EP1261793A1 - Systeme de blocage de portiere continu - Google Patents

Systeme de blocage de portiere continu

Info

Publication number
EP1261793A1
EP1261793A1 EP01923656A EP01923656A EP1261793A1 EP 1261793 A1 EP1261793 A1 EP 1261793A1 EP 01923656 A EP01923656 A EP 01923656A EP 01923656 A EP01923656 A EP 01923656A EP 1261793 A1 EP1261793 A1 EP 1261793A1
Authority
EP
European Patent Office
Prior art keywords
braking
door
brake
door arrester
control
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.)
Withdrawn
Application number
EP01923656A
Other languages
German (de)
English (en)
Inventor
Jörg Linnenbrink
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.)
Friedr Fingscheidt GmbH
Original Assignee
Friedr Fingscheidt GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Friedr Fingscheidt GmbH filed Critical Friedr Fingscheidt GmbH
Priority to DE20122170U priority Critical patent/DE20122170U1/de
Publication of EP1261793A1 publication Critical patent/EP1261793A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/10—Devices for preventing movement between relatively-movable hinge parts
    • E05D11/1028—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open
    • E05D11/105—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis
    • E05D11/1057—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/08—Friction devices between relatively-movable hinge parts
    • E05D11/081—Friction devices between relatively-movable hinge parts with both radial and axial friction, e.g. conical friction surfaces
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/10—Devices for preventing movement between relatively-movable hinge parts
    • E05D11/1028—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open
    • E05D11/1078—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting parallel to the pivot
    • E05D11/1085—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting parallel to the pivot specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Application of doors, windows, wings or fittings thereof for vehicles characterised by the type of wing
    • E05Y2900/531—Doors

