EP0256401B1 - Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen - Google Patents

Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen Download PDF

Info

Publication number
EP0256401B1
EP0256401B1 EP87111141A EP87111141A EP0256401B1 EP 0256401 B1 EP0256401 B1 EP 0256401B1 EP 87111141 A EP87111141 A EP 87111141A EP 87111141 A EP87111141 A EP 87111141A EP 0256401 B1 EP0256401 B1 EP 0256401B1
Authority
EP
European Patent Office
Prior art keywords
slide
adjusting device
crank
crank pin
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP87111141A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0256401A1 (de
Inventor
Marcel Andrei-Alexandru
Heiner Bayha
Rainer Bruhn
Iris Maier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SWF Auto Electric GmbH
Original Assignee
SWF Auto Electric GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SWF Auto Electric GmbH filed Critical SWF Auto Electric GmbH
Publication of EP0256401A1 publication Critical patent/EP0256401A1/de
Application granted granted Critical
Publication of EP0256401B1 publication Critical patent/EP0256401B1/de
Expired legal-status Critical Current

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/25—Actuators mounted separately from the lock and controlling the lock functions through mechanical connections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/18—Mechanical movements
    • Y10T74/18056—Rotary to or from reciprocating or oscillating
    • Y10T74/18248—Crank and slide
    • Y10T74/18256—Slidable connections [e.g., scotch yoke]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19637—Gearing with brake means for gearing

