EP0446574B1 - Verfahren zur Steuerung einer Zentralverriegelungsanlage und einer Sicherungsvorrichtung für Kfz sowie Zentralverriegelungsanlage und Sicherungsvorrichtung - Google Patents

Verfahren zur Steuerung einer Zentralverriegelungsanlage und einer Sicherungsvorrichtung für Kfz sowie Zentralverriegelungsanlage und Sicherungsvorrichtung Download PDF

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Publication number
EP0446574B1
EP0446574B1 EP19910100486 EP91100486A EP0446574B1 EP 0446574 B1 EP0446574 B1 EP 0446574B1 EP 19910100486 EP19910100486 EP 19910100486 EP 91100486 A EP91100486 A EP 91100486A EP 0446574 B1 EP0446574 B1 EP 0446574B1
Authority
EP
European Patent Office
Prior art keywords
control
locking
lock cylinder
unlocking
securing device
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 - Lifetime
Application number
EP19910100486
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0446574A3 (en
EP0446574A2 (de
Inventor
Klaus Dipl.-Ing. Claar
Hans Dipl.-Ing. Deischl
Martin Dipl.-Ing. Lindmayer (Fh)
Jürgen Dipl.-Ing. Moczygemba
Jürgen Dipl.-Ing. Schrader (FH)
Josef Dipl.-Ing. Schumacher (Fh)
Claus Dipl.-Ing. Töpfer
Peter Dipl.-Ing. Robitschko (Fh)
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.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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 Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0446574A2 publication Critical patent/EP0446574A2/de
Publication of EP0446574A3 publication Critical patent/EP0446574A3/de
Application granted granted Critical
Publication of EP0446574B1 publication Critical patent/EP0446574B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/46—Locking several wings simultaneously
    • E05B77/48—Locking several wings simultaneously by electrical means
    • 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
    • Y10T70/00—Locks
    • Y10T70/50—Special application
    • Y10T70/5889—For automotive vehicles

