EP0551491B1 - Electromotor actuator for the central door locking system of a motor vehicle - Google Patents

Abstract

An electromotor actuator for the central door locking system of a motor vehicle has a housing and a first bolt that can be moved by a first electromotor between two end positions and that can be linked to a door lock of the motor vehicle, regardless of its direction. The bolt is preferably decoupled from the electromotor in its end position, so that it can be easily moved by hand between its end positions. This electromotor actuator comprises an anti-theft protection in that it makes it impossible to unlock the doors of the vehicle by actuating the inner locking handles once a window pane has been broken in. The parts of the actuator cannot be subjected to high forces when the inner locking handles are actuated. Finally, the doors may be unlocked from the outside even when the anti-theft protection is in force. For that purpose, a second bolt may be coupled to the first bolt by a catch movably guided on one of the bolts transversely to the direction of movement of the bolt. When loaded by a spring, the catch engages the other bolt, and it can be moved back by a second electromotor against the loading force of the spring from the coupling position in which it engages the other bolt into an anti-theft position, by means of a control element. In said position, the catch, together with the bolt up on which it is guided, can be moved away from the control element.__________________________________________

Description

The invention relates to an electromotive actuator for a central door locking system of a motor vehicle, which actuator has the features from the preamble of claim 1.

An electromotive actuator, which has all the features from the preamble of claim 1 including the feature mentioned as being particularly advantageous, is known from DE-OS 36 27 893. This actuator has a z. B. from DE-OS 32 10 923 known electromotive actuator the advantage that the slide can also be easily adjusted manually from the end positions. In the actuator from DE-OS 32 10 923, the electric motor and the gears of the transmission connected downstream must be rotated when the slide is manually adjusted.

The actuator shown in DE-OS 32 10 923 for a central door locking system of a motor vehicle not only allows central locking or unlocking of a motor vehicle door, but also a so-called anti-theft device. In a central door locking system for a motor vehicle that is equipped with an anti-theft device, a door lock can be locked and unlocked from the outside. This is also basically possible with a handle inside the motor vehicle. However, if the anti-theft device is set from the outside, it is no longer possible to unlock the door lock with the handle on the inside.

In this way, thieves access to the interior of the motor vehicle is to be made more difficult. If the window of a motor vehicle has been broken in, it is not possible to unlock the door with the handle inside and then open it. Entry is only possible through the window.

In the electromotive actuator according to DE-OS 32 10 923, the anti-theft device is realized in that the slide is locked against movement in the sense of unlocking by a pawl which can be pivoted by a second electric motor. This has various disadvantages. In the event of a break-in and an actuation of the handle inside the motor vehicle, parts within the actuator are exposed to high forces which can be exerted on them via the handle. If you do not want to accept damage, the parts must be designed accordingly strong. Another disadvantage is that a vehicle door can no longer be unlocked if the motor actuating the pawl fails for some reason in the anti-theft position. Finally, it was necessary to provide an idle path in the transmission between the first electric motor, which can also be controlled for locking in the opposite direction of rotation as for unlocking, in order to ensure that the blocking of the slide is already released when the first motor engages the slide .

The invention has for its object to provide an electromotive actuator for a central door locking system of a motor vehicle, in which actuator an anti-theft device is provided without parts of the actuator being excessively loaded during an attempted break-in, and in which actuator manual unlocking from the outside is also then is possible if the anti-theft device cannot be reset by a motor.

These requirements are met by an electromotive actuator which, in addition to the features from the preamble, is also equipped with the features from the characterizing part of claim 1. Thereafter, a second slide is initially provided, which at least for unlocking the door lock with the handle inside the motor vehicle can be coupled. In addition, the second slide can be coupled to the first slide via a pawl which is guided on one of the two slides so as to be adjustable transversely to the direction of movement of the slide and which engages in the other slide under the action of a spring element. When the pawl engages, the two slides can be regarded as a single slider for the movement sequence, so that unlocking is readily possible from inside the motor vehicle. To prevent theft, the pawl can be retracted by a second electric motor via a control element from the engagement in the other slide against the action of the spring element. This means that it is no longer possible to transmit motion from the second to the first slide, so that if the second slide is attempted to break in, whether the latch is now guided on it or on the first slide, the door lock cannot be unlocked. The forces introduced into the handle inside the motor vehicle do not have to be absorbed by parts of the actuator, since the second slide can be moved.

Should the second electric motor fail - for whatever reason - when the anti-theft device is locked and set, the first slider, regardless of whether the pawl is guided on it or not, can still lock in from the outside or from the first electric motor the unlocking position are brought. However, this also means that when unlocking the door lock from the anti-theft position of the pawl, a special sequence in the operation of the pawl and the displacement of the first slide need not be observed.

The electromotive actuator according to claim 2 also provides a solution to the problem. This actuator also has a first slide, which can be connected in a direction-independent manner to a door lock of the motor vehicle, and a second slide, which can be coupled for unlocking with a handle inside a motor vehicle is. Both slides engage with a projection and a recess transversely to their direction of movement, a driver of one of the two sliders being movable relative to the slider in the direction of movement of the two slides to prevent theft of an electric motor to form a dead gear by reducing the projection or increasing the recess is. After the dead gear has been formed, the second slide can be opened again move freely from the handle inside the motor vehicle without taking the first slide with it and thus unlocking the door lock.

An advantageous embodiment of an actuator according to claim 1 or 2 is contained in claim 3. Thereafter, a smooth manual adjustment of the first slide is possible without having to move the first electric motor and a gear arranged after it.

Further advantageous embodiments of an electromotive actuator according to claim 1 can be found in the subclaims 4 to 35. Advantageous developments of an electromotive actuator according to claim 2 can be found in subclaims 36 to 42.

Thus, according to claim 4, the second slide can be taken from the first slide in the direction of unlocking independently of the pawl. Thus, when the door lock is actuated, the second slide can be taken along with the first slide from the outside without the anti-theft device having been reset by the second electric motor beforehand.

