EP1460211B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP1460211B1
EP1460211B1 EP20040005392 EP04005392A EP1460211B1 EP 1460211 B1 EP1460211 B1 EP 1460211B1 EP 20040005392 EP20040005392 EP 20040005392 EP 04005392 A EP04005392 A EP 04005392A EP 1460211 B1 EP1460211 B1 EP 1460211B1
Authority
EP
European Patent Office
Prior art keywords
latch
transmission lever
lock
pawl
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.)
Expired - Lifetime
Application number
EP20040005392
Other languages
German (de)
English (en)
Other versions
EP1460211A2 (fr
EP1460211A3 (fr
Inventor
Checarallah Kachouh
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
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP1460211A2 publication Critical patent/EP1460211A2/fr
Publication of EP1460211A3 publication Critical patent/EP1460211A3/fr
Application granted granted Critical
Publication of EP1460211B1 publication Critical patent/EP1460211B1/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
    • E05B81/12—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
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • 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
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • 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 invention relates to a motor vehicle lock with a latch and a pawl arrangement according to claim 1.
  • motor vehicle lock with a latch and a pawl arrangement according to claim 1.
  • all types of door, hood or flap locks are summarized under the term motor vehicle lock.
  • Today motor vehicle locks are usually equipped with a latch and a pawl to realize a non-positive connection with a arranged on the vehicle body locking bolt o. The like.
  • EP 0 589 158 A1 The latch is pivotable about a pivot axis and at least brought into a main closed position.
  • the pawl is here hook-shaped and holds the latch in the main closed position by engaging in a corresponding shape - the main catch - on the latch.
  • This basic concept is also used in motor vehicle locks with a motorized opening drive application, as also in the EP 0 589 158 A1 is shown.
  • a disadvantage of this motor vehicle lock that the movement of the pawls must be coordinated very closely with each other so that a repelling of the vehicle door when closing, caused by too slow movement of the first pawl, is prevented.
  • This necessary tuning of the pawls on each other makes the structure of the motor vehicle lock complicated.
  • the vote of the pawls on each other by means of a spring with high rigidity. However, this in turn means that the actuating forces for lifting the pawl are increased. Although the force required to lift the pawl is reduced by reducing the frictional force, this reduction is at least partially reversed by the high stiffness of the spring.
  • a pawl assembly which, like the pawl described above, is engageable with the latch to hold the latch in the main closed position.
  • the pawl arrangement consists of a first lever, to which a second lever is pivotally articulated. The necessary to hold the latch engagement between the pawl assembly on the one hand and the latch on the other hand via the second lever.
  • the first lever is pivoted, resulting in a pivoting of the second lever relative to the first lever.
  • the second lever so to speak, rolls on the latch until an unstable condition arises and pivots the latch into its open position. Friction work can be largely avoided by the pivoting of the second lever in the release of the lock latch.
  • the known motor vehicle lock ( US 4,203,621 A ), from which the present invention proceeds, shows a latch, which is fixable via a pawl arrangement in the main closed position.
  • the pawl assembly has a pivotable transmission lever which engages in the main locking position located latch on the one hand with the latch and on the other hand with a blocking element.
  • the transmission lever blocking the latch and the pawl blocking the transmission lever. Due to the leverage effect of the transmission lever, the actuating force is reduced.
  • the present invention is based on the problem to design the known motor vehicle lock such and further, that with high reliability, the applied for release of the lock latch force or work is reduced to a minimum.
  • the present problem is solved in a motor vehicle lock with the features of the preamble of claim 1 by the features of the characterizing part of claim 1.
  • pawl kinematics is to be understood in the present case comprehensively as any mechanism connected between the latch and the blocking element. With appropriate design of the pawl kinematics can thus reduce the necessary force to release the latch, namely the force to adjust the blocking element, reduce.
  • the embodiment of the invention causes the latch with the intermediate lever and the transmission lever forms a four-bar, with the largely arbitrary reduction ratios are adjustable.
  • the pawl arrangement can be optimally adapted to the particular application.
  • the pivotable articulation of the intermediate lever to the latch eliminates the need for direct blocking engagement between the pawl assembly and the latch. This results in a better tensile strength of the motor vehicle lock, in particular in the direction of the vehicle longitudinal axis, when high forces act perpendicular to the flat side of the latch. Due to the pivotable articulation of the intermediate lever to the latch case a slippage of the latch on the blocking element is largely excluded. Basically, this consideration also applies with regard to the tensile strength of the motor vehicle lock transverse to the vehicle longitudinal axis.
  • the surface of the latch can be designed largely arbitrary. A particularly hard surface of the latch is not required. this leads to the possibility of the design of the surface of the latch in terms of optimum tensile strength and low cost.
  • the blocking force to be applied by the blocking element can be reduced in a simple manner. Due to the low blocking force, only a slight overlap between the blocking element and the respective element of the pawl kinematics to be blocked is necessary. Due to the resulting reduction of the adjustment of the blocking element to be applied for the release of the lock latch work can be further reduced.
  • the Fig. 1 to 4 show in detail a motor vehicle lock with a lock 1 holding a latch 2 and a pawl arrangement 3.
