EP0711891B1 - Kraftfahrzeug-Türverschluss mit Zentralverriegelungsantrieb - Google Patents

Kraftfahrzeug-Türverschluss mit Zentralverriegelungsantrieb Download PDF

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Publication number
EP0711891B1
EP0711891B1 EP95116619A EP95116619A EP0711891B1 EP 0711891 B1 EP0711891 B1 EP 0711891B1 EP 95116619 A EP95116619 A EP 95116619A EP 95116619 A EP95116619 A EP 95116619A EP 0711891 B1 EP0711891 B1 EP 0711891B1
Authority
EP
European Patent Office
Prior art keywords
central locking
receptacle
locking lever
driver pin
motor vehicle
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.)
Revoked
Application number
EP95116619A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0711891A2 (de
EP0711891A3 (de
Inventor
Martin Dipl.-Ing. Roos
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6532521&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0711891(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0711891A2 publication Critical patent/EP0711891A2/de
Publication of EP0711891A3 publication Critical patent/EP0711891A3/de
Application granted granted Critical
Publication of EP0711891B1 publication Critical patent/EP0711891B1/de
Anticipated expiration legal-status Critical
Revoked 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
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • 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
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • 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
    • E05B81/32—Details of the actuator transmission
    • E05B81/42—Cams
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/62—Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current
    • 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
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1075—Operating means
    • Y10T292/1082—Motor
    • 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
    • Y10T292/00—Closure fasteners
    • Y10T292/57—Operators with knobs or handles
    • 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
    • Y10T70/60—Systems
    • Y10T70/625—Operation and control
    • Y10T70/65—Central control
    • 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
    • Y10T70/70—Operating mechanism
    • Y10T70/7051—Using a powered device [e.g., motor]
    • Y10T70/7062—Electrical type [e.g., solenoid]
    • Y10T70/7107—And alternately mechanically actuated by a key, dial, etc.