Definitions

  • the present invention relates to a stepless door arrester, in particular for vehicle doors, according to the preamble of claim 1, having a first holding part which can be fixed in place in the connection area of the respective door, a second holding part to be connected to the door and relatively movably connected to the first holding part, and with between the , Both holding parts of the braking means acting in such a way that the holding parts can be “steplessly” blocked against one another in any relative positions.
  • the respective door can thus be fixed in any open positions.
  • a door arrester of the type defined in the preamble of claim 1 is known from the corresponding publications DE 198 32 502 A1 and DE 298 12 863 U1. It is a technically very complex and also relatively large-scale design according to the so-called tether principle, with a Haltzzw.
  • the tether is articulated to the body (door handle) at one end and is guided longitudinally through a locking housing at the other end.
  • the housing is housed in the door area.
  • the tether interacts with locking means housed within the housing.
  • the retaining band is designed as a threaded spindle which is guided by a spindle nut which is rotatably mounted in the housing.
  • the braking means act in the form of a brake band on the spindle nut, in that the brake band wraps around the spindle nut and a braking force is applied to it by a brake lever. In the braked position, however, slight axial movements against elastic cushions are possible. These movements cause the spindle to rotate another control nut offset, which acts on the brake lever to release the brake band.
  • This known door arrester thus works according to the favorable principle of "passive arresting, active releasing", but for this purpose it consists of a large number of movable individual parts which require a large amount of installation space and also lead to a large production outlay.
  • FR-A-2 705 389 describes another door holder for motor vehicles. Two overlaid braking or blocking measures are described. On the one hand, constant friction means of braking are provided in such a way that the door normally remains in any position, which however always requires a relatively high basic actuation torque (no "free running"). On the other hand the door can be actively blocked, either by friction or positive locking Blocking is caused by fast door movements - in the manner of a seat belt lock - however, when the door comes to a standstill, this blocking is automatically removed again, so this is a different, non-generic principle of "active locking, passive release".
  • clamping bodies which are evenly spaced in the circumferential direction, are each assigned smooth-faced flats which run tangentially to the hinge pin axis and which form extensions of the annular space receiving the clamping bodies. These extensions put the resetting of the sprags in their neutral output or Readiness provides enabling freedom. It is only through this that Freedom is achieved that the sprags can move back to their locked position automatically just by stopping the door or the leaf. It is in reality not an infinitely variable version of this hammer, because the free spaces are formed at certain points on the circumference.
  • Another door holder is known from US 4,332,056.
  • a roll body In a guide part which can be pivoted together with one of two hinge parts, a roll body is arranged in a roll body receptacle, which cooperates with an arc-shaped friction surface.
  • the function is obviously controlled in that the rolling body receptacle has a specific, cam-like configuration, as a result of which the rolling body can be brought into different positions. Since two control surfaces with different gradients are provided, the effect in the two different directions of movement should be different. In any case, the control for locking and probably also for releasing is carried out by defined door movements, i. H. not just by stopping or moving the door.
  • a pivot bearing with a brake is described in FR 2 173 540 or in parallel AT 317 482.
  • this swivel bearing serves for a goods carrier with a preferably transparent cover, a plate which can be swiveled up about a horizontal axis of the swivel bearing between a position of use and an open position.
  • a directional lock is connected between the plate and the brake in such a way that a free passage is assigned to the pivoting up of the plate.
  • This brake therefore only works in one direction of movement. This solution is therefore not suitable as a lock for a motor vehicle door.
  • DE 196 22 110 A1 describes an infinitely adjustable door holder according to the tether principle, in which one holding part is designed as a door tether or holding rod and the other holding part is designed as a housing.
  • the holding rod is guided in a longitudinally movable manner through the housing and is acted upon directly by braking means in order to block the longitudinal movement and thus the door.
  • Conical clamping jaws are provided as braking means, which are pressed against a stop in the door arrester housing via a prestressed spring and thereby the Clamp the handrail.
  • This well-known version but blocks a door movement only in one direction, since opening the door by self-locking is excluded, while closing the door with a certain force is possible.
  • a special release mechanism in the form of an electromagnet or a mechanical device is provided to release the blockage.
  • the release mechanism disadvantageously has to be activated separately from the actual door handling, in particular by actuating an electrical contact.
  • the electrical or electromagnetic version it is particularly disadvantageous that the door blocking can no longer be released in the event of a possible failure of the electrical power supply.
  • DE 44 35 720 A1 (corresponding to EP 0 705 951 B1) describes a stepless, also auxiliary power-operated motor vehicle door arrester.
  • a braking or locking device is actuated by an electric motor via a swivel lever, depending on criteria that can be detected by sensors of the movement situation of the door.
  • This version is complex in terms of control technology and also dependent on the electrical power supply.
  • stepless motor vehicle door arrester is also described in DE 195 37 816 A.