According to the preferred embodiment according to claim 6, the control member is a control cam with a ramp. From the basic mode of operation, it is unimportant whether the direction of movement of the ramp on the latch when it is retracted, that is to say when the anti-theft device is set, corresponds to the direction of the slide when locking or unlocking. However, it appears to be more advantageous if the ramp moves according to claim 7 when the pawl runs in such a direction that corresponds to the direction of movement of the slide when locking. A force is then not exerted on the pawl from the ramp in the direction of unlocking of the slides, so that there is no danger that the slides move somewhat out of the locking position and the setting of the anti-theft device is made difficult or not possible at all.

Although the electric motors used in electromotive actuators for central door locking systems on motor vehicles normally work reliably over a long period of time, it cannot be ruled out that such an electric motor will fail once. in which case the transmission members arranged downstream of the electric motor can be located in any indefinite position. A locking of a door by hand must then still be guaranteed. How this problem can be solved with regard to the first electric motor is described in detail in DE-OS 36 27 893. For the second electric motor, this problem is advantageously solved in accordance with claim 8 in that the pawl can be pushed under the control cam when the slide is adjusted from the unlocking position into the locking position.

Since the ramp of the control cam can happen to be in the path of the pawl, it is provided according to claim 9 that the ramp of the control curve is designed to be resilient in such a way that the pawl when the slide is adjusted from the unlocking position into the locking position under the ramp can be pushed or pushed under the ramp. A prerequisite for this spring characteristic of the ramp is, of course, that it is separated from its support at its base. Further advantageous embodiments to maintain the spring property of the ramp are set out in claims 10 and 11.

The training according to claim 12, however, has more tool-technical reasons. As already mentioned, the ramp at its foot should be separated from its carrier. On the other hand, the distance must not be large to ensure that the pawl runs onto the ramp. When shaping the control curve, which is usually injection molded with its carrier made of plastic, the foot of the ramp must therefore be separated from the carrier by a tool section which is as thin as possible. So that this thin tool section does not have to be so long, the ramp is thinner at its foot than at a distance from its foot.

The control cam is preferably located on a gearwheel that can be driven by the second electric motor. The precautions against failure of the second electric motor can be implemented most easily when the control cam is arranged in such a way that the pawl can be moved by it in the direction of the axis of the gearwheel.

Following the ramp, the control curve advantageously has a plateau section without a change in height. After the switch-off, the second electric motor continues to follow an indefinite path which, owing to the plateau section of the control curve, cannot affect the position of the pawl. If the pawl is guided on the second slide, it is brought into the unlocked position together with the second slide in an attempted theft. When the handle is reset in the interior of the vehicle, it returns to the locking position with the second slide, again reaching the plateau section of the control curve. To facilitate this, the plateau section according to claim 17 has on its radially outer edge a sloping slope in the radial direction.

In order to keep the control effort for the second electric motor low, it can only be controlled in one direction of rotation, in which case, in order not to require complicated mechanical switching mechanisms, the gearwheel can also be driven by the electric motor in only one direction of rotation. The second electric motor can be switched on by the spring element both for pulling back the pawl and for pushing the pawl forward, the gear wheel then being able to be rotated through approximately 180 ° each time the electric motor is switched on. However, since the pawl can be moved away from the control cam even when the anti-theft device is set, it is in principle not necessary for the second electric motor to be switched on to reset the anti-theft device. It is therefore provided in the advantageous further development according to claim 22 that the second electric motor can only be switched on for pulling back the pawl, the gearwheel preferably being rotatable through 360 ° after each switching on of the electric motor. In such an embodiment, the number of switching operations and, if the gearwheel is rotated less than 360 ° in each case, the total operating time of the second electric motor can be reduced. In addition, only one opener is required as a limit switch, so that the number of electrical lines within the actuator can also be reduced. So while it has no influence on the functionality during an unlocking process, whether the second electric motor runs before the first electric motor, simultaneously with the first electric motor, after the first electric motor or not at all, it is for setting the anti-theft device necessary that the pawl with the sliders is in the locked position so that the control cam can engage the pawl. Between the start of the adjustment of the slide from the unlocking position to the locking position and the attack of the control cam on the pawl, a time delay is therefore necessary. B. can be brought about by a delayed switching on of the second electric motor. In particular, the second electric motor can only be switched on when the slide has reached the locking position and this by a signal, for. B. an electrical switch in the door lock has been reported. A time delay could, however, also be created in that the motors are switched on at the same time, but the gearwheel with the control cam runs much slower than the gearwheel with the crank adjusting the slide or, in the case that the gearwheel with the control cam, in each case by 360 ° is rotated, the ramp only comes to a pawl after an angle of rotation that is substantially greater than 180 °. However, the latter solutions are not very safe, since the length of time required for the slide to be adjusted by the first electric motor can vary considerably.

If you want the pawl to be actuated immediately after the second electric motor is switched on, an embodiment according to claim 23 is expedient.

Advantageous embodiments of the electromotive actuator according to the invention with regard to the arrangement and guidance of the pawl can be found in the subclaims 24 to 29. Thus, in the preferred embodiment according to claim 24, the spring element of a coil spring, which is located in a blind bore of the pawl and is supported on an extension of the pawl guiding the slide, which extension through a longitudinal slot in which the blind bore is open to the outside the blind hole protrudes. The jack is then very long and can be made correspondingly long. The path of the pawl out of its guidance is advantageously limited by a stop of the slide not guiding the pawl. A stop on the slide guiding the pawl is thereby avoided, so that the pawl is easily inserted into the guide can be. By an embodiment according to claim 26, the coil spring is well supported laterally in each position of the pawl.

