EP1317596B1 - Serrure de porte d'automobile a mode combine de condamnation et d'ouverture centralisees - Google Patents

Serrure de porte d'automobile a mode combine de condamnation et d'ouverture centralisees Download PDF

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Publication number
EP1317596B1
EP1317596B1 EP01974009A EP01974009A EP1317596B1 EP 1317596 B1 EP1317596 B1 EP 1317596B1 EP 01974009 A EP01974009 A EP 01974009A EP 01974009 A EP01974009 A EP 01974009A EP 1317596 B1 EP1317596 B1 EP 1317596B1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
vehicle door
lock
door lock
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01974009A
Other languages
German (de)
English (en)
Other versions
EP1317596A1 (fr
Inventor
Bernardo Erices
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.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
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
Priority claimed from DE10139975A external-priority patent/DE10139975A1/de
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP1317596A1 publication Critical patent/EP1317596A1/fr
Application granted granted Critical
Publication of EP1317596B1 publication Critical patent/EP1317596B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • 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
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • 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
    • E05B81/54—Electrical circuits
    • E05B81/90—Manual override in case of power failure
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/01—Mechanical arrangements specially adapted for hands-free locking or unlocking
    • 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
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S292/00—Closure fasteners
    • Y10S292/23—Vehicle door latches
    • 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
    • Y10T292/1044—Multiple head
    • Y10T292/1045—Operating means
    • Y10T292/1047—Closure
    • 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

Definitions

  • the present invention relates to a motor vehicle door lock with a combined Monel- and ⁇ Stammsantrieb with the features of the preamble of claim 1.
  • motor vehicle door lock is to be understood comprehensively, not only side door locks and rear door locks, but, for example, also tailgate locks are covered.
  • the known motor vehicle door lock from which the invention proceeds (EP 0 710 755 B1) initially has the usual closing elements in the form of a latch and a lock latch in the closed position locking pawl and a lock mechanism with a plurality of cooperating and the closing elements, if necessary, actuated elements ,
  • To the elements of the lock mechanism includes a by hand from an outside door handle o. The like.
  • To be actuated external actuating element in the form of a toggle lever which can actuate the pawl via a coupling element in the form of a pivotable and longitudinally displaceable lever in the engaged position. In disengaged, namely swung out of a driving lug in a free chnitted position of the coupling element, the external actuating element performs an idle stroke.
  • the coupling element is moved by an adjusting element from the engaged in the disengaged position, by motor actuation of the adjusting element by means of a central locking drive.
  • the central locking drive is operated again in the same operating direction the return of the adjustment takes place under spring force to its original position in the manner of a ballpoint pen mechanism and thus the return of the coupling element from the disengaged position in the engaged position.
  • the central venous valve drive has the function of an opening drive, namely actuates the pawl. Between the pawl and the central locking drive can be provided for this purpose, an additional triggering element.
  • the central locking drive has a drivable in two directions drive element in the form of a drive pinion, which meshes with a toothed segment on the adjusting element. In one direction, the drive element actuates the adjusting element, both engaging and disengaging, in the other direction, the trigger element and the closing element.
  • the spring-loaded ballpoint pen mechanism of the known motor vehicle door lock can also be configured with proper coordination of paths and spring forces, that the clutch located in the disengaged position coupling element is actuated by a motor actuation of the adjusting element in one of the engaged position storage position is adjustable with actuated external actuator, from the Clutch element is automatically displaced in the engaged position upon the termination of the operation of the external actuating element, and indeed, as explained, under the action of the spring force of a spring element. This ensures that you can unlock this motor vehicle door lock motor even if at the same time already an opening operation is done from the outside, the external actuating element has been pressed.
  • the engaged position ie the unlocked position, is stored here under spring force and automatically taken by release of the external actuating element under spring force. This is called a "comfort function".
  • the well-known, previously explained motor vehicle door lock is basically designed as an electric lock, namely, it is in normal operation only motor openable. Only in emergency mode it is mechanically openable by manual operation of the external actuating element.
  • the motor vehicle door lock When fitting an electric lock with a "passive entry” function, also called “electronic key", the motor vehicle door lock can be automatically unlocked when approaching the motor vehicle, without a keystroke on a remote control module o. The like.
  • a motor vehicle door locking system with passive entry function requires a certain reaction phase for the control electronics.