  • a braking or locking device can be engaged and disengaged by an electromotive drive, which in turn uses an electronic control unit as a function of the current opening position, the pivoting direction and the current one Swing speed of the door and other data essential for the assessment of the movement characteristics of the door can be controlled in a braking or releasing sense.
  • an electromotive drive which in turn uses an electronic control unit as a function of the current opening position, the pivoting direction and the current one Swing speed of the door and other data essential for the assessment of the movement characteristics of the door can be controlled in a braking or releasing sense.
  • the present invention has for its object to provide a stepless door arrester of the generic type, which is characterized by a constructive, manufacturing and control technology simple and inexpensive design and by an optimal functionality, in particular independently of an electrical power supply and at the same time a particularly has a compact design. According to the invention, this is achieved in a door arrester of the type described at the outset by the characterizing features of claim 1.
  • the door holder is very compact as a hinge door holder. It contains the three essential components in a particularly compact design;
  • Mechanical braking means in such a way that the two holding parts can be blocked against one another in both directions of movement within their range of movement in any relative positions, with a relatively high holding force or with a high holding torque, in particular in the range from 30 to 60 Nm.
  • Control means in such a way that in the respectively blocked state, the braking means can be triggered to be released by an elastic control movement resulting from the control force.
  • a compact, stepless hinge door holder is thus created, which represents a combination of a door hinge with an integrated stepless door holder.
  • the door holder is advantageously so controllable (at least predominantly, but in particular exclusively by mechanical means) solely by door movements or by introduction of force / moment via the door (self-control or self-control) that it realizes the advantageous braking principle "passive detection and active release”.
  • each actuating the control means as a control movement in order to release the braking means, so that subsequently an almost unbraked, dynamic door movement with a significantly lower actuation force or actuation torque, in particular larger / about 0.5 Nm is possible.
  • the control means are designed such that after the brake means are released by a directly to the Control movement subsequent dynamic door movement (opening or closing) the brake means are held in their release position until the brake means again automatically when they come to a standstill (or with an actuating torque, for example, below 0.5 Nm), that is to say, for example, without special control movements, by means of an energy store, especially by spring force.
  • FIG. 1 shows a perspective view of a first embodiment of a door arrester according to the invention
  • FIG. 3 is a plan view in the direction of arrow III of FIG. 2,
  • Fig. 5 shows a second embodiment of the door arrester according to the invention in
  • FIG. 6 is a plan view in the direction of arrow VI of FIG. 5,
  • FIG. 7 is a partial longitudinal section Vll-Vll according to FIG. 6,
  • FIG. 8 is an enlarged perspective view similar to FIG. 5 with the omission of a housing part for a better view of u.a. the brake means,
  • FIG. 9 is a plan view in the direction of arrow IX of FIG. 8,
  • FIG. 10 is a partial section XX of FIG. 9, 11 shows a further perspective view similar to FIG. 8 with the omission of a further individual part,
  • FIG. 13 is a plan view in the direction of arrow XIII according to FIG. 12,
  • FIG. 14 is an enlarged view analogous to FIG. 13, but with the omission of one holding part and a housing cover for an insight into the internal mechanics,
  • FIG. 16 shows a cross section in the plane XVI-XVI according to FIG. 15 and
  • FIG. 17 shows a cross section in the plane XVII-XVII according to FIG. 15.
  • a door arrester according to the invention is generally designated by the reference number 1.
  • This door arrester 1 is basically suitable for any door in order to lock it in any pivot position.
  • it is specifically a so-called hinge door holder for vehicle doors, as is described with regard to its basic concept in DE-U-297 13 031 and parallel EP 0 893 565 A2. This is referred to in full at this point.
  • the known hinge door holder has a locking device that defines only a few specific locking positions as preferred positions of the door.
  • the door frame 1 is a stepless design.
  • the door retainer 1 consists of a first holding part 2 which can be fixed in place in the connection region of a door (not shown), a ' second holding part 4 which is relatively movably connected to the first holding part 2 and to be connected to the door, and mechanical braking means 6 such that the two holding parts 2, 4 within their range of motion in any relative positions against each other can be blocked in both directions of movement.
  • the brake means 6 are designed in such a way that they lock the two holding parts 2, 4 with a holding torque, preferably in the order of magnitude of 30 to 60 Nm, in the blocked state.
  • the assignment of the holding parts 2, 4 to the door and to the vehicle frame (spar) is basically arbitrary, ie the holding part 2 can also be connected to the door and the holding part 4 is stationary in the connection area (frame / spar).
  • the two holding parts 2, 4 are connected by a hinge pin 8 by one Rotational axis 10 rotatably connected to each other.
  • the axis of rotation 10 coincides with the pivot axis of the door, not shown; the door stay 1 thus practically forms the hinge.
  • the door stay 1 is advantageous to design the door stay 1 as detachable by the hinge pin 8 together with other functionally essential components, including with the braking means 6, one of the holding parts 4 or 2 is permanently associated with the other holding part 2 or 4 via releasable connecting means 12 in a torque-locking manner.
  • the hinge pin 8 can thus be completely separated from the one holding part after loosening the connecting means 12, but the hinge pin 8 remains part of the other holding part.