The space available can make it appear favorable that the pawl is guided on the second slide according to claim 28. If, on the other hand, the pawl is guided on the first slide, it is not carried along when the anti-theft device is set and the handle inside the vehicle is actuated, which leads to a movement of the second slide, but remains on the control curve. There is no need to take precautions to ensure that the jack z. B. remains in the anti-theft position by a support surface on the first slide or on the housing or is pushed back into this position when the second slide returns.

The whole construction of the lock, electromotive actuator and handle inside the vehicle and the mechanical connections between these parts can be chosen so that the second slide can only be actuated via the handle inside the vehicle in the sense of unlocking the door lock. So that a locking via the handle inside is possible, it is provided according to claim 31 that the slide can be coupled via a driver with the handle inside the motor vehicle and that the driver is in the direction of movement of the slide between them. If, on the other hand, the second slide can be actuated via the handle inside the motor vehicle both in terms of locking and in terms of unlocking, the second slide can advantageously be directly positively coupled to the driver in both directions of movement.

Advantageous refinements of an electromotive actuator according to the invention with regard to guiding the slide are contained in subclaims 33 to 35. It is particularly favorable that only one slide is guided on the housing and the other slide on the first slide. Correct assembly of the two sliders to one another is ensured by training according to claim 35.

In an electromotive actuator according to claim 2, the driver is advantageously movable according to claim 36 against the action of a spring element, which is supported on the associated slide. It also appears favorable if the driver can be coupled in one position to the associated slide by a limit force lock. Basically, this can be done in both operating positions of the driver in relation to the associated slide. When using a spring element, however, coupling by means of a limit force lock is only sufficient in one position, namely in that in which the projection is reduced or the recess is increased. Likewise, without a spring element, a single limit force lock in the named position of the driver is sufficient if an anti-theft device is also provided for each locking.

An electromotive actuator according to claim 2 is particularly suitable for using only a single reversible electric motor for locking and theft protection, with which the driver is adjustably coupled. The coupling of the driver with the electric motor can, for. B. take place via a gear driven by the electric motor and a rack of the driver. The direction of rotation of the motor during anti-theft protection advantageously coincides with the direction of rotation during locking and during anti-theft protection advantageously corresponds to the direction of rotation during unlocking.

An embodiment of an electromotive actuator according to the invention, which is included in claim 1, and an embodiment of an electromotive actuator according to the invention, which is included in claim 2, are shown in the drawings. The invention will now be explained in more detail with reference to the figures of these drawings.

Figur 1

das erste Ausführungsbeispiel in einem Blick in das Innere des Stellantriebs, wobei sich der erste und der zweite Schieber in einer Endlage befinden, die einem verriegelten Türschloß entspricht,

Figur 2

einen Schnitt entlang der Linie II-II aus Figur 1,

Figur 3

eine Ansicht des Zahnrades mit der Steuerkurve für die Klinke, die die beiden Schieber miteinander verbindet,

Figur 4

einen Schnitt entlang der Linie IV-IV aus Figur 3,

Figur 5

einen Schnitt entlang der Linie V-V aus Figur 3,

Figur 6

bei einem konstruktiv etwas anders ausgelegten Ausführungsbeispiel als nach Figur 1 die Position der Klinke relativ zur Steuerkurve nach einer Verriegelung,

Figur 7

einen Schnitt entlang der Linie VII-VII aus Figur 6,

Figur 8

eine Darstellung ähnlich der nach Figur 6, wobei jedoch auch die Diebstahlsicherung gesetzt ist,

Figur 9

einen Schnitt entlang der Linie IX-IX aus Figur 8.

Figur 10

eine Darstellung gemäß der aus den Figuren 6 und 8, wobei jedoch bei gesetzter Diebstahlsicherung eine Handhabe im Innern des Fahrzeugs betätigt worden ist,

Figur 11

eine Darstellung ähnlich der aus den Figuren 6, 8 und 10, wobei sich die Steuerkurve bei ausgefallenem Elektromotor in der Stellung Diebstahlsicherung befindet, die Türe jedoch einmal entriegelt und wieder verriegelt worden ist,

Figur 12

einen Schnitt entlang der Linie XII-XII aus Figur 11,

Figur 13

in der Verriegelungsstellung die beiden Schieber einer anderen Ausführung, bei der die beiden Schieber über einen Vorsprung und einen Rücksprung miteinander koppelbar sind, wobei der Rücksprung zur Diebstahlsicherung vergrößert werden kann, und

Figur 14

die Ausführung nach Figur 13 in der Verriegelungsposition der Schieber und mit gesetzter Diebstahlsicherung.

Show it:

Figure 1

the first embodiment in a view into the interior of the actuator, the first and the second slide being in an end position which corresponds to a locked door lock,

Figure 2

2 shows a section along the line II-II from FIG. 1,

Figure 3

a view of the gear with the cam for the pawl, which connects the two sliders,

Figure 4

4 shows a section along the line IV-IV from FIG. 3,

Figure 5

4 shows a section along the line VV from FIG. 3,

Figure 6

in the case of an embodiment which is designed somewhat differently from that of FIG. 1, the position of the pawl relative to the control cam after locking,

Figure 7

6 shows a section along the line VII-VII from FIG. 6,

Figure 8

6 shows a representation similar to that according to FIG. 6, but the anti-theft device is also set,

Figure 9

a section along the line IX-IX of Figure 8.

Figure 10

6 shows a representation according to that of FIGS. 6 and 8, but with the anti-theft device set, a handle has been actuated inside the vehicle,

Figure 11

6 shows a representation similar to that of FIGS. 6, 8 and 10, the control cam being in the anti-theft position when the electric motor has failed, but the door has been unlocked and locked again once,

Figure 12

7 shows a section along the line XII-XII from FIG. 11,

Figure 13

in the locked position, the two slides of another embodiment, in which the two slides can be coupled to one another via a projection and a recess, the recess being able to be increased to prevent theft, and

Figure 14

the embodiment of Figure 13 in the locking position of the slide and with the anti-theft device set.