  • the duration of the reaction phase is perceived as long compared to conventional motor vehicle door locking systems.
  • the pulling of the outside door handle may in fact already take place if the reaction of the control electronics has not yet been completed.
  • the operator then becomes angry that she has to pull the door handle a second time because she interprets this as a "malfunction".
  • There are therefore various attempts to somehow conceal or shorten the resulting total time of the reaction (DE 195 21 024 A1, DE 197 52 974 A1).
  • a similar problem occurs even if a passive-entry function is not set up, for example, when a passenger tries to open the passenger door from the outside, although there the central locking drive has not yet shifted the coupling element in the engaged position (unlocked position).
  • the teaching is therefore based on the problem, the known, initially explained motor vehicle door lock in such a way that it works mechanically in principle, but nevertheless takes place in each case a fast opening.
  • an opening operation is normally performed mechanically only from the outside door handle. So it is so far a purely mechanical motor vehicle door lock.
  • the central locking drive has received its second function of the opening drive anyway, namely, when the outside door handle has been pulled or pressed faster than the control electronics for controlling the central locking drive and the central locking drive could react itself, which occur especially in the realization of the passive entry function can, regardless of the opening operation of the outside door handle to realize an electric opening.
  • the central locking drive in the second function is effective and actuates the trigger element or the closing element as a motorized opening drive.
  • the electric opening of the motor vehicle door lock is thus only when the operator operated the outside door handle faster than the motor, especially electromotive unlocking mechanism could react.
  • a second operation of the outside door handle is not required because the door opens by itself.
  • the motor vehicle door lock is in one piece, so realized in a unit closing elements and lock mechanism and possibly lock electronics, or in two parts with one part the closing elements in a clamping unit, on the other hand, the lock mechanism and if necessary the lock electronics in one of them spatially separated control unit.
  • the latter is also known from the prior art (DE 44 44 581 A1) with the advantage that the humidity-sensitive control unit in the dry room of a motor vehicle door and only the less moisture sensitive closing unit is arranged with the mechanical closing elements in the wet room of the vehicle door.
  • Typical connecting elements for power transmission here are Bowden cables.
  • the motor vehicle door lock 1 shown schematically in Fig. 1 in a perspective view is shown using the example of a motor vehicle side door lock. Also rear door locks, sliding door locks, flap locks, etc. are covered by the concept of the door lock.
  • Such a motor vehicle door lock 1 is part of a motor vehicle door locking system in which the various motor vehicle locks for motor vehicle doors and motor vehicle doors are motorized, preferably electric motor, unlockable and lockable.
  • the control electronics of such a motor vehicle door closing system can have the passive entry function explained in the general part of the description.
  • the illustrated motor vehicle door lock 1 is tuned in a special way to the boundary conditions in the realization of a passive entry function. As has already been stated in the general part of the description, however, the teaching is also important in a normal remote-controlled motor vehicle door lock 1 with a motor-operated central locking drive.
  • Fig. 1 shows first the motor vehicle door lock 1 with a lock mechanism with a plurality of interacting elements.
  • a hand operated by an outside door handle, force action direction indicated by the arrow 2 from to be actuated external actuating element 3 in the form of a pivotably mounted on a bearing axis 4 external actuating lever.
  • the external actuating element 3 is loaded against the direction of force 2 by a biasing spring, not shown.
  • the external actuating element 3 thus returns under spring force when releasing the outside door handle in its starting position shown in Fig. 1.
  • the coupling element 5 is designed dumbbell-shaped in the illustrated embodiment with a pivot axis 6 and a coupling pin 7. This will be explained in more detail below.
  • a closing element 8 in the form of a pawl.
  • the associated, held by the pawl - closing element 8 - in the closed position lock latch 9 can be seen in Fig. 1 in the closed position. It is, as usual, designed as a rotary latch with a bearing axis 10, without this being limiting.
  • the external actuating element 3 actuates the closing element 8 via the coupling element 5; in the disengaged position of the coupling element 5, the external actuating element 8 executes an idle stroke when the outside door handle is pulled.
  • the disengaged position is shown in FIG. 1.
  • the coupling element 5 is displaceable in the non-actuated external actuating element 3 by a motor-operated adjusting element 11 from the engaged position to the disengaged position and vice versa.