  • elastic coupling means 14 (torsionally elastic shaft coupling) are further provided between the two holding parts 2, 4 in such a way that slight relative elastic control movements are possible in each relative position of the holding parts 2, 4 blocked by the mechanical braking means 6 due to the application of a control force.
  • control means 16 are provided as a further function-essential component in such a way that, in the respectively blocked state, the brake means 6 can be actuated for release by an elastic control movement resulting from the control force.
  • the control means 16 are also designed such that after the release of the brake means 6 by a dynamic door opening or closing movement immediately following the control movement, the brake means 6 are kept in their release position, which results in an advantageously smooth door movement with an actuating torque of only about 0.5 Nm, for example.
  • the brake means 6 are designed in the manner of a collet or a chuck with caliper-like, radially inwardly acting brake elements 22 - see in particular FIG. 4.
  • the braking elements 22 act to block the outside via conical surfaces 24 with housing-side inclined active surfaces 26- in such a way that they are pushed radially inward, in particular directly against the hinge pin 8, by axial action via the energy store 18 or the spring force F.
  • a release of the brake means 6 is consequently possible by a release movement of the brake elements 22 counter to the spring force F, see arrow 28 in FIG. 4.
  • the control means 16 in this embodiment are of a slip clutch consisting of two clutch parts 30, 32 formed that, in the event of a relative movement caused by an elastic control movement, an axial control movement in the direction of arrow 28 for releasing the braking means 6 is also forced on the one coupling part 30 by the other coupling part 32.
  • the mutually rotatable coupling parts 30, 32 are in engagement via a type of spur toothing, so that in the event of a relative rotation via the toothing, the coupling part 30 is moved away from the coupling part 32 in the direction of arrow 28.
  • the coupling parts 30, 32 are designed such that re-engagement is avoided in the event of a dynamic relative rotation. Rather, the release of the brake means 6 is to be maintained until the relative rotation has completely ended. Only then does the brake means 6 engage again.
  • the elastic coupling means 14 are formed by a section of the hinge pin 8 which acts as a torsion spring.
  • the hinge pin 8 is twisted elastically according to FIG. 4 via the braking elements 22 by a control force or by a control torque.
  • this movement results in a relative movement between the coupling parts 30, 32, which leads to the brake means 6 being disengaged and released.
  • the brake means 6 are designed in the manner of a drum brake with shoe-like, in particular radially outwardly acting brake elements 34, the brake elements 34 being arranged within a brake drum-like housing part 36 and for blocking with oblique active surfaces 38 a tappet-like control part 40 cooperate.
  • the control part 40 is acted upon by the force accumulator 18 or the brake spring 20 with spring force F for blocking the brake means 6. In the opposite direction, the control part 40 can be actuated to release the brake means 6 by the control means 16 already described.
  • the brake elements 34 are connected to the hinge pin 8 in a torque-locking manner, for example via a cross pin 42.
  • the brake elements 34 preferably carry a suitable brake pad 44.
  • the elastic coupling means 14 can be formed by rubber-elastic deformation elements 46 arranged between the holding parts 2, 4.
  • These deformation elements 46 are, however, only indicated schematically in the drawing; in practice, the size, geometry and / or the material of the parts can be designed to match the angle of rotation desired for the control movement or the door user feeling (haptics) with corresponding elasticity (elastic deformability).
  • the hinge pin 8 which is fixedly connected at one end via the connecting means 12 to the one holding part, in the region of its other end 48 in a housing-side counter-bearing 50 against movements transverse to its longitudinal axis relative to the other holding part and the associated parts Components is guided fixed (see in particular Fig. 4 and 7 and also Fig. 15).
  • the counter bearing 50 can, for. 15 may be formed by a bearing seat of a housing cover 51.
  • This design is of particular advantage as a hinge door holder because, starting from the axis of rotation 10 or from the hinge pin 8 of the door hinge in the vehicle, there is often only enough space on one side to accommodate Components is available. Due to the preferred design, this space available in the vehicle can be optimally used.
  • the braking means 6 consist of a circular sector-shaped braking track 52 with a circularly concave curved braking surface 52a which is coaxial with respect to its radius of curvature with respect to the axis of rotation 10 and a braking element 54 which acts radially against the braking surface 52a by spring force F.
  • Brake track 52 and / or brake element 54 can have a suitable lining material analogous to a conventional brake lining, in order to achieve a good braking locking effect in this way by correspondingly high coefficients of friction.
  • the braking track 52 is arranged in a housing 56, which is preferably connected in one piece to the one holding part 2 or 4.
  • this housing 56 there is also a guiding part 58, which guides the braking element 54 and is connected to the hinge pin 8 in a radial extension in a torque-locking manner, so that it can pivot relative to the braking track 52.
  • the brake element 54 is guided in a guide receptacle of the guide part 58 with a play of play radial to the axis of rotation 10 and the spring force F is applied by spring elements 20.
  • the above-mentioned elastic coupling means 14 are advantageously provided in the area of the brake track 52 in this embodiment, in that the brake track 52 is movable relative to the housing 56 about the axis of rotation 10 and is supported in both directions of movement by means of elastic elements 60 against the housing 56 ,
  • the braking track 52 is displaceably guided in an articulated manner on a housing inner surface 62 and / or via additional holding means 64, which are only indicated by dashed lines in FIG. 16, in particular on the hinge pin 8.
