DE3531349C1 - Central-locking system with multi-point operation in a motor vehicle - Google Patents

Abstract

What is described is a central-locking system with multi-point operation in a motor vehicle, which, actuated by a master key (HS), locks or unlocks all the connected fastening elements and, actuated by a subsidiary key (NS), prevents the tailgate fastening from being unlocked, without the latter having to be locked mechanically, and which, furthermore, keeps basically at least the tailgate locked during and after motoring, as long as a key is inserted in the starting switch, and, when operated by the master key in the starting switch, allows a remote-actuated unlocking and relocking following this with a delay.

Description

As part of a starter switch 5, a switch is shown in the circuit diagram 5.1, which corresponds to the usual radio switch, for example, and an identification switch 5.2 shown, which only by the HS, namely when plugging into the starter switch closed

will.

If one of the identification switches 2.3, 3.3 or 5.2 is closed, so is via diodes 18, 20, 19 plus potential to the excitation winding of an in the idle state closed solenoid valve (MV) 6, which is then opened. To opening the relevant identification switch, the MV 6 remains through due to a an additional plus connection indicated delayed shutdown for one more open for a certain period of time.

A check valve 7 blocking against overpressure is parallel to the MV 6 switched. Both valves 6 and 7 are in a pneumatic control line 104, through which the control element 4 is controlled with overpressure or underpressure. From the Pressure output 1.1 of the pump 1 branches off an overpressure line 100 with a counterpressure blocking check valve 9 and a vacuum line 101 with a counter pressure blocking check valve 10. The overpressure line 100 follows the check valve 9 is a control line 102 for the pneumatic supply of the actuating element 2 and a control line 105, the latter through an open in the idle state MV 8 can be blocked with electrical connections 8.1 and 8.2.

The line 105 connects the positive pressure (100) with the negative pressure line 101 behind the check valves 9 and 10.

A control line connects directly to the vacuum line 101 103 for the pneumatic supply of the control element 3 on the passenger door lock and the control line 104 to the trunk lid lock.

A push button switch 14, a delayed switching off relay 15 and a Relays 16 are for remote unlocking and delayed relocking of the trunk lid lock is provided.

A diode 17 has the effect that the MV 8 is only activated to block is when the switch 5.1 via the work switch of the relay 16 through the diode 17 Plus potential to connection 8.1 and via the switching contact of the changeover switch 3.4 in the actuator 3 minus potential reaches the terminal 8.2 of the MV 8. At the starter switch 5 a bypass line 5.3 is provided with a diode 21, which the two outputs the switch 5.1 and 5.2 electrically connects to one another in one direction in a blocking manner.

In the locked state of the system according to FIG. 1 are the identification switches 2.3, 3.3 and 5.2, the switch 5.1 and the push button switch 14 open. The switches in the control elements 2 and 4 are at minus potential and pass this through their Switching contacts to the pump connections 1.2 and 1.4.

The relays 11, 12, 13, 15 and 16 are all de-energized; their work switches are in the dropped idle position Relay 12 minus potential to the close contact 3.2 of the changeover switch 3.4 and via the work switch of the relay 13 plus potential to the open contact 3.1. This is also due to the pump connection 1.3 and at connection 8.2 of the MV 8 minus potential. MV 8 is open when de-energized.

If the locks on the vehicle are now to be unlocked centrally, for example from the passenger door, the lock cylinder closes in the unlocking direction Turned HS first the identification switch 3.3, whereby the diode 20 positive potential comes to MV 6 and this is opened.

Furthermore, the adjusting element 3 is brought into the unlocked position and with it the built-in switch 3.4 for the closed contact 3.2 / minus potential for the open contact 3.1 / Plus potential moves. Its switching contact is now connected to both the pump connection 1.3 as well as at the MV connection 8.2 plus potential. Due to the potential jump from Minus to plus at connection 1.3, pump 1 starts up and generates overpressure in the control line system.

The MV 8 remains in the open (rest) position.

The overpressure comes from the pump 1 through the overpressure line 100 and the check valve 9 first to the control lines 102 and 105.