Definitions

  • the invention relates to an actuating device according to the features of the preamble of claim 1.
  • the crank can run out of the parking position after the drive motor has been switched off and, if necessary, even move the slide in the opposite direction, reducing the effective stroke and preventing manual adjustment of the output element .
  • the adjusting force of the motor is often insufficient to apply the necessary actuating force for the slide or the actuator that can be actuated by the actuating device. In such a case, the engine is blocked and the crank is also stopped outside the normal parking position.
  • the slide is coupled to the push rod via an overload spring, which enables the push rod to be switched from one end position to the other end position even when the adjustment movement of the slide is blocked, but this is a considerable one Force required because the overload spring must be designed so that it can transmit the adjustment force of the output element normally required.
  • the push rod is operatively connected to the motor vehicle door lock and practice has shown that in such a case the door lock can then no longer be unlocked using the key.
  • the present invention is therefore based on the object of improving and structurally simplifying an actuating device of the type mentioned at the outset with the simplest means with regard to operational safety and function.
  • the present invention is based on the knowledge that one can effectively avoid the above-mentioned malfunctions if one ensures that the crank is stopped by a braking device after each setting operation in a defined parking position.
  • This can be implemented in a structurally simple manner by means of a mechanical braking device which is pressed with a defined braking force against a braking surface on an element which is operatively connected to the drive motor.
  • This braking device is controlled in a simple manner by a switching curve, which is preferably formed in one piece with the crank.
  • the functional reliability of the actuating device can thus be significantly improved by only two additional components, namely a brake pad and a spring element. It is important that the braking force is precisely preset to a predetermined value by a spring element and does not depend on other influencing variables, for example the speed of rotation of the crank.
  • this braking device is intended to perform a further function. It is supposed to ensure that the drive motor can only start if its adjustment force is sufficient to adjust the actuator even when the battery supplying the motor is under voltage. This additional function is fulfilled by appropriate dimensioning of the braking force or the spring force of the spring element acting on the brake pad according to the features of claim 2.
  • Claim 4 indicates a structurally simple solution of such a braking device, in which the features of claim 5 ensure low-noise and wear-free operation, even if the brake pad and the worm are made of plastic.
  • the outlay on components is reduced, since the switching curve controlling the braking device is integrally formed directly onto the gearwheel which carries the crank pin eccentrically.
  • a design according to claim 18 is proposed, in which a spring-supported contact bridge is integrated into the gearwheel, which interacts with contact segments punched out of a circuit board and which are still fixed in the housing.
  • the gear wheel therefore takes on another function as a carrier for a spring-supported contact bridge.
  • Independent protection is also claimed for such a design because there are considerable cost advantages regardless of the specific design of the braking device or the additional coupling, in particular if connecting wires are clamped to bent connecting lugs according to the features of claims 20 and 21 without soldered or welded connections.
  • FIG. 1 In a housing 10, a slide 11 is guided to be longitudinally movable. This slide 11 is operatively connected to a push rod 12, which acts in a manner not shown as an output element of the actuating device on a door locking mechanism in a motor vehicle. On the slide 11, two stops 13 and 14 are provided which cooperate with the pin 15 of a crank 16. It can be seen from Fig. 1 that the distance A between the two stops 13 and 14 in the adjustment direction of the slide 11 is smaller than the radius of the crank, i.e. thus smaller than the distance of the pin 15 from the pivot point M. This enables a large stroke of the slide 11 for a given crank radius.
  • the distance B between the two stops 13 and 14 transverse to the adjustment direction of the slide 11 is only slightly larger than the diameter of the crank pin 15.
  • the crank pin 15 is located centrally between the adjustment paths of the two stops 13 and 14. In this park position the slide 11 is thus completely decoupled from the pin 15 or the crank 16 and the slide 11 with the push rod 12 can be easily changed manually from one end position to the other end position.
  • crank pin 15 If the electric motor driving the crank pin 15 is now switched on, the crank pin is adjusted clockwise on its circular adjustment path. He then finally stops at the stop 14. During the subsequent part of the pivoting movement of this crank pin 15, the stop 14 and thus the slide 11 are carried along until it finally reaches the position according to FIG. 1. The crank pin 15 is then stopped again after a swivel angle of 180 degrees in such a way that it lies centrally between the movement paths of the two stops 13 and 14. In this other parking position there is again a complete decoupling between the drive motor and the slide 11.
  • crank pin 15 is driven by a swivel angle of 180 degrees in the same direction of rotation in each setting operation.
  • one stop is moved out of the movement path of the crank pin during an adjustment process and the other stop is moved into the movement path of the crank pin for this purpose.
  • the crank pin 15 is coupled to the stops 13 and 14 only during part of its pivoting movement, but is decoupled from the slide 11 in the parking positions after a pivoting angle of 180 degrees in each case.