  • a motor-operated adjusting element 11 For the motor actuation of the adjusting element 11 is a central locking drive 12. This has in the illustrated embodiment, indicated in Fig. 1, an electric drive motor 13 and a worm gear 14 on. Other embodiments are known and usable in the prior art.
  • the central locking drive 12 can actuate the closing element 8. How this happens is explained in more detail below.
  • the central locking drive 12 actuates the closing element 8 in the second function only when the external operating element 3 is already in the idle stroke in this phase, that is, has been mechanically actuated so quickly that the coupling element 5 has not yet reached the engaged position.
  • an operator is laminated, that the immediately following opening of the motor vehicle door lock 1 is not done by the mechanical operation with pulling the outside door handle, but was carried out electrically in the second function by the central locking drive 12.
  • This function only occurs in exceptional cases. In the normal case, if sufficient time is available for actuating the adjusting element 11 by the central locking drive 12 in the first function, the subsequent opening operation of the motor vehicle door lock 1 takes place in a classical manner purely mechanically.
  • the central locking drive 12 has a drivable in two directions drive element 15, in particular in the form of a drive pinion or a drive eccentric which actuates the adjusting element 11 in one direction and actuates the trigger element or the closing element 8 in the other, opposite direction.
  • the illustrated and so far preferred embodiment is a different way, namely that the central locking drive 12 has a drivable in two directions drive element 15, in particular in the form of a drive pinion or a drive eccentric, in one direction, the adjusting element 11 in the direction of Wegk-uppelten position and the triggering element or the closing element 8 is actuated and actuated in the other, opposite direction, the adjusting element 11 in the direction of the disengaged position and the closing element 8 releases. It thus has a direction equal operation of the adjusting element 11 in the direction of the engaged position and the closing element 8 in the opening direction (lifting the pawl).
  • the illustrated embodiment shows the drive element 15 in principle designed as a drive pinion, but degenerated into a dental arch, because only a pivoting over a relatively small angular range in both directions is required here.
  • the illustrated embodiment shows, as far as can be clearly seen from a comparison of Fig. 2 and Fig. 3 that here still the "comfort function" explained above is realized.
  • This is achieved in that the coupling element 5 located in the disengaged position is adjustable with actuated external actuating element 3 by a motor actuation of the adjusting element 11 in one of the engaged position storage position (shown in Fig. 3), from which the coupling element 5 in the absence of actuation the external actuating element 3 is automatically displaced into the engaged position (shown in FIG. 2).
  • the latter is preferably done under the force of a biasing spring acting in the illustrated embodiment on the coupling element 5 in the clockwise direction, which is not shown separately here.
  • the storage position which is preceded by the engaged position, is defined in the illustrated embodiment by a lock 3 'on the external actuating element 3, which prevents in befindlichem in idle stroke external actuating element 3, that the coupling element 5 is incident in the engaged position.
  • the coupling pin 7 is under the spring force of the biasing spring, not shown, acting clockwise on the lock 3 '. If the external actuating element 3 has returned to its initial position, the path for the coupling pin 7 is free in the engaged position.
  • a particularly expedient, shown in the drawing construction is characterized in that the Drive element 15 is connected to a pivot arm 16 which pivots on actuation of the drive element 15 in one direction about a pivot axis 17 such that its free end meets the trigger element or the closing element 8 and actuates this, if the coupling element 5 is not in the engaged position, and runs freely, provided that the coupling element 5 is in the engaged position.
  • the coupling pin 7 is not on the coupling element 5 between the pivot arm 16 and closing element 8.
  • the pivot arm 16 can pivot relatively far in a clockwise direction without affecting the pawl - closing element 8.
  • the adjusting element 11 as on the pivot arm 16 at a distance from the pivot axis 17 mounted (pivot axis 11 ') lever is executed, the pivoting of the Swivel arm 16 about the pivot axis 17 performs a substantially linear adjustment movement.
  • the drive movement of the drive element 15 is thus implemented on the one hand in a pivoting movement of the pivot arm 16, on the other hand leads to a displacement of the adjusting element 11 for the purpose of adjustment of the coupling element 5.
  • the central locking drive 12th only runs in one direction (and returns to the starting point against this direction).
  • the coupling element 5 is executed in the illustrated embodiment as pivotally mounted on the adjusting element 11, one end running in a slot 18 with the coupling pin 7 lever.