The actuating element 2 on the driver's door lock is actuated via the control line 102 in the unlocked position and the built-in switch from the close contact 2.2 to Moved on contact 2.1. Plus potential is then also applied to the pump connection 1.2.

Via the control line 105 and the normally open MV 8 also arrives Overpressure to control line 103 and to adjusting element 3 as well as to control line 104 and via the open MV 6 to the control element 4 on the trunk lid lock. Further, Control elements not shown in the drawing can be controlled in the same way and unlocked.

Through the unlocking process in the adjusting element 4, the associated Changeover switch brought from minus to plus potential, so that now also on the third Pump connection 1.4 plus potential is present.

The running time of pump 1 and the opening time of the delayed switch-off and locking MV 6 are dimensioned so that each unlocking or locking process is fully completed.

Was the vehicle unlocking from the driver's or passenger's door made with the NS, the respective identifier switch 2.3 or 3.3 not closed and thus the MV 6 not activated. When the pump is running Overpressure reaches the control elements 2 and 3 because of the blocking MV 6 and the check valve connected in parallel to prevent excess pressure 7 in the control line 104 but not to the control element 4 on the rear lid lock, which the latter is locked to the NS user without a mechanical lock remain.

Otherwise, the same procedure applies as for central unlocking with the HS as described above.

In Fig. 2 is the state of the ZVA after the transition from central unlocked to the operating state shown with the HS, with automatically at least the trunk lid lock is locked.

Initially, the switches in the control elements 2, 3 and 4 were all on the open contacts 2.1, 3.1 and 4.1.

Now, with the HS, the switch 5.1 and the identifier switch 5.2 in the starter switch 5 closed. Via the latter, plus potential reaches the diode 19 to MV 6, which then opens. Plus potential is set via switch 5.1 also to the magnet coil and the capacitor 11.1 of the connected in parallel Relay 11 placed, which then picks up. Via the work switch of the currentless Relay 16 reaches positive potential on the one hand via the diode 17 to the connection 8.1 of the MV 8 and on the other hand to the solenoid of the relay 13, which also picks up.

The relay 12 also picks up because its magnetic coil is from the work switch of relay 11 receives positive potential.

The open contact 3.1 of the changeover switch 3.4 is now over the work switch the relays 12 and 13 have been switched from plus to minus potential; via the switch contact minus potential reaches connection 8.2 of the MV 8 and the pump connection 1.3. That MV 8 jumps into its blocking position, and the pump generates negative pressure in the control lines 101, 103 and 104, since at their connection 1.3 a change from There was plus to minus potential.

The control line 102 is not subjected to negative pressure because the check valve 9 and the MV 8 block. In contrast, the adjusting elements 3 and 4 and thus the associated locks on the passenger door and trunk lid are locked. The respective changeover switches are now applied to the closed contacts 3.2 and 4.2. At the pump connections result in the following status: 1.2 plus, 1.3 and 1.4 minus.

As for the locking of the adjusting element 4 with negative pressure, the opening of the MV 6 is not necessary because of the check valve 7 connected in parallel, the process described above runs except for the activation of the MV 6 via the identification switch 5.2 also when using the NS in the starter switch 5 from the same. By simple Laying the connection of the control line 103 to the line 102 (instead of 101) can, if desired, the automatic locking of the passenger door can be omitted.

While the HS is in the starter switch 5, the MV 6 remains constant open minded. By pressing the push button switch 14, the trunk lid lock can then be unlocked remotely (dashed switch positions in 3, 4, 13-16).

When the push button switch 14 is closed, positive potential is applied to the Solenoid coil and the capacitor of relay 15. This then picks up and hangs up with its work switch plus potential to the solenoid of relay 16. This pulls in turn and switches on the one hand the connection 8.1 of the MV 8 and to the other the solenoid of the relay 13 potential-free.