In the actuator according to Figures 1 and 2, a first electric motor 23 is fixed in a two-part housing 20 with a housing pot 21 and a cover 22 made of plastic, which has a worm 25 seated on its shaft 24, a worm wheel 26 and an integral part thereof Worm gear designed but not shown pinion finally drives a crank wheel 21. From this crank wheel 27 projects a conical tapering crank pin 28, which consequently moves on a circular path. The axis of the worm wheel 26 is designated 29.

In the housing 20 in the direction of the double arrow A, a slide 30 is guided in a longitudinally movable manner, which can be connected via a U-shaped recesses 31, which are located on a projection 32 protruding from the housing 20, to a push rod, not shown, which can be connected to a Door locking mechanism in a motor vehicle acts. On a bracket 35 of the slide 30, which extends parallel to the cover 22, namely — in the plan view according to FIG. 1 — on the underside of the bracket 35, two stops 33 and 34 are provided, which interact with the crank pin 28. It can be seen from FIG. 1 that the distance 8 between the two stops 33 and 34 in the adjustment direction of the slide 30 is very much smaller than the radius of the crank, that is to say very much smaller than the distance of the crank pin 28 from the axis 29 of the crank wheel 27 This allows for a large stroke of the spool 30 for a given crank wheel loss. The distance D between the two stops 33 and 34 transversely to the adjustment direction of the slide 30 is only slightly larger than the diameter of the crank pin 28. In the one end position of the crank wheel 27 and the slider 30 shown in FIG. 1, the crank pin 28 is located transversely to the adjustment direction seen the slider 30, between the two stops 33 and 34. In this end position, the slider 30 is thus completely decoupled from the crank pin 28 or the crank wheel 27 and can easily be moved manually from the end position shown into the other end position and with the push rod already mentioned can be switched back again. The same applies if the crank wheel 27, the crank pin 28 and the slide 30 are in the other end position in which the crank wheel is rotated by 180 ° with respect to the position shown in FIG. 1.

If, starting from the position shown in FIG. 1, the electric motor 23 driving the crank pin 28 is now switched on, the crank pin is moved clockwise on its circular adjustment path. He then strikes the stop 33 of the slide 30 and takes stop 33 and slide 30 with him into the other end position during the following part of his movement. After a rotation angle of 180 °, the crank pin is stopped again. When the electric motor 23 is switched on again, the crank pin 28 strikes the stop 34 of the slide 30 and returns the slide to the end position shown in FIG. 1, which corresponds to a locked door.

Overall, it is therefore clear that the crank pin 28 is driven by an angle of 180 ° in the same direction of rotation in each setting process. The crank pin 28 is coupled to the stops 33 and 34 only during part of its movement, but is decoupled from the slide 30 in the end positions after an angle of rotation of 180 ° in each case.

The slider 30 is arranged essentially parallel to a side wall of the housing 20 and engages with the thin extension 35 parallel to the cover 22 and just below it in the housing pot 21. In the region of the side wall on which the slide is located, a second slide 40 is guided therein, the direction of a possible movement of the second slide 40 relative to the first slide 30 coinciding with the direction of the double arrow A. For guidance purposes, the second slide 40 has two strips 41 on the side, which engage in grooves 42 of the first slide 30 which are open at one end for introducing the second slide 40 into the first slide 30. As can be clearly seen from FIG. 2, one side wall 43 of the grooves 42 is higher than the other side wall. Accordingly, the strips 41 on the side facing the side wall 43 are higher than on the other side, so that the slide 40 can only be inserted into the slide 30 in a single relative position thereof. The open end of the grooves 42 is located on the end face 44 of the slide 30. The two strips 45 of the slide 30, in which the grooves 42 are located, are only in the area of the extension 32 and at the other end of the grooves 42 connected. The second slide 40 can therefore reach out between the end face 44 and the extension 32 of the first slide 30 with an extension 46 through the same opening 47 in the side wall 48 of the housing 20, through which the slide 30 with the extension 32 also does so. In a groove 49, a drive plate, not shown, can be used in the shoulder 46 of the second slide 40, which, for. B. can be operated via a Bowden cable from a handle inside a motor vehicle. Driving plate and second slide 40 are thus positively coupled to one another in the direction of the double arrow A. In normal operation, the two lugs 32 and 46 lie directly against one another, as shown in FIG. 1.

On the side of the second slide 40 facing away from the side wall 48 of the housing 20, a pawl 50 is guided thereon perpendicularly to the adjustment direction of the slide, which is indicated by the double arrow A in FIG. 1, and perpendicular to the cover 22 of the housing 20. For guiding, the pawl 50 engages with two lateral strips 51 in two grooves 52 of the slide 40, which are formed by two inverted L-shaped strips 53 placed in one piece on the slide. The pawl has a blind bore 54 in the guide direction, which opens into a longitudinal slot 55 toward the slide 40. However, the width of the slot is less than the diameter of the blind bore 54, so that a compression spring 56 inserted into the blind bore 54 cannot fall out of the blind bore 54 through the slot. The helical compression spring is supported on the bottom of the blind bore 54 and on an abutment 57 of the slide 40, which engages through the longitudinal slot 55 into the blind bore 54. In Figure 2, a first end position is indicated by solid lines and a second end position of the pawl 50 by dashed lines. It can be seen that the abutment 57 is covered in every position of the pawl 50 by the wall 58 opposite the longitudinal slot 55, so that the helical compression spring 56 is securely supported on the abutment 57 in the predetermined position. The grooves 52 of the slide 40 are open on both sides and the strips 51 of the pawl 50 are the same throughout, so that the pawl can be easily pushed in the direction of the support surface of the helical compression spring 56 on the abutment 57 into the second slide 40. In the boom 35 of the first slide 30 there is a rectangular opening 58, in which, provided that it is aligned with the guide of the pawl 50, the helical compression spring extends the head 59 of the pawl 50 so far can push in until the pawl strikes with a step on the side of the boom 35 facing away from the cover 22. In a cross-section lying parallel to the extension 35 of the slide 30, in particular in the direction of movement of the slide 30 and 40, the dimensions of the opening 48 and the head 59 of the pawl 50 are coordinated with one another in such a way that there is only a slight play between them.