  • the gate 18 is formed in the adjusting element 11 arcuate (bean-like), right next to this gate 18 is the pivot axis 6 of the coupling element fifth
  • the coupling element 5 forming the lever is spring-loaded to the engaged position of the facing end of the link 18 back, by a biasing spring, not shown here.
  • FIG. 1 to 3 also make it clear that in the illustrated and insofar preferred embodiment, an actuating arm 19 of the closing element 8 and an actuating arm 20 of the external actuating element 3 form an open slot 21, in which the coupling pin 7 of the coupling element 5 is immersed in the engaged position and not immersed in disengaged position.
  • the engaged position is shown in FIG. 2, the disengaged position is shown in FIG. 1.
  • the second function for the central locking drive 12 is thereby realized that the actuating arm 19 of the closing element 8 extends beyond the open end of the slot 21 and the pin 7 of the coupling element 5 in disengaged position or possibly in the storage position in front of this actuating arm 19th stands. Even then, the power transmission to the closing element 8 - pawl - done, but only from the pivot arm 16 of the central locking drive 12. In contrast, the coupling pin 7 deviates during normal operation by hand upwards into the slot 21, the pivot arm 16 is now ineffective, but the external actuating element 3 acts via the actuating arm 20.
  • the part immersed in the slot 21 need not be a pin 7.
  • This part 7 of the coupling element 5 may also have many other forms, for example, be integrally formed on the coupling element 5.
  • Fig. 3 shows the central locking drive 12 below the closing element 8 and the rotary latch 9.
  • this arrangement builds relatively high overall.
  • the external actuating element 3 is mounted on the bearing axis 4, on which the closing element 8 is mounted.
  • Fig. 4 shows an embodiment, which initially differs from the previously described embodiment in that the central locking drive 12 has been moved upwards, approximately to the height of the closing element 8. This makes the overall structure of the motor vehicle door lock 1 at least in height (relative to the drawing plane) more compact.
  • the existing in the first embodiment adjustment element 11 is omitted.
  • the coupling element 5 is mounted directly on the drive element 15.
  • the coupling element 5 itself is limited relative to the drive member 15 relative movable, in that it is designed as running on the drive element 15 in a link 18 lever which is spring-loaded to the engaged position of the facing end of the link 18 in the drive element 15 out.
  • Fig. 4 shows the Fig. 1 corresponding position in this embodiment, ie the locking position, the coupling element 5 so in the disengaged position.
  • the lock 3 on the outer actuating element 3 would in this position in the idle stroke on the coupling pin 7 of the coupling element 5 significantlyschwenken, this coupling pin 7 would stop before the actuating arm 19 of the closing element 8.
  • the indicated pivot arm 16, however, would meet in this position even with persistent coupling element 5 (deflected against spring force) on the pin 7 and move over this the actuating arm 19.
  • Fig. 5 shows the lower portion of the external actuating element 3 with the lock 3 'in a fragmentary side view. It can be seen that the external actuating element 3 'to the formation of the lock 3' is "cranked" and protrudes with the lock 3 'in the movement path of the coupling pin 7. In the position shown in Fig. 4, as shown in FIG. 5, the lock 3 'relative to the coupling pin 7 offset downward, the coupling pin 7 is not hit. However, if the coupling pin 7 laid down, so he enters the lock 3 'and this can then cause the transmission of force to the actuating arm 19 of the closing element 8 with the interposition of the coupling pin 7.
  • FIGs 6 and 7 show an embodiment in which the motor vehicle door lock is made in two parts.
  • This concept is already known from the prior art (DE 44 44 581 A1) and allows to accommodate the moisture-sensitive components of the motor vehicle door lock in the drying room of a motor vehicle door and to leave only the less moisture-sensitive closing elements in the wet room.
  • Fig. 6 shows the closing elements, namely pawl 8 and lock catch 9, in a mechanical closing unit 22, which sits in the usual place on the front plate of the vehicle door and is preferably protected against moisture from outside and inside as good as possible.
  • the remaining elements of the motor vehicle door lock, in particular so the lock mechanism and any existing lock electronics are summarized in a spaced from the clamping unit 22 control unit 23.
  • the control unit 23 is located on the inside of the partition wall between the wet room and the drying room in the dry space of the vehicle door.
