumed position releasing the handle5and is moved directly into its handle5locking position in order while driving to prevent an accidental opening of the bonnet or front bonnet10by acting on the handle5.

In this case, for example, the signal from the sensor26may be stored. This may be repeated with the aid of the control unit22. In this way, the signal from the sensor26may be used for a time-delayed action upon the opening/retracting drive4. For example, if a vehicle driver acts on the handle5for manual emergency opening while driving, the locking element13in its locking position ensures that the handle5only performs the first stroke A and opens the pawl2and, if applicable, the drive pawl. The catch hook12continues to remain in its position securing the catch1. As soon as the motor vehicle comes to a standstill and, for example, at least one door contact switch24is actuated, the control unit22interprets this as the vehicle at a standstill and may then, without actuating the handle5again, act on the opening/retracting drive4with a time delay in order to open both the pawl2or the locking mechanism1,2and the catch hook12.

The locking drive14,15,16, previously described in detail above, is designed to be entirely self-locking. As a result, the control unit22is able in each case to de-energize the locking drive14,15,16after assuming a position that locks or releases the handle5. In this way, unnecessary power consumption is avoided and a vehicle battery is not unnecessarily strained.

In addition and essentially, the design is such that the handle5for manual emergency opening of the locking mechanism1,2operates with an extension28on the locking element13during its pivoting movement about the axis of rotation Z perpendicular to the plane of the drawing. This means the locking element13may on the one hand be moved in the linear direction with the aid of the locking drive14,15,16. On the other hand, an action upon the locking element13in this linear direction via an action upon the handle5is possible by the handle5performing a clockwise movement about its axis of rotation Z indicated inFIG.2.

This clockwise movement of the handle5corresponds with the extension28coupled to the handle5adjusting the locking element13in the linear direction, according to the exemplary embodiment, pushing it “downwards.” The linear movement of the locking element13takes place only to the extent that the locking element13is unable to interact with the stop20on the connecting element6, as is shown inFIG.3. For this reason, in the releasing position shown inFIG.3, the handle5is able to open not only the pawl2and, if necessary, the drive pawl, but also the catch hook12. As a result of this, the locking bolt bracket3is released as a whole in the emergency opening implemented in this manner. This is because handle5or the slider11completes both the stroke A and then the stroke B. The slider11in this case comes into engagement with an emergency opening lever30, which in turn acts on the pawl2. The emergency opening lever30is in principle unnecessary.

In the event that, for example, the motor vehicle is driving and accordingly the speed sensor23reports a correspondingly increased vehicle speed or a vehicle speed above the threshold value to the control unit22, the control unit22ensures that the locking drive14,15,16is acted upon. This is apparent in the transition fromFIG.3toFIG.4. Action upon the locking drive14,15,16now results in the locking element13moving into its position in front of the stop20, which locks the handle5, as depicted inFIG.4. If, starting from this locking position of the locking element13inFIG.4, the handle5is now acted upon in the sense previously described above, that is, in line with a clockwise movement about the axis Z for emergency opening, the slider11then performs only the stroke A. As a result of this, the pawl2and possibly the drive pawl are opened, but not the catch hook12. The bonnet10assumes its partially open position according to the dash-dotted illustration inFIG.1(catch position).

A further action upon the handle5is unnecessary, since the sensor or microswitch26is acted upon unchanged during this process, and consequently the associated signal is able to be recorded and stored by the control unit22, for example, after the vehicle has come to a standstill. This means the signal from the sensor26is stored and ensures that the locking drive14,15,16is acted upon with a time delay. In other words, while driving, the bonnet10remains in the partially open and dash-dotted position shown inFIG.1. As soon as the vehicle comes to a standstill, the stored signal from the sensor26is converted by the control unit22in such a way that the locking drive14,15,16is moved from its position which locks the handle5into the releasing position. In addition, the stored signal from the sensor26may also ensure a time-delayed action on the opening drive4, which opens the locking mechanism1,2and also the catch hook12as a whole, so that the locking bolt bracket3is released and the bonnet10as a whole may be moved into its fully open position according to the dashed illustration. As a rule, the bonnet or front bonnet10is fully opened when the vehicle is at a standstill by, for example, the vehicle driver opening the catch hook12manually through the gap formed in the catch position between the front bonnet10and the body.

InFIGS.8A-Cand9, a variant is shown in which the handle5is furnished in two parts including an interior lever5aand a Bowden cable lever5b. Both levers5a,5bare connected to one another in an articulated manner and are pre-tensioned by a spring or leg spring29. As a result, pulling movements indicated inFIG.8Aon the interior lever5ain the releasing position of the locking element13are transmitted to the Bowden cable lever5b(seeFIG.8B). If, on the other hand, the locking element13is in its locking position, the Bowden cable lever5bis blocked and the interior lever5ais pivoted against the force of the leg spring29(seeFIG.8C).

The handle5is in fact furnished in two parts including the interior lever5aand the Bowden cable lever5b. The two aforementioned levers5a,5bare pivotably coupled to one another with the interposition of the spring29. The spring29in this case is dimensioned in such a way that the Bowden cable lever5bis carried along for acting upon the interior lever5awith normal forces. The same applies to the Bowden cable or the connecting element6, so that as a result the locking mechanism1,2and possibly the drive pawl are opened as a whole. However, if the connecting element6is blocked with the aid of the locking element13, as is indicated inFIGS.8A through8C, then an action upon the interior lever5aresults in the consequently blocked Bowden cable lever6bnot being moved. The movement of the interior lever5ainstead takes place against the force of the spring29, which is accordingly pre-tensioned and deflected. In this way, the Bowden cable lever5band also the connecting element or the Bowden cable6may be constructed relatively easily, because excessive operating forces or a blockage of the connecting element6results in only the interior lever5abeing acted upon. This interior lever5atherefore must only be designed to be relatively massive with an associated stop.

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