As a result, the MV 8 is switched through on the one hand and via on the other the switch of the relay 13, which is pivoted into its rest position, positive potential directly to the open contact 3.1 and via the work switch of the relay 12 also the close contact 3.2 of the switch 3.4 placed. The pump connection 1.3 changes again from minus to plus potential, and pump 1 generates overpressure. So that will be again all locks are unlocked centrally, but only for the duration of the capacitor discharge in relay 15. This is designed so that for a car occupant after actuation of the push button switch 14 there is enough time to get out of the car to go to the trunk lid and open it.

Regardless of whether the trunk lid has been opened or not, will its lock is locked again after the delay time of relay 15 has elapsed, so that the trunk lid only has to be closed from the open state and then is locked without a key.

After the operating switch of the relay 15 has dropped, the arrangement back to the initial state (trunk lid and passenger door locks locked, Relays 11, 12, 13 picked up, relays 15, 16 idle, MV 8 blocks).

When using the NS to operate the vehicle, you can also use the push button 14 the trunk lid cannot be unlocked because the NS has activated the identification switch 5.2 in the The starter switch 5 does not close and therefore the MV 6 again counteracts the line 104 Overpressure for unlocking locks.

When the entire system returns from the operational to the unlocked one The automatically lockable lock or locks are in the idle state when in use of the NS with the exception of the trunk lid lock by opening the switch 5.1 Approved.

The relay 13 initially drops out without delay, while Relay 11 for the time being remains attracted during the discharge period of its capacitor and so does the solenoid of relay 12 remains at positive potential.

The operating switches of the relays 12 and 13 thus reach positive potential to contacts 3.1 and 3.2 of switch 3.4 and further to MV connection 8.2 and to the pump connection 1.3. Due to the recent leap in potential from minus to Plus, pump 1 starts up to generate excess pressure and unlocks the previously locked ones Closures.

When using the NS to operate the vehicle, the identification switch 5.2 not closed; although the locks provided for this purpose are also locked if the vehicle was previously completely unlocked with the HS, but the trunk lid no longer unlocked, as the MV 6 again locks against unlocking overpressure.

If the HS is used in the company, it must be used to cancel the automatic locking can be withdrawn from the starter switch 5, otherwise the Identification switch 5.2 closed and the relays 11-13 via this and the bypass line 5.3 with the diode 21 continue to remain at positive potential. An unlocking can then, as already described, can be carried out with the push button switch 14 for a limited period.

This circuit provides additional protection against unauthorized persons Access to the contents of the trunk when e.g. B. in a traffic jam or in front of a The traffic light of the HS in the starter switch 5 is turned back to turn off the engine and before restarting, not to the »radio position« in which the switch is 5.1 closes, is brought.

The diode 21 must be provided so that the line 5.3 does not the identification switch 5.2 is bypassed when using the NS.

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Claims (8)