If the pawl 50 engages with its head 59 in the opening 58 of the slide 30, the slide 30 and 40 are coupled to each other in both directions of movement. From the abutting of the two approaches 32 and 46 also shows that from the end position of the two slides shown in Figure 1, which corresponds to a locked door lock, the slider 30, the slider 40 with the approach 32 regardless of the pawl 50 in the end position can take, which corresponds to an unlocked door. It does not matter whether the slide 30 is adjusted manually via the locking cylinder or by the electric motor 23. When the door locks are locked, i.e. when the slide 30 is adjusted from the second end position into the end position shown in FIG. 1, the second slide 40 is carried along by the first slide 30 via the pawl 50, again it does not matter whether the first slide 30 is adjusted by hand or by the electric motor.

When the pawl 50 engages in the opening 58, it is also possible to unlock or lock a motor vehicle door with the interior locking handle. If the door is locked and the inner locking handle is now actuated, the second slide 40 and the pawl 50 take the first slide 30 over the drive plate, not shown, which is located in the groove 49 of the extension 46 of the second slide 40 transfers the movement to the door lock. During a locking process, the slide 40 takes the first slide 30 with it via the shoulder 46 or the pawl 50.

While locking a motor vehicle door from the inside should at any time enable it to be unlocked again from the inside, it is desirable to be able to make a subsequent unlocking from the inside impossible when locking from the outside. It is to be avoided in the event of an attempted theft after being hit Window pane of the motor vehicle can be unlocked by actuating an internal locking handle and then the motor vehicle is easily accessible.

In order to enable this anti-theft device, the pawl 50 already described is present, which can be withdrawn from the opening 58 of the slide 30 by a second electric motor 65, provided that the two slides 30 and 40 are in the locking position and the electric motor 65 is live is placed. The electric motor 65, similarly to the electric motor 23, finally drives a gearwheel 70 via a worm 67 seated on its shaft 66, via a worm wheel 68 and via a pinion 69 formed in one piece with this worm wheel, which gearwheel just below the arm 35 of the slide 30 Gear ring 71 is provided and, seen from the boom 35, has a control cam 75 beyond the gear ring 71, which is located at a distance from the gear ring 71 on the side of a radial flange 76 of the gear wheel 10 facing away from this gear ring.

While the gear 70 is shown only schematically in FIG. 2, further details can be found in FIGS. 3 to 5. The control curve 75 extends over an angle of approximately 205 ° and consists of a ramp 77 rising from the underside of the ring gear 71, which extends over an angle of approximately 60 °, and a plateau section 78 adjoining the ramp, the length of which is approximately Is 245 °. At the end 79 of the plateau section, the control curve abruptly breaks off. The flange 76 carrying the control cam 75 is cut away from the ring gear 11 against the ring gear 71 by a circumferential groove 80 which is open radially outwards. The groove 80 is wider than a cam follower 81, which is formed in one piece with the pawl 50 and protrudes from the pawl 50 perpendicular to its guide direction towards the control cam 75 and, as can be seen from FIG. 2, when the pawl 50 is snapped into the slide 30 is located just below the ring gear 71 at the level of the groove 80. The groove 80 also continues below the ramp 77, but there initially decreases continuously in width in accordance with the inclination of the ramp, then again has a section with a constant width because the ramp 77 becomes thinner and finally decreases in it Spread close to zero. That the ramp 71 is thinner at its base than at a distance from it technical reasons. This is because the ramp is not only separated radially on the outside, but also at its base 82 from the remaining material of the gearwheel 70. In order, however, to ensure that the curve follower 81 runs smoothly onto the ramp 77, the distance between the foot 82 of the ramp 77 and the remaining material of the gearwheel 70 may only be small. This small distance must be created with a section of the mold that is only very thin and therefore prone to breakage. Because the ramp is thinner at its base than at a distance from it, the length of this tool section in the circumferential direction is small and thus the risk of breakage is reduced. The ramp 77 is also separated radially on the inside from the rest of the material of the gear 70 by a cutout 83, which can be demolded through an opening 84 in the ring gear 71 of the gear 70. As can be seen in FIG. 3, the free cut 83, viewed in the circumferential direction, begins at a distance in front of the foot 82 of the ramp 77 and ends shortly after the transition between the ramp 77 and the plateau section 78 within the plateau section 78. Only at this Transition, the ramp 77 is connected to the rest of the material of the gear 70. It can therefore spring away well from the ring gear 71.

The gearwheel 70 also carries a radial cam 85 with which a limit switch 86 for the electric motor 65 accommodated in the housing 20 can be actuated. The switch 86 is a changeover contact, which is controlled by the cam 85 in such a way that the electric motor 65, which always runs in the same direction of rotation, is switched off each time the gear 70 is rotated by approximately 180 °. In the direction of rotation, the position of the cam 85 and the position of the control cam 75 are coordinated with one another in such a way that the cam follower 81 of the pawl 50 is in one resting position of the gear 70 shortly before the ramp 77 and in the other resting position of the gear 70 shortly before the end 79 of the plateau section 78 is provided that the sliders 30 and 40 are in the locking position.