Definitions

  • the invention relates to a method for controlling a central locking system and a security device for motor vehicles with the features of the preambles of claims 1 and 2 and a central locking system and security device with the features of the preambles of claims 3 and 8, which from DE 35 13 555 C2 are known.
  • the respective generic control method can also be derived from the same patent specification.
  • To control an additional security or blocking device for the actuating elements of a central locking system via a locking cylinder there is a first microswitch for switching on and a second microswitch for switching off the actuating element blocking - which mechanically prevents the opening of a secured vehicle from the inside after a window pane has been knocked in - Assigned to the lock cylinder mentioned.
  • a third microswitch is assigned to the locking cylinder for controlling the central locking system; this control itself is not described in the cited patent.
  • a lockable actuator that can be used in a generic device is known from DE 38 04 838 C1.
  • the additional safety device is switched on, the purely mechanical unlocking of the lock assigned to it and thus the use of the vehicle is possible even in the event of a possible failure of the on-board voltage required to switch off the safety device.
  • the central locking system is controlled by the switching states 1) and 2) in the unlocking or locking direction, and by the switching state 3) the safety device is switched on.
  • the sequence "first lock, then secure” is easily adhered to, because the central locking system is already activated in the locking direction by the single signal from the locking control switch and the safety device is only activated in the locking direction after the simultaneous actuation of the unlocking control switch can.
  • a separate "unlocking position” is not necessary here because the safety device - in a manner known per se (DE 33 34 049 C2) - can be switched off again by a simple control signal "unlocking" the unlocking control switch (when the key is turned in the unlocking direction).
  • the required ranking is guaranteed by internal signal processing.
  • the method claim 2 discloses, as well as the switching state 3), in which the two control switches are operated simultaneously after switching, can advantageously be evaluated to produce different switching effects by taking into account the switching sequence of the control switches.
  • the mechanical safety device unlock when the first and both remain one for the lock and then used for the unlocking control switch is operated operated even once. So far the arrangement corresponds to that already described.
  • the mechanical locking device can only be switched off when first actuated for unlocking and then used for the locking control switch and control both remain still actuated at the same time.
  • the time sequence "first unlock, then unlock” is ensured, which can happen, for example, by not processing a simple unlocking control signal from the unlocking control switch when the safety device is switched on due to electrical suppression.
  • the respective switching state of the safety device can be easily stored and queried in a central control device in a known manner.
  • a central control circuit 1 is divided into a central locking part ZV and a safety part DS, both of which are connected to a voltage source 2.
  • the central control circuit 1 is followed by control elements 3, which in turn each have a central locking drive ZVE and a safety drive DSE, wherein the drive ZVE can be activated by the central locking part ZV and the drive DSE by the safety part DS of the central control circuit 1.
  • control elements 3 which in turn each have a central locking drive ZVE and a safety drive DSE, wherein the drive ZVE can be activated by the central locking part ZV and the drive DSE by the safety part DS of the central control circuit 1.
  • the central locking part ZV and the drives ZVE together form the central locking system, while the security device is formed by the security part DS and the drives DSE.
  • the drives ZVE and DSE shown only schematically, can be operated in a known manner electromagnetically, electromotively or pneumatically.
  • First (unlocking) control switches 5 are connected to an unlocking control input ZV ent of the central locking part ZV via a control line 4 and second (locking) control switches 7 are connected to a locking control input ZV ver via a control line 6, the structural arrangement and execution of which will be discussed later.
  • Second (locking) control switches 7 are connected to a locking control input ZV ver via a control line 6, the structural arrangement and execution of which will be discussed later.
  • a pair of an unlocking control switch 5 and a locking control switch 7 is assigned to a locking point FT in the driver's door or BT in the passenger's door, further locking points being able to be electrically connected in the same way.
  • all the control switches with respect to the central control circuit 1 or their inputs are at the same electrical potential P.
  • a DS DS performs a control line 8 are connected to the outputs of AND gates.
  • control switches are connected 5 and 7 a closed position at the two inputs in each case one of the AND gates 9, so that an output signal of the AND gates and therefore a signal on control line 8 and the backup control input DS only results when both control switches 5 AND 7 are switched simultaneously (see FIG. 3a).
  • this signal is used to switch on or activate the mechanical safety device or control element blocking.
  • voltage supplies for the logic gates and any necessary inverters, etc. have been omitted.
  • the unlocking control switches 5 of the various locking points are connected to a control line 10 which is connected to an unlocking control input DS from the securing part DS;
  • a control line 10 which is connected to an unlocking control input DS from the securing part DS;
  • the security device DS / DSE is first switched off, if appropriate, and the central locking system ZV / ZVE is then activated in the unlocking direction.
  • the dashed continuation of the control lines 4, 6, 8 and 10 makes it clear that in principle any number of closing points or pairs of control switches can be connected.
  • a possible structural arrangement of the control switches 5 and 7 at a closing point can be seen in FIG. 2 .
  • a locking cylinder 11 can be pivoted with a key S out of the neutral center or key withdrawal position shown in the locking or securing direction (arrow V, clockwise) and in the unlocking or unlocking direction (arrow E, counterclockwise).
  • a pressure point device 13 On a lock nut 12, which, as indicated by a broken double line, is connected in a rotationally fixed manner to the lock cylinder 11, on the one hand a pressure point device 13 is shown in simplified form, which has a noticeable mechanical resistance at a pivoting angle ⁇ of approximately 55 ° in the sense of securing the further pivoting opposed. This mechanical resistance is desirable to provide tactile information to the vehicle user to turn on the safety condition of his vehicle.