  • the closing unit 22 is connected to the control unit 23 by means of a mechanical removal force transmission means 24.
  • This power transmission means 24 is already preferred in the prior art, a Bowden cable. This is also the case in the illustrated embodiment. Thus, the laying of the mechanical power transmission means 24 from the drying room in the wet room is best carried out. In principle, of course, other power transmission means 24, for example rods with or without lever can be used.
  • Fig. 7 shows a control unit 23 of the preferred embodiment of a motor vehicle door lock according to the invention.
  • the above-mentioned individual elements of the lock mechanism in this control unit 23 are identified with the same reference numerals as in the previously explained embodiment. It is indicated that in a plane behind the plane shown in the housing 25 of the control unit 23 is a lock electronics.
  • Fig. 6 still has a Bowden cable 26 for attacking a lock cylinder on Adjusting element 11 (ZV-safety lever) and a second electric drive motor 27 and a separate worm wheel 28 having theft-securing drive. This shifts an anti-theft pin 29 in an angular slot of an internal operating lever 30, which in turn is connected by means of another Bowden cable 31 to a door inside handle. Also for this basic design may be made to the state of the art.
  • the realization of the teaching of the present invention has a certain function of the motor vehicle door lock result, which is independent of whether the motor vehicle door lock is made in one piece or in two parts. Even with the bipartite, the power transmission ratios can be realized by Bowden cables, etc.
  • control unit 23 With a suitable arrangement of the control unit 23, in particular in the vicinity of the door hinges in the motor vehicle door or flap, the control unit 23 is exposed to therein shock-sensitive lock electronics of a lower mass acceleration than previously on the hinge point far edge of the vehicle door.
  • the two-part design allows, on the one hand, the closing unit 22, on the other hand, the control unit 23 block-like, so no longer, as in integrated design, L-shaped execute. This makes it possible to better exploit the space in the motor vehicle door or flap.
  • the combination with a corresponding inner handle assembly allows an emergency lock directly to the control unit 23 from the inside.
  • control electronics can detect whether only unlocked or whether the motor drive should also fulfill the opening function.
  • the control of the electric drive motor 13 of the central locking drive 12 can be done in this way as needed with only the respectively necessary power supply.

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  • Lock And Its Accessories (AREA)

Claims (21)

  1. Serrure de porte de véhicule automobile, pouvant être déverrouillé et verrouillé par moteur et pouvant être ouverte mécaniquement et aussi par moteur,
    comprenant un mécanisme de serrure comprenant plusieurs éléments coopérant les uns avec les autres, à savoir comprenant
    un élément d'actionnement extérieur (3) pouvant être actionné de la main par une poignée extérieure de porte,
    un élément d'accouplement (5),
    un élément de fermeture (8), notamment sous la forme d'un cliquet d'arrêt, et éventuellement un élément de déclenchement,
    l'élément d'actionnement extérieur (3) pouvant actionner, dans la position accouplée, par le biais de l'élément d'accouplement (5), l'élément de fermeture (8) ou l'élément de déclenchement et par son intermédiaire l'élément de fermeture (8), mais effectuant dans la position désaccouplée un mouvement de course à vide,
    l'élément d'accouplement (5) pouvant être réglé par moteur de la position accouplée dans la position désaccouplée et inversement lorsque l'élément d'actionnement extérieur (3) n'est pas actionné,
    un verrouillage central (12) étant prévu pour l'actionnement par moteur de l'élément d'accouplement (5), et
    l'entraînement de verrouillage central (12) pouvant actionner dans une deuxième fonction, également par moteur, l'élément de fermeture (8) ou l'élément de déclenchement, et par son intermédiaire l'élément de fermeture (8),
    caractérisée en ce
    qu'un actionnement d'ouverture se produit mécaniquement uniquement avec l'élément d'actionnement extérieur (3) normalement lorsque l'élément d'accouplement (5) se trouve dans la position accouplée et
    en ce que l'entraînement de verrouillage central (12), dans la deuxième fonction, n'actionne par moteur l'élément de verrouillage (8) ou l'élément de déclenchement que lorsque l'élément d'actionnement extérieur (3) se trouve déjà en course à vide dans cette phase.