The operation of the electromotive actuator according to Figures 1 to 5 will now be explained in more detail with the help of Figures 6 to 12. You can also see in these figures the first slide 30, the second slide 40, the pawl 50 with the head 59 and the cam follower 81 and the gear 70 with the flange 76 as a carrier of the cam 75 with the ramp 77 and the plateau section 78. Die FIGS. 6 and 7 show the slides 30 and 40 in the locking position, from which they are moved by a movement to the right (in 6) can be brought into the unlocking position. In the state according to FIGS. 6 and 7, the pawl 50 engages with the head 59 in the first slide 30. If the internal locking handle is now actuated, the slide 40 takes the slide 30 into the unlocking position via the pawl 50, so that the lock is unlocked. So the theft protection was not set. If the lock and the anti-theft device are to be set, a signal is given by a longer actuation of the locking cylinder, by a further actuation of the locking cylinder or by actuation of the locking cylinder beyond a certain distance, on the basis of which the second electric motor 65 is energized, when the slider 30 is in the locking position. The electric motor 65 rotates the gear 70, viewed in the view according to FIG. 6, clockwise by 180 ° until it is switched off by the switch 86. The control curve 75 moves with the ramp 77 under the curve follower 81 of the pawl 50 and pulls it out of the opening 58 of the slide 30, the path of the pawl 50 being determined by the height of the plateau section 78 of the control curve 75. When the electric motor 65 is switched off, the cam follower 81 of the pawl 50 is close to the end 79 of the plateau section 78, while it stood just before the ramp 77 before the gear 70 was rotated 180 °. If, starting from the state according to FIGS. 8 and 9, an interior locking handle of the vehicle is actuated, only the slide 40 is moved to the right into the unlocking position. The position of the slide 30, however, does not change, so that the door lock remains locked. During the movement of the slide 40, the pawl 50 can easily be moved tangentially away from the plateau section 78 of the control cam 75. As soon as the curve follower 81 has left the plateau section 78, the pawl is supported on a wall of the slide 30 so that it essentially maintains its height with respect to the control curve 75, and slides along the slide 30 with the slide 40. If the inner locking handle is moved back again, the slide 40 also moves back into the position shown in FIG. 8, the cam follower 81 again reaching the plateau section 78 of the control cam 75. In order to facilitate this running onto the plateau section 78, this is provided with a bevel 87 radially on the outside, as shown in particular in FIG. On the other hand, the interior locking handle and with it the slide 40 remain in the Unlocking position, the slider 30 is adjusted when unlocking from the outside, the pawl 50 engaging in the opening 48 of the slider 30 due to the force of the spring 56 in the unlocking position of the slider 30, and thus both sliders are coupled again. The position of the individual parts when the anti-theft device is set and after actuation of the internal locking handle in the direction of unlocking is shown in FIG. 10.

Now it can happen that the power supply for the second electric motor 65 fails. The gearwheel 70 can then be in the rest position according to FIG. 6 or in the rest position according to FIG. 8, but also in any intermediate position. It should always be possible to move the two sliders 30 and 40 from their unlocked position into the locked position in order to at least lock the door of the vehicle, even if it cannot be secured against theft. Above all, the path for the curve follower 81 of the pawl must be free. If the gear wheel is in the position according to FIG. 6, which corresponds to the anti-theft device not set, the pawl 50 can be moved freely, so that locking is possible. This also applies if the circumferential section of the gearwheel 70 not carrying a cam is in the path of the curve follower 81. On the other hand, if the gearwheel 70 assumes its other rest position, which is shown in FIGS. 8, 10 and 11, the groove 80 between the flange 76 and the ring gear 71 of the gearwheel 70 enables it to be locked. Because during this locking the cam follower 81 can be pushed into this groove, as can be seen in particular from FIG. If the ramp 77 is currently in the path of the curve follower 81, then the latter either raises the ramp a little due to its resilient properties or travels entirely below it. This enables locking in any position of the gear 70. It can be seen in particular from FIG. 6 that the direction of rotation of the gearwheel 70 when the cam follower 81 runs onto the ramp 77 is selected such that a force component occurring during the run-up acts in the direction of movement of the sliders 30 and 40 in the locking direction. Since the slider abuts a stop in this direction, this force cannot influence the position of the slider. This direction of rotation also means that if the power supply fails, the ramp 77 can be passed underneath and the curve follower 81 does not run onto the ramp if it should happen to be in the area of the curve follower. It can thus be achieved that the anti-theft device is in no case set if the power supply for the electric motor 65 fails via the internal locking handle.

In the electromotive actuator according to FIGS. 13 and 14, a first slide 30 and a second slide 40 are again present. The second slide consists of two parts 95 and 96, which are at a distance from one another in the direction of movement of the slide, which is again indicated by the double arrow A. The part 96 may be referred to as a driver, since it can be moved relative to the part 95 in the direction of arrow A by an electric motor 97 when the part 95 of the slide 40 is at rest relative to the slide 30. For this purpose, the driver 96 is provided with a rack section 98, in which a pinion of the electric motor 97, not shown, engages. Due to the distance between the parts 95 and 96 of the slide 40, a recess 99 is formed, in which the slide 30 engages with a projection 100. The two parts 95 and 96 of the slide 40 are pulled towards one another by a coil spring 101. In addition, a detent spring 102 is attached to the part 95 of the slide 40, which engages over the driver 96 and can engage with a grid 103 in a latching receptacle 104 of the driver 96. The locking is released with a certain force in the direction of movement of the slide, so that the locking spring, grid and locking receptacle can be referred to as a limit force lock.

As in the electromotive actuator according to FIGS. 1 to 12, the slide 30 can also be guided on a housing in the case of the one according to FIGS. 13 and 14, while the parts 95 and 96 of the slide 40 may be guided independently on the slide 30.

The electric motor 97 is a reversible motor which can be driven to lock and set the anti-theft device in one direction and to reset the anti-theft device and unlock it in the other direction.