  • the lock nut 12 are the two control switches 5 and 7 - pushbutton switches in micro design with switching plungers 5.1 and 7.1 - spatially adjacent; for its actuation, the lock nut has 12 different switching cams corresponding to the switching plungers.
  • the arrangement in the drawing was chosen according to size ratios and relative positions with the purpose of clarifying the position of the switching angle at which the control switches 5 and 7 are actuated or switched on when the locking cylinder 11 is pivoted, and is therefore not to scale.
  • the indicated switching plungers 5.1 and 7.1 of the control switches are located in different levels - which in turn lie parallel to the plane of the drawing -, and the corresponding switching cams are located in correspondingly different levels on the circumference of the lock nut 12.
  • the first switching cam 14 actuates the control switch 5 when the locking cylinder 11 is pivoted counterclockwise, its switching angle ⁇ , which defines the regular unlocking position of the locking cylinder 11, being approximately 20 °.
  • the second switching cam 15 actuates the control switch 7 when the locking cylinder 11 is pivoted clockwise, its switching angle ⁇ , which defines the regular locking position of the locking cylinder 11, also being approximately 20 °.
  • control switch 7 remains switched at the same time, there is a common switching state which can be evaluated to switch on the safety device DS / DSE, as has already been described in connection with FIG. 1. All switching angle information relates to the neutral key withdrawal position (0 °).
  • FIG. 3 shows a simple example circuit with the logic gates of which the common switching state of both control switches 5 and 7 can still be evaluated according to the switching sequence of the two switches in order to produce different effects, as already described.
  • the locking cylinder can also be pivoted in a known manner in the unlocking direction beyond the regular unlocking position into a unlocking position, the unlocking control switch 5 being switched first and then the locking control switch 7 being additionally switched in the unlocking position, in reverse of that already associated with FIG 2 described operation. The latter is of course also maintained here when the lock cylinder is pivoted in the locking direction.
  • the mechanical arrangement essentially corresponds to that shown in FIG. 2, with a switching cam 16 ′ (indicated by dashed lines in FIG.
  • FIG 3a the schematic qualitative diagram of the switching times of the control switches 5 and 7 plotted over shows the pivoting angles of the locking cylinder 11, there is a vertical axis for the neutral key withdrawal position of the locking cylinder 11 at 0 °.
  • An upper horizontal axis stands for the control switch 5, a lower horizontal axis for the control switch 7.
  • the (positive) pivoting angles of the locking cylinder in the clockwise direction in the direction V or in the left in the E direction are the (negative) pivoting angles thereof applied counterclockwise.
  • the respective switching states of the control switches are shown here only by logic levels "0" (unactuated idle state) and "1" (switched state).
  • control switch 7 is switched to the state "1" at a swivel angle + ⁇ of the locking cylinder. It remains switched during further swiveling of the lock cylinder in the same direction, whereby after passing the pressure point angle + ⁇ a swivel angle + ⁇ is finally reached, in which the control switch 5 is also switched to its switching state "1", which results in a first common switching state, as above already mentioned.
  • the angle + ⁇ corresponds to the regular locking position of the lock cylinder 11, while the angle + ⁇ corresponds to the locking position SI, as has already been described above.
  • control switch 5 is initially switched to its "1" state, corresponding to the regular unlocking position of the locking cylinder 11. If the swivel movement is continued beyond a further pressure point angle - ⁇ - the control switch 7 remains in the "1" state "-, in addition, the control switch 5 is also switched to its" 1 "state at a swivel angle - ⁇ , which corresponds to the already mentioned unlocking position, so that there is a further common switching state of both control switches.
  • the two common switching states which are set in each case at swivel angles + ⁇ and - ⁇ , can easily be distinguished by the switching sequence in which they come about, as described below.
  • the output signal of the timing element T5 is fed to a third input of the AND gate 9.1 and the output signal of the timing element T7 is fed to a third input of the AND gate 9.2.
  • AND gates 17 and 18 could also be implemented by relays with break contacts, which in turn should be controllable by the timing elements T5 and T7.
  • FIGS. 1 and 3 For the sake of clarity, the control inputs for the central locking system and the safety device are shown separately in FIGS. 1 and 3.
  • a central control circuit 1 ' is shown with only two inputs E1 and E2, to which the control switches 5 and 7 are connected directly via control lines 4' and 6 ', ie, here are the logic gates shown in Figures 1 and 3 or Timers and their connections integrated into the central control circuit 1 '.
  • outputs 5 'and 7' of a control device 19 (code comparator, amplifier, etc.) of an infrared remote control device are now connected to the control lines 4 'and 6'.
  • the two outputs 5 'and 7' of the control unit 19 are mutually electrically interlocked internally, so that the safety device - which can only be switched on when signals from both control switches are present on the control lines 4 'and 6' - cannot be switched on via the remote control .
  • a hand transmitter HS with an emitter EM, an unlocking key ET and a locking key VT is provided, which is assembled in a known manner with the mechanical key S.
  • the lines 4 'and 6' can be used at least in sections in two directions ("bidirectional"), as in the section between the control device 19 and the electrical coupling of the control switches 5 and 7 indicated by small arrows in both directions, so that a transmission of signals from the control switches 5 and 7 to the control unit 19 and their reception and processing therein is possible.
  • this in turn has a blocking circuit which, when a signal from one or both of the control switches 5 and / or 7 is present at one or both of the outputs 5 'and 7', has at least the effect of a control signal from the infrared remote control device line 4 'or 6' suppressed.
  • This effect suppression or blocking circuit can be easily implemented by an internal logical combination of the control signal of the infrared remote control device with a signal from the control switches 5 and 7, the control signal mentioned only being passed to the central control circuit 1 when no signal from one of the said control switches is present ("AND NOT" link).