Claims: 1. Central locking system (ZVA) with multi-point operation for actuated by a bi-pressure pump via hydraulic or pneumatic control elements Locks on a motor vehicle body, in particular the driver and passenger door, other body parts, such as possibly other doors and the fuel filler cap etc., and the trunk lid of the motor vehicle, which with a through a main (H) - or a secondary (N) key-operated starter switch for the internal combustion engine is equipped with a lock cylinder that can be operated by H and N keys at least on the driver's and passenger's door and with just one using the H key actuatable lock cylinder on the trunk lid, which lock cylinder is effective are connected to the associated adjusting elements, the lock cylinder on Driver and passenger door with H and N keys and the lock cylinder on the trunk lid can only be moved from an unlocking to a locking position with the H-key, as a result, as well as after the actuation of an associated internal security element at least on the driver's door by an electrical switch in the actuator of the actuated lock, a switching signal is sent to the central, externally actuated one Locking of all other closures by the bi-pressure pump via a control line system is effected, characterized in that, on the one hand, the lock cylinder on the driver and passenger door and on the trunk lid with the H key from one locked to one unlocked Position can be moved, with the switch (2.4; 3.4; 4.4) also actuated in the Control element (2; 3 or 4) a switching signal for central, externally actuated unlocking all closures is effected, and that in one to the adjusting element (4) for the control line (104) of the control line system leading the trunk lid lock (100-105) a solenoid valve (6) is arranged, which in the activated state the Control line (104) switches through, with its activation both via an am Locking cylinders arranged on the driver and passenger door when they are unlocked the same identification switch (2.3; 3.3) closing with the H key as well via another, when switching off the internal combustion engine with the H key in the starter switch (5) or when the H-key is inserted into the starter switch Identification switch (5.2) in the starter switch takes place, on the other hand, the lock cylinder on the driver and passenger door also with the N key from the verin unlocked Position can be moved, with the switch (2.4 or 3.4) also actuated in the Control element (2 or 3) a switching signal for central, externally actuated unlocking all closures with the exception of the closure of the trunk lid due to the by the non-activated solenoid valve (6) interrupted control line (104) to Actuating element (4) is effected that, furthermore, when operated by an H or N key Starter switch (5) via one of the same closed, further switch (5.1) in the starter switch (5) at least the lock of the trunk lid over the adjusting element (4), but not the locking of the driver's door via the adjusting element (2) because of a Simultaneously blocking solenoid valve (8) in one upstream of the actuator (2) leading control line (102) switched control line (105), operated by an external force is locked and only when the H-key is removed from the starter switch (5) is unlocked again, but when the machine is switched off with the N key remains locked. 2. Central locking system according to claim 1, characterized in that that in the control line system (100 ff) an overpressure (100) and an underpressure control line (101) each with a check valve (9; 10), which are connected anti-parallel to one another are provided after the single pressure outlet (1.1) of the bi-pressure pump (1) branches and behind the check valves (9; 10) via the control line (105) to be brought together again. 3. Central locking system according to claim 2, characterized in that that the solenoid valve (8) locks in the activated state and in its zero position Passage is switched. 4. Central locking system according to claims 1 to 3, characterized characterized in that the solenoid valve (6) in the control line (104) of the trunk lid locking adjusting element (4) automatically after switching off its activation voltage, but with a predetermined time delay falls back into the blocking state and that the solenoid valve (8) opens again immediately after switching off its activation voltage. 5. Central locking system according to claims 1 to 4, characterized characterized in that in the control line (104) to the trunk lid closure adjusting element (4) the solenoid valve (6) a check valve (7) is connected in parallel, which when the control element (4) is activated by the bi-pressure pump (1) with overpressure locks to unlock, but opens to lock when negative pressure is applied. 6. Central locking system according to claim 5, characterized in that that at least the control line (104) to the adjusting element (4) of the trunk lid lock connected to the vacuum control line (101) without the interposition of further elements is. 7. Central locking system according to claim 1, characterized in that that an electrical circuit (14-16) for unlocking and subsequent delayed Re-locking of at least the trunk lid lock during operation of the motor vehicle with switches closed by the H-key (5.1; 5.2) the starter switch (5) is present, which circuit by at least one, in the push button switch (14) located in the passenger compartment of the motor vehicle can be actuated can. 8. Central locking system according to claim 7, characterized in that that the circuit (14-16) for the remote unlocking of the trunk lid lock from one which can be activated by the push button switch (14) and has a time-dependent self-holding circuit provided relay (15) as well as an operating relay (16) controlled by this, which