In the state shown in Figure 13, the slides 30 and 40 may be in their locking position. If the motor is now in the direction of the Arrow G switched on, he pushes the driver 96, in the view according to Figure 13, to the left. The driver 96 takes the slide 30 with it via the projection 100, so that the lock is unlocked. When locking, the electric motor 97 rotates in the other direction H, the other part 95 and the slider 30 being carried along by the part 96 of the slide 40 via the helical spring 101 until they assume the locking position. If the electric motor continues to rotate in the same direction, only the driver 96 is adjusted while increasing the tension of the spring 101 until the grid 103 engages in the snap-in receptacle 104. The limit force solution of this latching is selected so that the tensioned spring 101 alone cannot release the latching. The parts therefore remain in the position shown in FIG. 14, in which the recess 99 is significantly larger than the projection 100. If an internal locking handle, which is connected to part 95 of slide 40, is actuated, parts 95 and 96 of slide 40 are moved to the left, but slide 30 remains at rest. It is not possible to unlock the lock.

When unlocking from the state shown in FIG. 14, since the movement of the part 95 of the slider 40 is opposed by a certain resistance from the inner locking handle, the latching is first released, i. H. the anti-theft device is reset, and then the lock is unlocked by taking the slide 30 with it.

However, it is also conceivable that only the parts 95 and 96 of the slider 40 are first shifted out of the state according to FIG. 14 to the unlocking end position of the part 95 before the driver 96 pushes the slider 30 after releasing the latching between the grid 103 and the Takes recess 104.

It may be possible to dispense with the helical spring 101 if a second latching recess is provided in the driver 96 for the grid 103, into which the grid 103 engages in the position of the driver 96 shown in FIG. Then, when the catches 96 are locked, the part 95 of the slider 40 and the slider 30 take along via this further latching.

Finally, it is even possible to dispense with the coil spring 101 without further latching, if it is accepted that only the driver 96 is initially moved with an increase in the recess 99 when the latch is locked until the grid 103 engages in the latching recess 104 and then also Part 95 of the slide 40 and the slide 30 can be adjusted. When unlocked, only the parts 95 and 96 of the slider 40 would again be moved before the slider 30 is taken along. The anti-theft device would be set before locking and reset only after unlocking.

Claims (42)