Definitions

  • the invention relates to a motor vehicle door lock with a central locking drive with the features of the preamble of claim 1.
  • a conventional motor vehicle door lock regularly has locking elements such as a rotary latch and pawl and a lock mechanism arranged on a support element with various levers which are used for actuation.
  • locking elements such as a rotary latch and pawl and a lock mechanism arranged on a support element with various levers which are used for actuation.
  • a central locking drive works regularly on a central locking lever driven by it, which then in turn engages in the lock mechanism, either directly or via further levers arranged in between. All of this is not important in the present case for the teaching of the invention, the teaching of the invention only deals with the connection of the central locking drive to the central locking lever.
  • the central locking lever can be pivoted about a pivot axis parallel to the axis of rotation of the drive element and projects with its free end into the orbit of the driving pin on the drive element. If the drive element is rotated from the central locking drive, the driver pin takes the end of the central locking lever with it until it reaches its unlocked position or its locked position. After the end of this driving movement for the central locking lever, the driving pin does not stop, rather it is moved further in the same direction on its orbital curve. This is possible without excessive effort by the fact that in the circular arc of the driver pin projecting area of the central locking lever is elastic. He thus avoids the further rotating driver pin and finally comes out of engagement with the driver pin, springing back into its starting position. The driver pin continues to run in its rest position, which is outside the range of movement of the central locking lever. It is thus easily possible to pivot the central locking lever back and forth by hand, that is to say purely mechanically, when the central locking drive is blocked.
  • a motor vehicle door lock of a similar type is known (DE-A-43 43 340), in which the central locking lever has a fork-shaped receptacle for the driving pin at its end projecting into the movement path of the driving pin, which is considerably wider than that Driver pin itself.
  • the diameter of the drive element or the complete circulation bend of the driver pin corresponds approximately to the depth of the fork-shaped receptacle, the driver pin therefore always lies against a side wall of the fork-shaped receptacle.
  • the fork-shaped receptacle is so wide that the central locking lever can be moved mechanically between the unlocking position and the locking position purely mechanically and independently of the driving pin regardless of the permanent position of the driving pin in the fork-shaped recording.
  • this is a general requirement for motor vehicle door locks of the type in question. They must be unlocked or locked with the driver pin in the rest position when the central locking drive is blocked.
  • the known motor vehicle door lock from which the invention is based (US Pat. No. 5,240,296) has a driver pin which only remains in a corresponding receptacle of a central locking lever when a special anti-theft position is reached. In this anti-theft position, the central locking lever should be blocked in its movement (column 2, lines 34 to 36, column 7, lines 66 to column 8, line 12).
  • An anti-theft device is not provided at the starting point for the present invention, at least not the subject of the discussion.
  • the driver pin of the prior art which forms the starting point assumes its high position outside the recording, namely at the lower edge of the movement recording (column 5, lines 37 to 43 and lines 58 to 64).
  • the boundary surfaces of the receptacle and movement receptacle do not come into contact with the driver pin.
  • This motor vehicle door lock is controlled via slip ring switches (column 6).
  • slip ring switches are as complex as other microswitches and are susceptible to many functions due to the wear options.
  • the teaching is based on the task of simplifying the known motor vehicle door lock with a central locking drive in terms of circuitry or control technology.
  • Fig. 1 shows the central locking drive 1, 2 with the driving electric motor 1 and the spindle 2 driven by this, which is shown here partially broken away to reveal the central locking lever 3 below.
  • the driver pin 5 can be moved on its orbital arc in both directions of rotation. Together with the drive element 4, it forms a type of crank mechanism.
  • the central locking lever 3 can be pivoted about a pivot axis 7 parallel to the axis of rotation 6. This pivoting movement is the usable in the lock mechanism, not shown, for unlocking or locking the motor vehicle door lock (releasability of the pawl).
  • the central locking lever 3 has a fork-shaped receptacle 8 for the driver pin 5, which is considerably wider than the driver pin 5. As will be explained further below, the central locking lever 3 can be swiveled mechanically into an unlocking position E, in FIG. 1, and a locking position V, in FIG. 3, both by means of the driver pin 5 and independently and unhindered therefrom.
  • stops 9, 10 for the unlocking position E and the locking position V are realized.
  • Fig. 1 now makes it immediately clear that the circulating arc of the driving pin 5 only runs approximately to the (upper or lower) half in the fork-shaped receptacle 8 and the other half outside the receptacle 8
  • the axis of rotation 6 of the drive element 4 thus lies approximately at the level of the open end of the receptacle 8, and the driver pin 5 assumes its rest position or rest positions outside the receptacle 8 and enters the receptacle 8 only for the movement of the central locking lever 3.
  • Fig. 1 shows that in the illustrated and in this respect preferred embodiment, the unlocking position (E) and the locking position (V) of the central locking lever (3) are each defined by a stop (9, 10). While the stops 9, 10 are somehow arranged outside the central locking lever 3 in the exemplary embodiment according to FIG. 1 and the central locking lever 3 with its outer surface runs against a stop 9 or 10, an internal realization of the stops 9, 10 can also be provided , namely in that the axis of rotation 6 of the drive element 4 is physically present and at the same time forms the stops 9, 10. It is easy to imagine.
  • the illustrated embodiment is further characterized in that the receptacle 8 of the central locking lever 3 at the open end in a movement receptacle 11 in the central locking lever 3rd with a considerably larger width than the receptacle 8 opens and the driver pin 5 assumes its rest position or rest positions in the movement receptacle 11.
  • the receptacle 8 could open radially outwards with respect to the central locking lever 3, then the movement receptacle 11 would adjoin the receptacle 8 radially outwards.
  • an inverted arrangement is selected, namely it is provided that the open end of the receptacle 8 faces the pivot axis 7 of the central locking lever 3.
  • the central locking lever 3 is closed all around, so that the receptacle 8 and the movement receptacle 11 are closed in the locking lever 3.
  • the movement receptacle 11 provides the movement space for the driver pin 5 which it needs to return to its respective rest position, which is shown for example in the unlocking position in FIG. 1.
  • the movement pickup 11 ensures that the central locking lever 3 can be swiveled freely when the central locking drive 1, 2 is stationary.
  • the central locking drive 1, 2 has for the simplification of the overall arrangement in terms of circuitry.
  • the movement receptacle 11 to the side of the receptacle 8 preferably has a circular arc shape with the pivot axis 7 as the center of the circle extending stop surfaces 12 against which the driver pin 5 runs into its respective rest position.
  • These stop surfaces 12 on the side of the receptacle 8 can also be realized with the receptacle 8 opening radially outwards and inwards. They gain particular importance in that the central locking drive 1, 2 is controlled by the driving pin 5 starting against the respective stop surface 12 (block operation).
  • the receptacle 8 of the central locking lever 3 is at least slightly wider at the open end than the outer radius of the circumferential arc of the driving pin 5.
  • Fig. 1 the central locking lever 3 is in the unlocked position, the motor 1 of the central locking drive 1, 2 is. If the central locking lever 3 is now to be moved into the locking position V, the electric motor 1 of the central locking drive 1, 2 is switched on. The motor 1 starts up and the drive element 4 begins to turn clockwise, as shown by the arrow in FIG. 2.
  • the driver pin 5 runs clockwise on its orbital curve. Since the axis of rotation 6 of the drive element 4 is located approximately at the right edge of the receptacle 8 and the receptacle 8 is just a little wider at its open end than the radius of the drive element 4, the driver pin 5 can initially enter the receptacle 8 unhindered at the open end .
  • the driver pin 5 then pushes the central locking lever 3 clockwise from the unlocking position E in FIG. 2 in front of itself until the central locking lever 3 has reached the locking position V in FIG. 3. Now the receptacle 8 has shifted so far clockwise that the driver pin 5 can easily emerge again from the receptacle 8 during its further movement on the circulation sheet.
  • the motor 1 continues to run unchanged, so that no switching operations or the like have taken place in the meantime. Microswitches are not required.
  • the driver pin 5 strikes this stop surface 12 after a further path of 160 ° Pivot axis 7 lying circle center point, the force exerted by the driver pin 5 on the stop surface 12 is directed radially with respect to the pivot axis, so does not lead to any displacement of the central locking lever 3, which would also not be desirable.
  • the drive movement of the motor 1 is opposed to a considerable resistance, the motor current increases suddenly, this is evaluated in terms of circuitry, the motor is switched off and is de-energized.
  • the central locking lever 3 can be easily (mechanically) pivoted back and forth by hand with the engine stopped and the driving pin 5 standing on the stop surface 12.
  • the stop surfaces 12 run in the shape of a circular arc in accordance with the previously explained concept. It can be seen in FIG. 4 how the central locking lever 3 has been manually pivoted back into the unlocking position E from the locking position V shown in FIG. 3 with the driver pin 5 at a standstill. This may be necessary, for example, in the event of an emergency opening of a motor vehicle door lock.
  • FIG. 5 shows the motor-driven drive movement for the central locking lever 3 starting from FIG. 3.
  • the driver pin 5 on the drive element 4 is now moved counterclockwise on its orbital arc and pivots the central locking lever 3 also counterclockwise about the pivot axis 7 from the locking position V back to the unlocking position E.
  • Fig. 6 shows the further movement of the driving pin 5 after pivoting of the central locking lever 3, the driving pin 5 now comes to rest on the right of the receptacle 8 stop surface 12 of the movement receptacle 11, so that the motor 1 is then switched off.
  • Fig. 7 shows that even in this position of the driver pin 5 an unimpeded mechanical pivoting of the central locking lever 3 is possible.
  • the construction shown is particularly interesting because the central locking lever 3 remains practically force-free with regard to its movement between the unlocked position and the locked position, although considerable forces occur in order to allow the shutdown of the electric motor 1 of the central locking drive 1, 2 in block operation.
  • the motor vehicle door lock according to the invention is characterized by a few components, a very high driving force and a flat design.
  • the motor 1 can be designed to be relatively poor in performance, since it can start up in any case before forces occur on the driving pin 5.
  • the possibility of block operation of the central locking drive 1, 2, which allows the omission of microswitches for switching off the electric motor 1, is particularly significant. Every position of the central locking lever 3 can be controlled both electromechanically and manually without any problems.