  2. Serrure de porte de véhicule automobile selon la revendication 1, caractérisée en ce que l'élément d'accouplement (5) peut être actionné par moteur par le biais d'un élément de réglage (11).
  3. Serrure de porte de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que l'entraînement de verrouillage central (12) présente un élément d'entraînement (15) pouvant être entraîné dans deux directions, notamment sous la forme d'un pignon d'entraînement ou d'un excentrique d'entraînement, qui actionne dans une direction l'élément d'accouplement (5) ou l'élément de réglage (11) et qui actionne dans l'autre direction l'élément de déclenchement ou l'élément de fermeture (8).
  4. Serrure de porte de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que l'entraînement de verrouillage central (12) présente un élément d'entraînement (15) pouvant être entraîné dans deux directions, notamment sous la forme d'un pignon d'entraînement ou d'un excentrique d'entraînement, qui actionne dans une direction l'élément d'accouplement (5) ou l'élément de réglage (11) dans la direction de la position accouplée et qui actionne aussi l'élément de déclenchement ou l'élément de fermeture (8), et qui actionne dans l'autre direction l'élément d'accouplement (5) ou l'élément de réglage (11) dans la direction de la position désaccouplée et qui libère l'élément de fermeture (8) pour le ramener dans la position de fermeture.
  5. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 4,
    caractérisée en ce que
    l'élément d'accouplement (5) se trouvant dans la position désaccouplée peut être réglé dans une position de stockage montée avant la position accouplée lorsque l'élément d'actionnement extérieur (3) est actionné, de laquelle l'élément d'accouplement (5) est déplacé automatiquement dans la position accouplée lors de l'absence de l'actionnement de l'élément d'actionnement extérieur (3), de préférence sous l'effet de la force de ressort d'un élément de ressort.
  6. Serrure de porte de véhicule automobile selon la revendication 4 et éventuellement selon la revendication 5, caractérisée en ce que l'élément d'entraînement (15) est connecté à un bras pivotant (16) qui pivote lors de l'actionnement de l'élément d'entraînement (15) dans une direction autour d'un axe de pivotement (17) de telle sorte que son extrémité libre vienne en contact avec l'élément de déclenchement ou l'élément de fermeture (8) et l'actionne, dans la mesure où l'élément d'accouplement (5) ne se trouve pas dans la position accouplée, et se déplace librement, dans la mesure où l'élément d'accouplement (5) se trouve dans la position accouplée.
  7. Serrure de porte de véhicule automobile selon la revendication 6, caractérisée en ce que l'élément de réglage (11) est réalisé sous la forme d'un levier monté sur le bras pivotant (16) à distance de l'axe de pivotement (17), qui, dans le cas du pivotement du bras pivotant (16), effectue autour de l'axe de pivotement (17) un mouvement de réglage sensiblement linéaire.
  8. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 7, caractérisée en ce que l'élément d'accouplement (5) est réalisé sous forme de levier monté à pivotement sur l'élément de réglage (11), se déplaçant à une extrémité dans une coulisse (18).
  9. Serrure de porte de véhicule automobile selon la revendication 8, caractérisée en ce que le levier est sollicité par ressort vers l'extrémité de la coulisse (18) tournée vers la position d'accouplement.
  10. Serrure de porte de véhicule automobile selon la revendication 4 et 5 et éventuellement selon la revendication 6, caractérisée en ce que l'élément d'accouplement (5) est monté directement sur l'élément d'entraînement (15) et peut se déplacer relativement de manière limitée par rapport à celui-ci.
  11. Serrure de porte de véhicule automobile selon la revendication 10, caractérisée en ce que l'élément d'accouplement (5) est réalisé sous forme de levier se déplaçant sur l'élément d'entraînement (15) dans une coulisse (18).
  12. Serrure de porte de véhicule automobile selon la revendication 11, caractérisée en ce que le levier est sollicité par ressort vers l'extrémité de la coulisse (18) tournée vers la position accouplée.
  13. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 12, caractérisée en ce qu'un cliquet d'arrêt (3') se trouve dans le mécanisme de serrure, notamment sur l'élément d'actionnement extérieur (3), et empêche que l'élément d'accouplement (5) ne tombe dans la position accouplée lorsque l'élément d'actionnement extérieur (3) se trouve en position de course à vide.