1. An electromotive actuator for a central door locking system of a motor vehicle with a housing (20), with a first slide (30), which is adjustable by an electric motor (23) between two end positions, which can be connected with a door lock of the motor vehicle independent of the direction and which, preferably, is decoupled from the electric motor (23) in the end positions so that it is easily movably adjustable manually adjusted between its end positions, characterized in that a second slide (40) can be coupled with a handle in the inside of the motor vehicle at least for unlocking, in that the second slide (40) can be coupled with the first slide (30) by a latch (50) which is adjustably guided at one of the two slides (40) transversely to the moving direction of the slides (30,40), engages into the other slide (30) under the effect of a spring element (56), in that the latch (50) can be withdrawn by a second electric motor (65) by means of a control device (75) in order not to engage into the other slide (30) against the effect of the spring element (56) from one coupling position into a theft protection position in order to protect against theft and in that the latch (50) together with the slide (40) at which said latch is guided, can be moved away from the control device (75) in the theft protection position.
2. An electromotive actuator for a central door locking system of a motor vehicle with a housing (20) with a first slide (30) which is adjustable by an electric motor (23) between two end positions which can be connected with a door lock of the motor vehicle independent of the direction and which preferably is decoupled from the electric motor (23) in the end positions so that it is easily movable adjustable manually between its end positions , characterized in that a second slide (40) can be coupled with a handle in the inside of the motor vehicle for unlocking, in that the first slide (30) and the second slide (40) engage into each other with a jut (100) and a recess (99) transversely to their moving direction and in that in order to protect theft, a carrier (96) of one of the two slides (40) can be moved relative to the slide (40) in moving direction of the two slides (30,40) by an electric motor (97) in order to form a lost motion by reducing the jut (100) or enlarging the recess (99).
3. An electromotive actuator according to claim 1 or 2, characterized in that in each adjusting process a crank (28) is adjustable by a first electric motor (23) by a swivelling angle of 180 degrees each time in the same turning direction that the first slide (30) is adjustable between the two end positions by this crank (25) and in that said crank (25) is coupled with the first slide (30) only during a period of its swivelling direction, however, is decoupled of the first slide (30) in the end positions after a swivelling angle of 180 degrees each time.
4. An electromotive actuator according to one of the preceding claims, characterized in that the second slide (40) can be entrained by the first slide (30) independently of the latch (50) in unlocking direction.
5. An electromotive actuator according to claim 4, characterized in that the catching is effected by lateral extensions (32,46) of the slides (30,40).
6. An electromotive actuator according to one of the preceding claims, characterized in that the control device is a control curve (75) with a ramp (77).
7. An electromotive actuator according to claim 6, characterized in that the ramp (77) moves in such a direction during the ascent of the latch (60) which corresponds to the moving direction of the slides (30,40) during the locking operation.
8. An electromotive actuator according to claim 6 or 7, characterized in that the latch (50) can be pushed beneath the control curve (75) while the slides (30,40) are adjusted from the unlocking into the locking position.
9. An electromotive actuator according to claim 8, characterized in that the ramp (77) of the control curve is formed resiliently in such a way that the latch (50) can be pushed beneath the ramp (77) or can be pushed through beneath the ramp (77) during the the slides are shifted from the unlocking into the locking position.
10. An electromotive actuator according to claim 9, characterized in that the ramp (77) is also cut free in the inside, this means at the lateral edge, which is turned away from the latch (50).
11. An electromotive actuator according to claim 10, characterized in that the free cut (83) is slightly longer in the inside than the ramp (77).
12. An electromotive actuator according to one of the claims 9 to 11, characterized in that the ramp (77) is thinner at its foot (82) than in the distance towards its foot (82).
13. An electromotive actuator according to one of the claims 6 to 12, characterized in that the control curve (75) is situated at a gearwheel (70) which can be driven by the second electric motor (65).
14. An electromotive actuator according to claim 13, characterized in that the latch (50) can be moved away from the control curve towards the direction of the axis of the gearwheel (70).
15. An electromotive actuator according according to claim 14, characterized in that the control curve (75) is situated behind the gear ring (71) of the gearwheel (70), seen in the direction in which the latch (50) can be moved by the control curve (75).
16. An electromotive actuator according to one of the claims 13 to 15, characterized in that the control curve (75) comprises a plane section (78) without a change of height following the ramp (77).
17. An electromotive actuator according to claim 16, characterized in that the plane section (78) comprises a slope (87) declining in radial direction at its outside radial edge.
18. An electromotive actuator according to one of the claims 13 to 17, characterized in that the ramp (77) extends over an angle of approximately 60 degrees in circulation direction of the gearwheel (70).
19. An electromotive actuator according to one of the claims 13 to 18, characterized in that the second electric motor (65) is actuatable only in one direction of rotation and characterized in that the gearwheel (70) can be driven by the electric motor (65) only in one single direction of rotation.
20. An electromotive actuator according to claim 19, characterized in that the second electric motor (65) can be switched on by the spring element (56) for pulling back the latch (50) as well as for pushing forward the latch, wherein the gearwheel can be turned by 180 degrees after each time the electric motor is switched on.
21. An electromotive actuator according to claim 20, characterized in that the control curve (75) with its ramp (77) and its plane section (78) extends over an angle of 205 degrees in circulation direction of the gearwheel (70).
22. An electromotive actuator according to claim 19, characterized in that the second electric motor (65) can be switched on only for pulling back the latch, wherein the gearwheel (70) can preferably be turned by 360 degrees after each time the electric motor (65) is switched on.
23. An electromotive actuator according to one of the claims 20 to 22, characterized in that the second electric motor (65) can be switched off, after each time it was switched on, by an end switch (86) which can be worked by the gearwheel (70) and in that the moment when it is switched off, respectively, when the end switch (86) is switched off and the position and length of the control curve (75) are coordinated with each other in such a way that the latch (50), when in locking position of the slides (30,40) and in a resting position of the gearwheel (70), is situated near the end (79) turned away from the ramp of the plane section (78), on said plane section or in a small distance towards the ramp (77).
24. An electromotive actuator according to one of the preceding claims, characterized in that the spring element (56) is a helical spring situated in a blind-end bore (54) of the latch (50) and supporting itself at a stud (57) of the slide (40) guiding the latch, which stud (57) projects into the blind-end bore 54 by a radial slot (55), because the blind-end bore (54) is open to the outside.
25. An electromotive actuator according to one of the preceding claims, characterized in that the spring element (56) presses the latch (50) against a stop (35) of the slide (30), which does not guide the latch (50) while the slides (30, 40) are in the coupled state.
26. An electromotive actuator according to claims 24 and 25, characterized in that, also when the latch (50) abuts the stop (35), the wall of the blind-end bore (54) situated opposite of the radial slot (55), protrudes the stud (57) supporting the helical spring (56).
27. An electromotive actuator according to one of the preceding claims, characterized in that the latch (50) is guided in two grooves (53) with two rails situated opposite each other, each of which is formed by a rail (53), L-shaped in cross section and which is placed upon the slide (40).
28. An electromotive actuator according to one of the preceding claims, characterized in that the latch (50) is guided at the second slide (40).
29. An electromotive actuator according to one of the claims 1 to 27, characterized in that the latch (50) is guided at the first slide (30).
30. An electromotive actuator according to claims 27 or 28, characterized in that the second slide (40) can be operated by a handle in the inside of the motor vehicle only in the sense of unlocking the door lock.
31. An electromotive actuator according to claim 30, characterized in that the slides can be coupled with the handle in the inside of the motor vehicle by means of a carrier and that the carrier is situated between said slides in moving direction of the slides (30,40).
32. An electromotive actuator according to claim 27 or 28, characterized in that the slides (30,40) can be coupled with a handle in the inside of the motor vehicle by means of a carrier, characterized in that the second slide (40) can be directly coupled with the carrier form-fittingly in both moving directions and that the carrier can be operated by means of a handle in the inside of the motor vehicle in the sense of locking and unlocking the door lock.
33. An electromotive actuator according to one of the preceding claims, characterized in that the one slide (30) is guided at the housing (20) and the other slide (40) is guided at the first slide (30).
34. An electromotive actuator according to claim 33, characterized in that the first slide (30) is guided at the housing (20) and the second slide 840) is guided at the first slide (30).
35. An electromotive actuator according to claim 33 or 34, characterized in that the one slide (30) is provided with two narrow grooves (42) and the other slide (40) with two narrow rails (41), which engage into the grooves (42) and that one groove (42) and a respective rail (41) is lower at one side than at the other one.
36. An electromotive actuator according to claim 2 or 3, characterized in that the carrier (96) can be moved away against the effect of a spring element (101), which supports itself at the respective slide (40).
37. An electromotive actuator according to one of the claims 2, 3 or 36, characterized in that the carrier (96) can be coupled in one position with the corresponding slide (40) by a locking device for limited power (102, 103, 104).
38. An electromotive actuator according to one of the claims 2, 3, 36 or 37, characterized in that the one slide (40) and the other carrier (96) are guided at the other slide (30) independent of each other.
39. An electromotive actuator according to one of the claims 2, 3 or 36 to 38, characterized in that the carrier (96) is part of the second slide (40).
40. An electromotive actuator according to one of the claims 2, 3, or 36 to 39, characterized by one single electric motor, which direction of rotation can be reversed, with which electric motor the carrier (96) can be adjustably coupled.
41. An electromotive actuator according to claim 40, characterized in that gearwheel being adjustable by the electric motor (97) intermeshes a toothed rack of the carrier (96).
42. An electromotive actuator according to claim 40 and 41, characterized in that the carrier (96) can be adjusted after a locking of the door lock by a further turning of the electric motor into the same direction like in the locking operation.

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