  • crank pin 15 extends beyond its normal parking position and for example assumes the position shown in dashed lines in Fig. 1b.
  • crank pin 15 strikes the stop 14, but is not able to move the slide 11 due to an insufficient adjustment force.
  • the slide can no longer be moved. In the event of a fault, the door could no longer be unlocked.
  • a central door locking system in a motor vehicle usually includes a plurality of actuating devices, at least one actuating device being designed as a control device, via which the other actuating devices can be controlled.
  • actuating devices such as a control device is shown in FIGS. 2 to 14. 15 to 21, on the other hand, show an actuating device which has no control switch for controlling other actuating devices.
  • FIGS. 2 to 14 show an actuating device which has no control switch for controlling other actuating devices.
  • 20 denotes an electric motor that serves as a drive motor for the actuating device.
  • a worm 22 is fixed in a rotationally fixed manner and has, near the electric motor, a threadless cylindrical section 23 whose outer surface serves as a braking surface 24, the function of which will be described later.
  • the worm 22 drives a toothed wheel 26 via an intermediate wheel 25, which is shown in more detail in FIGS. 6 to 9.
  • the crank pin 15, which cooperates with the stops 13, 14 on the slide 11, projects eccentrically from one end face 27 of this gear wheel 26.
  • This gearwheel 26 with the crank arm 15 thus forms the crank 16 mentioned in FIG. 1.
  • a brake pad 30 is displaceably guided in the housing 10 transversely to the axis of rotation of the screw 22 and, as shown in FIG. 4, has an L-shaped cross section.
  • a braking surface 32 is formed on the shorter leg 31, the contour of which is adapted to the braking surface 24 on the cylindrical section 23 of the worm 22.
  • a compression spring 33 supported on a wall of the housing 10 presses this brake pad 30 with its braking surface from one side against the braking surface 24 on the worm 22.
  • the longer leg of the brake pad 30 serves as a switching plunger 34 for displacing the brake block 30.
  • This switching plunger protrudes the side opposite the braking surface 32 into the effective range of a switching curve 35, which is integrally formed as a circumferential collar on the gearwheel 26, that is to say is operatively connected to the crank.
  • This switching curve 35 can best be seen in FIG. 6.
  • this switching curve each has a section 36 which is set back radially to such an extent that there is no longer any contact between the switching curve and the switching plunger 34 on the brake pad 30 in this section .
  • These recessed sections lie in an angular range W, which determines the two parking positions of the gear 26 and the crank 16.
  • the brake pad 30 belonging to a braking device designated overall by 37 is not influenced by the switching curve 35.
  • the braking surface 32 on the brake pad is pressed with a defined braking force, which essentially depends on the force of the compression spring 33, against the braking surface 24 on the worm 22, that is, generally an element operatively connected to the electric motor. If the electric motor is now switched on and its adjusting force is above a certain value, the gear 26 and thus also the switching curve 35 rotates, so that after a short angle of rotation, i.e.
  • the crank pin 15 strikes a stop 13, 14 and at the same time via the Switching curve 35 of the switching plunger 34 is adjusted in the direction of arrow P.
  • the two braking surfaces 24 and 32 no longer touch each other and the full torque of the electric motor is used to adjust the disc.
  • the switching plunger 34 can move back into the recessed section 36 of the switching curve 35 and the two braking surfaces 24 and 32 rest against each other again.
  • a mechanical braking device 37 is thus realized, which stops the gearwheel 26 or the crank 16 in a defined angular range W after each setting operation. Outside this angular range, however, this braking device is released.
  • a certain braking force is defined. This depends on the rigidity of the compression spring 33 and on the size of the braking surfaces 24 and 32 and their surface properties. In the case of a specific embodiment, the braking surfaces have been given the smoothest possible surface and a lubricant has also been introduced between the braking surfaces. With these measures, the wear of the braking surfaces on the worm, which is usually made of plastic and the brake pad and operating noise, which is also made of plastic, can be reduced, although a sufficient braking force can be achieved with a relatively low spring force.
  • the braking force has now been set so that the motor can only start if its adjusting force is above a minimum value, which is sufficient even under the most unfavorable conditions for adjusting the slide or in the intended application of the door lock.
  • the braking force of this mechanical braking device cannot be overcome, so that the crank does not run out of the park position and could block manual adjustment of the slide.
  • the braking device therefore fulfills two functions. It ensures that the crank is locked in the parking position is set and thus prevents chasing.
  • the braking device checks at the beginning of each adjustment process whether the adjustment force of the electric motor corresponds to the prescribed values and only in this case can an adjustment operation begin at all. Because of this double function of the controlled mechanical braking device, the operational safety of the actuating device is significantly improved.
  • the adjustment path of the slide is deliberately designed to be larger than the desired adjustment path on the output element, that is to say, for example, the lock, so that even in the event of unfavorable tolerances in the movement transmission linkage, a reliable switching of the output element is reliably ensured.
  • a spring-loaded clutch 40 which only triggers in the event of a fault, is therefore built into the power transmission path between the motor and the slide. This clutch is realized in that the crank pin 15 is adjustably guided on the gear 26.