  14. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 13, caractérisée en ce qu'un bras d'actionnement (19) de l'élément de fermeture (8) et un bras d'actionnement (20) de l'élément d'actionnement extérieur (3) forment une fente (21) ouverte à une extrémité, dans laquelle une partie (7) de l'élément d'accouplement (5), notamment un tourillon, pénètre dans une position accouplement, et ne pénètre pas dans la position désaccouplée.
  15. Serrure de porte de véhicule automobile selon la revendication 14, caractérisée en ce que le bras d'actionnement (19) de l'élément de fermeture (8) dépasse au-delà de l'extrémité ouverte de la fente (21) et la partie (7) de l'élément d'accouplement (5) se trouve également dans la position désaccouplée ou éventuellement dans la position de stockage avant ce bras d'actionnement (19).
  16. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 15, caractérisée en ce que les éléments de fermeture, c'est-à-dire notamment le cliquet d'arrêt (8) et le pêne de la serrure (9), sont rassemblés dans une unité de fermeture mécanique (22), en ce que les autres éléments de la serrure de porte de véhicule automobile, en particulier le mécanisme de la serrure et éventuellement une électronique de serrure, sont rassemblés dans une unité de commande (23), en ce que l'unité de fermeture (22), espacée spatialement de l'unité de commande (23), doit être disposée dans ou sur la porte ou le volet du véhicule automobile, et en ce que l'élément de déclenchement pour l'actionnement de l'élément de fermeture (8) présente ou constitue un moyen mécanique de transfert de force d'enlèvement (24), notamment un câble Bowden.
  17. Serrure de porte de véhicule automobile selon la revendication 16, caractérisée en ce que l'unité de fermeture (22) doit être disposée dans l'espace humide et l'unité de commande (23) doit être disposée dans l'espace sec d'une porte ou d'un volet de véhicule automobile, et le moyen de transfert de force mécanique (24), notamment le câble Bowden, traverse une séparation entre l'espace humide et l'espace sec de la porte ou du volet du véhicule automobile.
  18. Serrure de porte de véhicule automobile selon la revendication 16 ou 17, caractérisée en ce que l'unité de fermeture (22) et/ou l'unité de commande (23) présente un, ou dans chaque cas, un boîtier (25) sensiblement encapsulé vers l'extérieur.
  19. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 18, caractérisée en ce que l'entraînement de verrouillage central (12) présente un moteur d'entraînement électrique (13).
  20. Serrure de porte de véhicule automobile selon la revendication 19, caractérisée en ce que le moteur d'entraînement électrique (13) fonctionne dans la première fonction de l'entraînement de verrouillage central (12), c'est-à-dire verrouillage/déverrouillage, avec moins de puissance que dans la deuxième fonction, c'est-à-dire pour l'actionnement de l'élément de déclenchement ou de l'élément de fermeture (8).
  21. Serrure de porte de véhicule automobile selon la revendication 20, caractérisée en ce que le moteur d'entraînement électrique (13) est commandé dans la première fonction avec une tension inférieure par rapport à la deuxième fonction, notamment avec une tension d'environ 8 V par rapport à environ 12 V.
EP01974009A 2000-09-07 2001-09-05 Serrure de porte d'automobile a mode combine de condamnation et d'ouverture centralisees Expired - Lifetime EP1317596B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE10044350 2000-09-07
DE10044350 2000-09-07
DE10126290 2001-05-29
DE10126290 2001-05-29
DE10139975A DE10139975A1 (de) 2000-09-07 2001-08-21 Kraftfahrzeug-Türschloß mit kombiniertem Zentralverriegelungs- und Öffnungsantrieb
DE10139975 2001-08-21
PCT/DE2001/003397 WO2002020925A1 (fr) 2000-09-07 2001-09-05 Serrure de porte d'automobile a mode combine de condamnation et d'ouverture centralisees

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EP1317596A1 EP1317596A1 (fr) 2003-06-11
EP1317596B1 true EP1317596B1 (fr) 2006-11-22

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US (1) US6932393B2 (fr)
EP (1) EP1317596B1 (fr)
DE (1) DE50111505D1 (fr)
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US6932393B2 (en) 2005-08-23
DE50111505D1 (de) 2007-01-04
WO2002020925A1 (fr) 2002-03-14
US20030116977A1 (en) 2003-06-26
EP1317596A1 (fr) 2003-06-11

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