  • additional holding means 64 which are only indicated by dashed lines in FIG. 16, in particular on the hinge pin 8.
  • the braking track 52 can still move slightly elastically against the elastic elements 60 in the braking position of the braking element 54. This movement is used as a control movement for releasing the brake element 54.
  • control means 16 have special actuating means for releasing the braking element 54 against the spring force F.
  • actuating means are acted upon by drive means which thereby become effective, in order to release the brake element 54.
  • the actuating means are preferably by means of a toggle lever element 66 formed, which consists of two levers 68 and 70 which are connected via a central knee joint 72 in particular to the hinge axis of rotation 10 parallel hinge axis.
  • the toggle lever element 66 lies with its two levers 68, 70 stretched in the braked position between the braking element 54 and an abutment - in particular formed by a swivel section 74 of the hinge pin 8 - so that the braking element 54 is deflected from the braking surface 52a by a deflection of the knee joint 72 is retractable to a release position.
  • the lever 68 is also articulated to the brake element 54, that is to say pivotally connected about an axis parallel to the axis of rotation 10.
  • the drive means causing the deflection of the toggle lever element 66 consist of a drive wheel 76 and a drive track 78 provided coaxially and axially offset in the housing 56 from the brake track 52. It is preferably a toothed drive, the drive wheel 76 being a gearwheel and the drive track 78 following Kind of a rack, but curved, is formed.
  • a rocker arm 80 is assigned to the drive wheel 76 in such a way that the drive wheel 76 deflects (swivels) the rocker arm 80 when rotating via a clutch 82 (in particular a slip clutch) such that the rocker arm 80 with its free, pivoted end via a coupling element 84 onto the knee joint 72 of the toggle element 66 acts.
  • the coupling element 84 is formed by a bolt parallel to the axis 10, which at the same time also forms the knee joint 72. For this purpose, it sits tilt-free in the bearing openings of the levers 68, 70 and is guided in elongated holes in the guide part 58 and also in the rocker arm 80.
  • the (slip) clutch 82 is designed in such a way that the rocker arm 80 is deflected by a slight elastic control movement and the brake means are thereby released. A subsequent, essentially unrestrained movement to close or open the door then holds the brake element 54 in its released position via the clutch 82, the rocker arm 80 and the toggle lever element 66.
  • the braked position is automatically reached again by the toggle lever element 66 being brought back into its extended position by the spring force F (see FIG. 16).
  • the particular advantage of the arrangement described is that a very low control force is sufficient to pull the brake element 54 into its release position despite the quite large spring force F by deflecting the toggle lever element 66. This is due to the very favorable translation of the toggle lever element 66.
  • the toggle lever element 66 is advantageously arranged in a plane selected in such a way that Tipping moments when retracting the braking element 54 can be avoided.
  • At least one of the two levers of the toggle lever element 66 is designed as a double lever with two parallel, axially spaced lever parts, as a result of which a very tilt-free guidance on the swivel joint section 74 is achieved.
  • the stepless door arrester has the advantage that the handling of the door for opening and closing corresponds practically exactly to that of a previous door holder with a latching device, and this also applies to the feeling of use, the so-called haptic.
  • the braking means 6 are torque-controlled exclusively via the door, i.e. depending on the torque acting on the door and therefore also on the kinetic energy.
  • the door can also be closed by an additional energy accumulator (so-called "pull path").
  • the drive wheel 76 can also act as a friction wheel with the drive track 78, so that the clutch 82 - then acting radially instead of axially - between the drive (friction) wheel 76 and the (toothless) ) Drive track 78 would be formed, the rocker arm 80 being torque-locked to the drive wheel 76. 1 to 11, a simpler “smooth” slip clutch can also be provided with an additional actuating element downstream of the control means 16 for the brake means 6.
  • electrical or electromagnetic components could also be used, for example as control means 16 and / or in the area of the energy accumulator 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne un système de blocage de portière continu (1), notamment pour portières de véhicule, comprenant les composants suivants : une première partie de retenue (2), qui peut être fixée, une seconde partie de retenue (4), qui est connectée à la première partie de retenue (2), de manière mobile par rapport à cette première partie de retenue, et doit être connectée à une portière, un système de freinage mécanique (6), par lequel les deux parties de retenue (2, 4) peuvent, à l'intérieur de leur domaine de déplacement, être bloquées dans les deux sens de déplacement, dans des positions relatives quelconques l'une par rapport à l'autre, un système de connexion élastique (14), par lequel, dans chaque position relative des parties de retenue (2, 4), bloquée par le système de freinage (6), de faibles mouvements relatifs de commande élastiques sont permis, au moyen d'une force de commande, et un système de commande (16), par lequel, dans chaque état bloqué, le système de freinage (6) peut être commandé afin d'être désactivé, au moyen d'un déplacement de commande élastique, résultant de la force de commande. Selon cette invention, le système de blocage de portière (1) est conçu sous forme de système de retenue de portière à charnière, dans lequel les deux parties de retenue (2, 4) sont connectées l'une à l'autre, de manière rotative, par un gond de charnière (8), autour d'un axe de rotation (10).
EP01923656A 2000-03-10 2001-03-09 Systeme de blocage de portiere continu Withdrawn EP1261793A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE20122170U DE20122170U1 (de) 2000-03-10 2001-03-09 Stufenloser Türfeststeller