  • the gear 26 has a through bore 41 parallel to the axis of rotation D, in which this crank pin 15 is guided.
  • This bore 41 is closed on the end face 28 side by a support plate 42, on which a compression spring 43 is supported as a spring element, which presses the crank pin 15 into the path of movement of the stops 13, 14.
  • the support plate 42 has two vertically projecting legs 44, each with a locking lug 45, which protrude into guide grooves 46 on the gearwheel 26 and engage there behind a stop 47 and thus fix the support plate on the gearwheel in the axial direction.
  • This clutch 40 ensures that the gear 26 is still used in its parked position if the slide 11 is stiff or blocked.
  • the crank pin 15 is axially displaced in the direction of the arrow R and is then no longer in the adjustment path of these stops 13, 14, so that a smooth manual adjustment of the slide is ensured.
  • the feature contributes to this that the adjustment path of the crank pin 15 is limited by stops 49 in such a way that its end face does not abut the slide 11, as shown in FIG. 3. If, due to a power failure, the crank pin is in the path of movement of a stop, this crank pin can be reset by manually adjusting the slide and thus the slide can also be adjusted. If the adjustment range of the slide is greater than the adjustment range of the output element, the clutch is triggered with every adjustment process. As soon as the crank pin is behind the stop, smooth, manual adjustment of the slide is possible at least in one adjustment direction.
  • the adjustable crank pin 15 and the stops 13, 14 are provided with inclined contact surfaces 48 which are intended to enable the clutch 40 to be released smoothly. Due to this design, it can be expected that forces 11 act transversely to the direction of adjustment on the slide. These forces are to be absorbed via rollers 49 which roll along a cover 18 which closes the housing 10.
  • rollers 49 which roll along a cover 18 which closes the housing 10.
  • this coupling 40 is arranged between the drive motor 20 and the slider 11, the slider 11 and the push rod 12 can be inexpensively manufactured in one piece from plastic, which is shown in FIG . 10 emerges.
  • Such an actuating device is usually controlled via a manually adjustable operating switch, the electric motor then being automatically switched off again after each rotation angle of 180 ° via a limit switch.
  • a switching disk has previously been fixed on the gearwheel 26, on which individual contact springs, each separately fixed to the housing, grind.
  • the operating switch is coupled to the slide or the push rod. Individual fixed contacts have also been defined in the housing to form this operating switch. Due to the many individual contacts, assembly was very time-consuming.
  • a contact bridge 60 with three contact points 61, 62 and 63 is resiliently supported on the gear 26.
  • This contact bridge 60 interacts with contact segments 70 which are punched out of a circuit board and are initially at least partially connected via connecting webs 71 which are only opened in the housing 10 after the circuit board has been installed.
  • Such a circuit board having a plurality of contact segments 70 and supply webs 72 or contact surfaces 73 to 76 connected integrally therewith is shown in FIG. 12, it being apparent from the section in FIG. 13 that individual supply webs 72a have a section in another plane, with which without Danger of contact line crossings can be realized.
  • the use of leads or contact segments punched out from a circuit board is, for. B. known in automotive lights, so that further explanations are unnecessary.
  • the contact bridge 60 is springy integrated directly into the gear 26 and thus this gear takes on a further function. It is also important that the contact surfaces 73 to 76 are also punched out directly from this board, which are connected to a further contact bridge 77 cooperate, which is resiliently supported on the slide 11 or the part of the push rod 12 lying within the housing, as clearly shown in FIGS. 10 and 11. Together with the contact bridge, these contact surfaces thus form the operating switch, which is designated 78 in FIG. 14 as a whole.
  • the contact point 62 continuously grinds on a contact segment 70a with a small radius.
  • the contact point 61 grinds on the contact segments 70b to 70e with the largest radius.
  • the contact point 63 finally grinds on the contact segments 70f and 70g.
  • connection tabs 85 protruding at right angles are formed on individual contact segments, supply webs or contact surfaces, which have two arms 86, 87 arranged at a distance from one another, between which connecting wires of power supply lines or components are brazed without soldering. From FIG. 12 it can be seen that several of these connecting lugs 85 are fixed in spatial association with one another on the housing, on which the current leads or control signal lines combined in a cable 88 and the leads leading to the electric motor are then fixed.
  • the strip 89 shown in FIGS. 22 and 23 serves to secure and relieve the strain on the lines.
  • connection wires of diodes 90 are fixed to connection lugs 85 arranged in pairs.
  • FIGS. 17 and 18 belonging to this embodiment show that at least one spring tongue 95 protrudes in one piece from the slide 11, which spring tongue is spring-loaded in the direction of a housing wall and is supported on it in a sliding manner.
  • the guidance of the slide is to be improved by means of this spring tongue 95, the spring tongue 95 compensating for unavoidable play.
  • This task is carried out by the spring-supported contact bridge 77 for the slide in the other embodiment.
  • 19 and 20 also show the circuit board with the individual contact segments for this embodiment.
  • the circuit diagram according to FIG. 20 belongs to this embodiment, from which it can be seen that a latching circuit for the electric motor 20 is in turn switched via a switching contact 80. This self-holding circuit is switched via one of the two diodes 90, as a result of which a supply line to this actuating device can be saved.