latter in the idle state and with the switch (5.1) of the starter switch closed Plus potential to the Solenoid valve (8) via a diode (17) and to another working relay (13), but after operating the pushbutton switch (14) for the duration of the latching of the relay (15) both switches potential-free. The invention relates to a central locking system with multi-point operation according to the preamble of claim 1. Generic central locking systems (ZVA) are built in and application in motor vehicles as well as through the associated operating instructions (e.g. Daimler-Benz operating instructions 200, 230 E, 300 E, Type 124) became generally known. A central unlocking of this ZVA is by moving the lock cylinder from the driver and passenger door or the trunk lid with the master key (HS) causes the normal position to the left and back to the starting position, wherein by the electrical switch on the hydraulic or pneumatic switch that is also actuated Control element, a switching signal is generated to a bi-pressure pump, which then with Overpressure via a control line system for all control elements and the associated closures moved to its unlocked position. From the driver's and passenger's door, however, this system can can also be unlocked with the secondary key (NS) while in the trunk lid lock cylinder a mechanical lock prevents the NS from being inserted. When using the NS remains the trunk lid is excluded from the central unlocking when its lock has been mechanically locked with the HS beforehand. This way of working, for example, during a workshop visit, if only the secondary key is left there, namely the locks of the passenger compartment, Fuel cap etc. can be unlocked, but access to the contents of the trunk in the stern is prevented. However, using this protection function requires a certain care, as the rear lid lock is mechanically locked with the HS must become. Even during normal driving, it is often desirable that the trunk lid lock is reliably locked, for example, for quick access to the trunk to be prevented by unauthorized persons during a stop at traffic lights or in a traffic jam; at In the known systems, this is also only possible through previous mechanical locking to reach the trunk lid lock. Here again there is a risk that this is forgotten in a motor vehicle equipped with a generic ZVA. The object of the invention is, in a generic ZVA, the mechanical Locking of the rear lid lock and any other locks (e.g. Glove box) against unauthorized access when the NS is handed over Third parties and as an anti-theft device during driving by a non-diligent to replace automatic functioning, on the one hand the safety of the plant and on the other hand, the ease of use is improved. According to the invention, this object is achieved with the characterizing features of claim 1 solved. Characteristics of advantageous developments are set out in the subclaims of the main claim reveal. The advantage of the invention is in particular that during and after operation of the vehicle, as long as a key is in the starter switch, basically at least the trunk lid lock is locked and remains, but that this is from inside the vehicle can be unlocked remotely as soon as the HS is in the starter switch, and against accidental permanent unlocking by an independent after unlocking whether the trunk lid has been opened or not, delayed onset of the locking process is secured. An electrical remote unlocking of the trunk lid lock is Although known (DE-OS 31 32 535), but has the arrangement disclosed there opposite the invention has the disadvantage that after pressing the release switch of the trunk lid of the vehicle is raised slightly from its closed position and without manual operation Closing cannot be locked again. This harbors the risk of accidental switch actuation the trunk lid remains open. The function according to the invention of a generic ZVA is essentially by incorporating a known master / secondary key identifier into the Reached starter switch and some components that are dependent on this identifier. In the drawing is an embodiment of the invention ZVA shown schematically and is described in more detail below. It shows F i g. 1 the neutral, centrally locked state of the system; F i g. 2 the state the system while the vehicle is started up with the HS in the starter switch is. The electrical-pneumatic circuit diagram shown shows a bi-pressure pump 1 with a pneumatic connection and pressure outlet 1.1 and three electrical connections 1.2, 1.3 and 1.4. The pump is switched on by a potential change pulse one of the connections 1.2-1.4 switched on by changing »Minus« to »plus« for overpressure generation or unlocking, by changing »plus« to »Minus« to generate negative pressure / lock, and then run for the duration a locking or unlocking process. The drawing also shows combined with the respective closures pneumatic single-chamber actuators 2 on the driver's door, 3 on the passenger door and 4 on the trunk lid, each with an electrical switch 2.4,3.4,4.4 with "open" - (2.1; 3.1; 4.1) and »To« - (2.2; 3.2; 4.2) contacts, which respectively unlocked and locked Position of the actuators are assigned. The open contacts 2.1 and 4.1 are to plus, the closed contacts 2.2 and 4.2 to minus potential, while the contacts 3.1 and 3.2 of the switch 3.4 via relay 11 (with delayed shutdown), 12 and 13 both can be connected to plus or minus potential. The switching contacts the changeover switch in the control elements 2, 3 and 4 conduct the respective applied potential to the pump connections 1.2, 1.3 around ~ 1.4. The control elements 2 and 3 are in associated lock cylinder with integrated identification switches 2.3 and 3.3, which only close when the lock cylinder is actuated with the HS.