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  • Lock And Its Accessories (AREA)
EP95116619A 1994-11-08 1995-10-21 Kraftfahrzeug-Türverschluss mit Zentralverriegelungsantrieb Revoked EP0711891B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4439479A DE4439479A1 (de) 1994-11-08 1994-11-08 Kraftfahrzeug-Türverschluß mit Zentralverriegelungsantrieb
DE4439479 1994-11-08

Publications (3)

Publication Number Publication Date
EP0711891A2 EP0711891A2 (de) 1996-05-15
EP0711891A3 EP0711891A3 (de) 1996-07-24
EP0711891B1 true EP0711891B1 (de) 1997-06-04

Family

ID=6532521

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95116619A Revoked EP0711891B1 (de) 1994-11-08 1995-10-21 Kraftfahrzeug-Türverschluss mit Zentralverriegelungsantrieb

Country Status (4)

Country Link
US (1) US5673578A (es)
EP (1) EP0711891B1 (es)
DE (2) DE4439479A1 (es)
ES (1) ES2102903T3 (es)

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DE10226355B3 (de) * 2002-06-13 2004-04-08 Atoma International Corp. Germany Betätigungsvorrichtung
DE10216845B4 (de) * 2002-04-16 2005-06-30 Atoma International Corp. Germany Schloss, insbesondere Kraftfahrzeug-Heckschloss

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GB2284232B (en) * 1993-11-30 1997-02-12 Mitsui Mining & Smelting Co Actuator with an anti-theft mechanism for vehicle door locks
EP0684356B1 (en) * 1993-12-10 2000-05-24 Denso Corporation Door lock driving device
US5520425A (en) * 1993-12-21 1996-05-28 Mitsui Kinzoku Kogyo Kabushiki Kaisha Power closing door latch device for motor vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10216845B4 (de) * 2002-04-16 2005-06-30 Atoma International Corp. Germany Schloss, insbesondere Kraftfahrzeug-Heckschloss
US7032937B2 (en) 2002-04-16 2006-04-25 Intier Automotive Closures, Inc. Lock, particularly a tailgate lock for a motor vehicle
DE10226355B3 (de) * 2002-06-13 2004-04-08 Atoma International Corp. Germany Betätigungsvorrichtung
US6923480B2 (en) 2002-06-13 2005-08-02 Intier Automotive Closures Inc. Actuating device

Also Published As

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US5673578A (en) 1997-10-07
EP0711891A2 (de) 1996-05-15
ES2102903T3 (es) 1997-08-01
EP0711891A3 (de) 1996-07-24
DE4439479A1 (de) 1996-05-09
DE59500290D1 (de) 1997-07-10

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