Landscapes

  • Power-Operated Mechanisms For Wings (AREA)
  • Transmission Devices (AREA)
  • Lock And Its Accessories (AREA)
EP87111141A 1986-08-16 1987-08-01 Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen Expired EP0256401B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863627893 DE3627893A1 (de) 1986-08-16 1986-08-16 Stelleinrichtung, insbesondere zur tuerverriegelung bei kraftfahrzeugen
DE3627893 1987-08-16

Publications (2)

Publication Number Publication Date
EP0256401A1 EP0256401A1 (de) 1988-02-24
EP0256401B1 true EP0256401B1 (de) 1989-07-12

Family

ID=6307578

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87111141A Expired EP0256401B1 (de) 1986-08-16 1987-08-01 Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen

Country Status (7)

Country Link
US (1) US4876909A (pt)
EP (1) EP0256401B1 (pt)
JP (1) JPH0819800B2 (pt)
BR (1) BR8707415A (pt)
DE (1) DE3627893A1 (pt)
ES (1) ES2011288B3 (pt)
WO (1) WO1988001334A1 (pt)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9108447D0 (en) * 1991-04-19 1991-06-05 Rockwell Automotive Body Syst Vehicle door latches
DE4125448C2 (de) * 1991-08-01 2003-11-06 Continental Teves Ag & Co Ohg Elektromotorischer Stellantrieb für eine zentrale Türverriegelungsanlage eines Kraftfahrzeugs
DE4226511C2 (de) * 1992-08-11 2000-11-02 Continental Teves Ag & Co Ohg Vorrichtung, insbesondere Zentralverriegelungsvorrichtung für ein Kraftfahrzeug
WO1994019569A1 (en) * 1993-02-22 1994-09-01 Jan Zikl An apparatus for control of an extensible rod member of a safety system, in particular for locking a vehicle
DE4306143C3 (de) * 1993-02-27 2003-10-16 Kiekert Ag Verfahren zur Herstellung eines aus Spritzguß-Kunststoff bestehenden Gehäuses für einen Kraftfahrzeug-Türverschluß
JP3069488B2 (ja) * 1994-02-26 2000-07-24 三井金属鉱業株式会社 車両ドアロック装置用のアクチュエータユニット
JP2759058B2 (ja) * 1994-06-24 1998-05-28 アスモ株式会社 モータアクチュエータ及びその製造方法
US5777410A (en) * 1995-12-04 1998-07-07 Asmo Co., Ltd. Motor actuator and method of making the same
NL1007139C2 (nl) * 1997-09-26 1999-03-29 Iku Holding Montfoort Bv Actuator.
IT1314619B1 (it) * 2000-04-11 2002-12-20 Automac Sas Di Bigi Ing Mauriz Attuatori elettrici, per il comando della frizione e/o del cambiosequenziale nei veicoli a motore.
US20050082134A1 (en) * 2000-04-11 2005-04-21 Automac Engineering Srl Electric actuators for clutch and/or sequential gearbox operation in motor vehicles
GB0019017D0 (en) * 2000-08-04 2000-09-27 Meritor Light Vehicle Sys Ltd Actuator
DE102004049401A1 (de) * 2004-10-08 2006-04-13 Kiekert Ag Kraftfahrzeugtürverschluss
DE202004020261U1 (de) * 2004-12-28 2006-05-11 Brose Schließsysteme GmbH & Co.KG Antriebseinrichtung zur motorischen Verstellung eines Funktionselements in einem Kraftfahrzeug
US8070455B2 (en) * 2009-05-18 2011-12-06 Syngardia Systems, Inc,. Scotch-yoke mechanism for redundant actuation applications
CN106480646B (zh) * 2015-08-31 2019-11-12 青岛海尔洗衣机有限公司 一种内桶的锁止机构及洗衣机