  • the latch 2 is pivotable about a pivot axis 4 and can be in the in Fig. 3 illustrated open position and in the in Fig. 1 bring illustrated main closed position.
  • a stationary stop 2a is also provided.
  • the lock catch 2 can additionally be brought into a prelocking position ( Fig. 2 ).
  • the pawl assembly 3 is in an in Fig. 1 and in Fig. 2 illustrated holding position and in an in Fig. 3 shown release position brought.
  • the pawl arrangement 3 which is in the holding position holds the lock catch 2 in the main closed position and, if provided, in the prelocking position. It may be that the pawl assembly 3 for holding the latch 2 in the main closed position can be brought into a first holding position and can be brought to hold the latch 2 in the prelocking in a second holding position. But it may also be that only a single stop position is provided.
  • the pawl arrangement 3 has a pawl kinematics 5 and an adjustable blocking element 6.
  • a coupling between the latch 2 and the pawl kinematics 5 causes the provision of the latch 2 from the in Fig. 1 Outlined main closing position towards the in Fig. 3 illustrated open position a corresponding adjustment of the pawl kinematics 5.
  • the blocking element 6 blocks the effected by the latch 2 adjustment of the pawl kinematics 5 and thus the provision of the latch 2.
  • the pawl kinematics 5 is designed as a reduction gear, so that the blocking force applied by the blocking element 6 to block the latch 2 is reduced according to the design of the reduction gear.
  • reduction gear is meant in the present case that the amount of the locking latch 2 acting on the pawl kinematics 5 of the latch 2 is greater than the resulting force acting on the blocking element 6 by the pawl kinematics 5.
  • the embodiment of the motor vehicle lock with a motorized opening drive in connection with the described pawl arrangement 3 is particularly advantageous.
  • the release of the lock catch 2 is thereby triggered that a not shown opening drive an adjustment of the blocking element 6 of the blocking position in the in Fig. 1 dashed lines, non-blocking position causes.
  • the opening drive is an electric motor.
  • the pawl kinematics 5 has a pivotable about a pivot axis 7 transmission lever 8.
  • the transmission lever 8 in Fig. 1 on the right, adjustable.
  • pawl assembly 3 blocks the blocking element 6, the transmission lever 8, so that as a result, the provision of the lock latch 2 is blocked.
  • FIG. 5 shows a particularly simple, realizable with a few components design, which is not an embodiment of the invention, but only to facilitate the understanding of the invention.
  • the transmission lever 8 is here on the one hand with the blocking element 6 and on the other hand engageable with the latch 2 in engagement.
  • Fig. 5 shows the latch 2 in the main closed position and the pawl assembly 3 in the holding position.
  • the latch 2 is released.
  • the provision of the latch 2 from the in Fig. 5 shown main closing position in Fig. 5 provokeherum then causes a pivoting of the transmission lever 8 in Fig. 5 on the left against the bias of the spring 8b.
  • guide surface 9 of the transmission lever 8 is held in the deflected position.
  • the blocking element 6 is also held in the deflected position.
  • the blocking element 6 comes again in blocking engagement with the transmission lever 8 and thus holds the latch 2 in the illustrated main closed position.
  • the transmission lever 8, which is part of the pawl kinematics 3 is designed as a reduction gear, since the pivot axis 7 of the transmission lever 8 is not centrally, but offset on the transmission lever 8 is arranged.
  • the blocking of the transmission lever 8 is preferably provided by the blocking element 6 in only one pivoting direction of the transmission lever 8. In certain applications, it may also be advantageous that the blocking by the blocking element 6 prevents pivoting of the transmission lever 8 in both pivoting directions.
  • the transmission lever 8 is coupled for movement with the latch 2. This means a forced coupling between the transmission lever 8 and the latch 2, which causes an adjustment of the latch 2 in principle leads to a corresponding adjustment of the transmission lever 8.
  • an intermediate lever 11 is disposed between the transmission lever 8 and the latch 2, which on the latch 2 on the one hand and on the transmission lever 8 on the other is hinged pivotally.
  • the pivot point 12 on the latch 2 is eccentric with respect to the pivot axis 4 of the latch 2, so spaced from the pivot axis 4, arranged. Accordingly, the articulation point 13 is arranged eccentrically on the transmission lever 8 with respect to the pivot axis 7 of the transmission lever 8.
  • the degree of reduction in befindlichem in the main locking position latch 2 is preferably up to eight times greater than the degree of reduction In total, the variable reduction of the four-bar linkage leads to an optimal use of existing in the motor vehicle lock space.
  • latch 2 when in the main locking position located latch 2 usually a tensile force from the locking bolt 1 on the latch 2 acts (sealing backs), usually the above-mentioned torque to the transmission lever 8.
  • in befindlichem in the main locking position latch 2 latch 2 the transmission lever 8 basically in the in Fig. 1 shown position, which is defined by the standing in the blocking position blocking element 6.
  • this bias voltage can also be provided on other components of the pawl kinematics 5.
  • the transmission lever 8 is pretensioned as described.
  • the direction of this bias is in the Fig. 1 to 4 represented by the arrow 15.