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE20004524U 2000-03-10
DE20004524U DE20004524U1 (de) 2000-03-10 2000-03-10 Stufenloser Türfeststeller
PCT/EP2001/002650 WO2001066892A1 (fr) 2000-03-10 2001-03-09 Systeme de blocage de portiere continu

Publications (1)

Publication Number Publication Date
EP1261793A1 true EP1261793A1 (fr) 2002-12-04

Family

ID=7938619

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01923656A Withdrawn EP1261793A1 (fr) 2000-03-10 2001-03-09 Systeme de blocage de portiere continu

Country Status (5)

Country Link
US (1) US20030093873A1 (fr)
EP (1) EP1261793A1 (fr)
AU (1) AU5037401A (fr)
DE (1) DE20004524U1 (fr)
WO (1) WO2001066892A1 (fr)

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WO2003060267A1 (fr) * 2002-01-16 2003-07-24 Friedr. Fingscheidt Gmbh Systeme de retenue de porte a charniere pour vehicule automobile
DE20206861U1 (de) * 2002-04-30 2003-09-04 Fingscheidt Gmbh Friedr Stufenloser Türfeststeller
DE10228435C1 (de) * 2002-06-26 2003-12-11 Ise Gmbh Türscharnier insbesondere für Kraftfahrzeuge
DE10305977B4 (de) * 2003-02-13 2005-06-16 Edscha Ag Scharnier
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WO2007142218A1 (fr) * 2006-06-05 2007-12-13 Shiroki Kogyo Co., Ltd. Soupape de non-retour et dispositif de contrôle de porte
US8689403B2 (en) * 2009-11-15 2014-04-08 Metalsa Automotive Gmbh Door hinge for motor vehicles
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US20030093873A1 (en) 2003-05-22
WO2001066892A1 (fr) 2001-09-13
AU5037401A (en) 2001-09-17
DE20004524U1 (de) 2001-07-26

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