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3243216A (en) * 1964-04-22 1966-03-29 Gen Motors Corp Door locking system
DE3017402A1 (de) * 1980-05-07 1981-11-12 Fichtel & Sachs Ag, 8720 Schweinfurt Elektromotorische zentralverriegelungs-einrichtung mit diebstahlsicherung fuer tueren, insbesondere kraftfahrzeugtueren
US4685709A (en) * 1984-05-29 1987-08-11 R. R. Brink Locking Systems, Inc. Deadlocked latch having disc and motor actuators
DE3510642A1 (de) * 1985-03-23 1986-09-25 SWF Auto-Electric GmbH, 7120 Bietigheim-Bissingen Stelleinrichtung, insbesondere zur tuerverriegelung bei kraftfahrzeugen
US4674781A (en) * 1985-12-16 1987-06-23 United Technologies Electro Systems, Inc. Electric door lock actuator

Also Published As

Publication number Publication date
EP0256401A1 (de) 1988-02-24
BR8707415A (pt) 1988-11-01
ES2011288B3 (es) 1990-01-01
JPH0819800B2 (ja) 1996-02-28
JPH01500915A (ja) 1989-03-30
US4876909A (en) 1989-10-31
DE3627893C2 (pt) 1989-11-23
WO1988001334A1 (fr) 1988-02-25
DE3627893A1 (de) 1988-02-18

Similar Documents

Publication Publication Date Title
EP0256401B1 (de) Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen
DE69703635T2 (de) Angetriebene Verriegelungsvorrichtung für Fahrzeuge mit verbesserten Mitteln zur Begrenzung der Bewegung eines Riegels
DE3734392C2 (de) Antriebsvorrichtung für Scheibenwischer von Kraftfahrzeugen
DE10121714C1 (de) Schloß, insbesondere zum Verriegeln der Lenkspindel eines Kraftfahrzeugs
DE3540652C2 (de) Elektrischer Schraubendreher
DE3510642C2 (pt)
DE2825355A1 (de) Einrichtung zur elektromotorischen zentralverriegelung von kraftfahrzeugen
EP0786162B1 (de) Elektrische verbindungseinrichtung
DE2912141A1 (de) Antrieb zum verstellen eines gliedes, insbesondere eines zu einem kraftfahrzeug gehoerenden bauteils
DE3408623C2 (de) Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen
EP0945304A2 (de) Verfahren und Vorrichtung zur drehrichtungsgekoppelten Rückstellung eines Schalters
EP0402521B1 (de) Lastverstelleinrichtung
EP0716242A1 (de) Elektromotorische Betätigung einer Reibscheibenkupplung
DE69106487T3 (de) Scheibenwischervorrichtung für Kraftfahrzeuge.
DE3630088C2 (de) Stelleinrichtung
DE19532590A1 (de) Motor- und handbetätigbarer Stellantrieb
DE3741496C2 (de) Stelleinrichtung, insbesondere zur Türverriegelung in Kraftfahrzeugen
EP0208115A1 (de) Schaltvorrichtung für ein hydrostatisches Getriebe, insbesondere für Kraftfahrzeuge
DE3540686C2 (de) Einrichtung zur Türverriegelung an Kraftfahrzeugen
EP0836959B1 (de) Notbetätigungseinrichtung für ein elektrisch betriebenes Schiebedach
DE19617226C2 (de) Abschaltvorrichtung für den Antrieb eines zwischen Endstellungen verstellbaren Teils eines Fahrzeuges
DE69227341T2 (de) Betätigungsvorrichtung, zur Betätigung des Sicherheitshebels eines Kraftwagentürschlosses
DE2314585C3 (de) Scheibenwischerantrieb
DE8407253U1 (de) Stelleinrichtung, insbesondere zur Türverriegelung bei Kraftfahrzeugen
DE2836749A1 (de) Einrichtung zur verstellung eines beweglich gelagerten elementes

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19871102

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): ES FR GB IT

17Q First examination report despatched

Effective date: 19881021

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): ES FR GB IT

ET Fr: translation filed
ITF It: translation for a ep patent filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
ITTA It: last paid annual fee
REG Reference to a national code

Ref country code: FR

Ref legal event code: TP

REG Reference to a national code

Ref country code: ES

Ref legal event code: PC2A

Owner name: ITT AUTOMOTIVE EUROPE GMBH

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20040727

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20040816

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20040831

Year of fee payment: 18

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050801

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050801

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20050802

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20050801

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060428

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20060428

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20050802