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  • Lock And Its Accessories (AREA)
EP19910100486 1990-02-27 1991-01-17 Verfahren zur Steuerung einer Zentralverriegelungsanlage und einer Sicherungsvorrichtung für Kfz sowie Zentralverriegelungsanlage und Sicherungsvorrichtung Expired - Lifetime EP0446574B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19904006122 DE4006122A1 (de) 1990-02-27 1990-02-27 Verfahren zur steuerung einer zentralverriegelungsanlage und einer sicherungsvorrichtung fuer kraftfahrzeuge sowie zentralverriegelungsanlage u. sicherungsvorrichtung
DE4006122 1990-02-27

Publications (3)

Publication Number Publication Date
EP0446574A2 EP0446574A2 (de) 1991-09-18
EP0446574A3 EP0446574A3 (en) 1992-04-29
EP0446574B1 true EP0446574B1 (de) 1994-02-16

Family

ID=6401046

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19910100486 Expired - Lifetime EP0446574B1 (de) 1990-02-27 1991-01-17 Verfahren zur Steuerung einer Zentralverriegelungsanlage und einer Sicherungsvorrichtung für Kfz sowie Zentralverriegelungsanlage und Sicherungsvorrichtung

Country Status (4)

Country Link
US (1) US5184022A (enrdf_load_stackoverflow)
EP (1) EP0446574B1 (enrdf_load_stackoverflow)
JP (1) JPH04228783A (enrdf_load_stackoverflow)
DE (1) DE4006122A1 (enrdf_load_stackoverflow)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4205271C1 (en) * 1992-02-21 1993-01-14 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Control circuit for central locking installation - uses switch to change potential to change state of control switch for remote operation of motor vehicle doors or boot
DE4219212A1 (de) * 1992-06-12 1993-12-16 Swf Auto Electric Gmbh Zentralverriegelungssystem für Kraftfahrzeuge
US5747885A (en) * 1992-06-12 1998-05-05 Itt Automotive Europe Gmbh Central locking system for motor vehicles
DE4222018C1 (en) * 1992-07-04 1993-06-17 Kiekert Gmbh & Co Kg, 5628 Heiligenhaus, De Electric locking mechanism for automobile door - has locking and unlocking signals provided by switch elements cooperating with cam path of rotary cam carrier
JPH06307138A (ja) * 1993-04-21 1994-11-01 Nissan Motor Co Ltd 車両用防盗装置
JP2975536B2 (ja) * 1994-08-01 1999-11-10 三井金属鉱業株式会社 車両ドアロック装置の制御方法
DE19601537A1 (de) * 1996-01-17 1997-07-24 Teves Gmbh Alfred Aktuator für eine Zentralverriegelungsanlage
SK285064B6 (sk) * 1996-07-04 2006-05-04 Huf H�Lsbeck & F�Rst Gmbh & Co. Kg Uzáver na veká, klapky a pod., najmä vozidiel, napr. motorových vozidiel
DE19958288A1 (de) * 1999-12-03 2001-06-13 Bosch Gmbh Robert Elektromotorischer Stellantrieb für ein Kraftfahrzeugschloss
KR100394715B1 (ko) * 2001-05-16 2003-08-14 기아자동차주식회사 자동차용 도어언록 시스템
US6798339B2 (en) * 2002-09-30 2004-09-28 Omega Patents, L.L.C. Vehicle security system with multi-vehicle compatible interface module for door locks and associated methods

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US3782493A (en) * 1970-06-19 1974-01-01 Brev Neiman Soc Exploit Anti-theft devices
DE2811990C2 (de) * 1978-03-18 1984-01-12 Hülsbeck & Fürst GmbH & Co KG, 5620 Velbert Elektrische Zentralverriegelungsvorrichtung für mehrere, an verschiedenen Stellen eines Fahrzeugs angeordnete Verschlüsse
US4440006A (en) * 1979-03-24 1984-04-03 Kiekert Gmbh & Co. Kommanditgesellschaft Antitheft central lock system for a motor vehicle
DE2931136A1 (de) * 1979-08-01 1981-02-19 Fichtel & Sachs Ag Schliess- und/oder verriegelungseinrichtung fuer fahrzeugtueren
DE3210923A1 (de) * 1982-03-25 1983-09-29 Fichtel & Sachs Ag, 8720 Schweinfurt Zentral-verriegelungs-einrichtung fuer tueren o.dgl., insbesondere an kraftfahrzeugen
DE3307542C2 (de) * 1983-03-03 1985-01-03 Daimler-Benz Ag, 7000 Stuttgart Kombinierte pneumatische Zentralverriegelungs- und Diebstahlssicherungsanlage für die Türen eines Kraftfahrzeuges
DE3334049C2 (de) * 1983-09-21 1990-01-25 Hülsbeck & Fürst GmbH & Co KG, 5620 Velbert Elektrische Zentralverriegelungsvorrichtung für mehrere Verschlüsse eines Fahrzeugs
DE3513555A1 (de) * 1985-04-16 1986-11-27 Bayerische Motoren Werke AG, 8000 München Schliesseinrichtung fuer eine zentralverriegelungsanlage eines kraftfahrzeuges
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FR2598369B1 (fr) * 1986-02-28 1990-07-13 Honda Lock Mfg Co Ltd Ensemble antivol pour vehicule automobile
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DE3703590C1 (en) * 1987-02-06 1988-07-14 Audi Ag Circuit arrangement for activating a central locking system
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DE3804838C1 (enrdf_load_stackoverflow) * 1988-02-17 1989-01-26 Vdo Adolf Schindling Ag, 6000 Frankfurt, De
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Also Published As

Publication number Publication date
DE4006122A1 (de) 1991-08-29
US5184022A (en) 1993-02-02
JPH04228783A (ja) 1992-08-18
EP0446574A3 (en) 1992-04-29
EP0446574A2 (de) 1991-09-18
DE4006122C2 (enrdf_load_stackoverflow) 1992-09-17

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