  • the transmission lever 8 in a preferred embodiment has a main catch 16 and a preliminary catch 16a. As already explained above, it is possible to dispense with a preliminary catch 16a, depending on the application.
  • the blocking element 6 can be brought into blocking engagement with the transmission lever 8 via the main catch 16 and, if present, the preliminary catch 16a. This is in the Fig. 1 and 2 for the main closed position and the prelocking of the latch 2 shown.
  • the blocking element 6 is in a preferred embodiment in the manner of a pawl about a pivot axis 17 pivotally. Furthermore, a stop 6a is provided, against which the blocking element 6 rests in the blocking position and against which the bias of a spring 6b acting on the blocking element 6 acts.
  • pawl assembly 3 is the blocking element 6, as described above, in blocking engagement with the transmission lever 8.
  • the articulation of the intermediate lever 11 on the latch 2 on a freewheel This makes it possible that an adjustment of the latch 2 from the main closing position out in a position of the open position beyond the main closing position lying overstroke position is possible without necessarily an adjustment of the transmission lever 8 to pull.
  • This overstroke position of the lock latch 2 is in Fig. 4 shown in dashed lines.
  • the overstroke position of the latch 2 is briefly occupied when, for example, the side door of a motor vehicle is slammed.
  • the transmission lever 8 is meanwhile pressed against the stop 8a in its overstroke position, so that the blocking element 6 can occur in the blocking position.
  • the above-mentioned freewheel is realized in that the lock catch 2 has a slot 18 and the intermediate lever 11 has a pin 19 arranged in the slot 18.
  • the lock catch 2 has a slot 18 and the intermediate lever 11 has a pin 19 arranged in the slot 18.
  • the intermediate lever 11 is biased against the latch 2 such that the latch 2 only against the bias in the Overheating position can be brought.
  • This bias can be realized by a biasing spring 20, as in Fig. 1 shown.
  • a preferred embodiment provides that the motor vehicle lock has an inlet slot 21 and that the blocking element 6 is arranged for theft protection in the motor vehicle lock, that the blocking element 6 from the inlet slot 21 is not or only with difficulty. This means that by interposing the pawl kinematics 5 is now possible to arrange the blocking element 6 there in the motor vehicle lock, where it is protected from unauthorized interference from the inlet slot 21 from.
  • the solution according to the invention also provides a particularly compact realization of a closing aid.
  • a non-illustrated auxiliary closing drive is provided, which is coupled to the transmission lever 8.
  • the latch 2 is then adjustable by means of the auxiliary closing drive via the transmission lever 8 in the main closed position.
  • the necessary condition for this is the above-described motion coupling between the transmission lever 8 and the latch 2.

Landscapes

  • Lock And Its Accessories (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (9)

  1. Serrure de véhicule automobile comprenant un pêne de serrure (2) et un agencement de cliquet d'arrêt (3), le pêne de serrure (2) pouvant pivoter autour d'un axe de pivotement (4), le pêne de serrure (2) pouvant être amené dans une position d'ouverture et dans une position de fermeture principale ainsi qu'éventuellement dans une position de pré-fermeture, l'agencement de cliquet d'arrêt (3) pouvant être amené dans au moins une position de retenue et une position de libération, et l'agencement de cliquet d'arrêt (3) en position de retenue retenant dans chaque cas le pêne de serrure (2) dans la position de fermeture principale,
    l'agencement de cliquet d'arrêt (3) présentant une cinématique de cliquet d'arrêt (5) et un élément de blocage déplaçable (6), la cinématique de cliquet d'arrêt (5) pouvant être déplacée par le rappel du pêne de serrure (2) de la position de fermeture principale dans la direction de la position d'ouverture, et lorsque l'agencement de cliquet d'arrêt (3) se trouve dans la position de retenue, l'élément de blocage (6) bloquant le déplacement de la cinématique de cliquet d'arrêt (5) pouvant être causé par le pêne de serrure (2) et donc bloquant le rappel du pêne de serrure (2), la cinématique de cliquet d'arrêt (5) présentant un levier de transfert (8) pouvant pivoter autour d'un axe de pivotement (7), le pivotement du pêne de serrure (2) de la position de fermeture principale dans la direction de la position d'ouverture permettant de déplacer le levier de transfert (8) et lorsque l'agencement de cliquet d'arrêt (3) se trouve dans la position dé retenue, l'élément de blocage (6) bloquant le levier de transfert (8),
    caractérisée en ce que
    le levier de transfert (8) est accouplé de manière mobile au pêne de serrure (2) et en ce que pour l'accouplement mobile, un levier intermédiaire (11) est disposé entre le levier de transfert (8) et le pêne de serrure (2), et en ce que le levier intermédiaire (11) est articulé au pêne de serrure (2) d'une part et au levier de transfert (8) d'autre part de manière pivotante et excentrique par rapport à l'axe de pivotement respectif (4, 7).
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que la cinématique de cliquet d'arrêt (5) est un réducteur et en ce que de ce fait la force de blocage à appliquer par l'élément de blocage (6) pour le blocage du pêne de serrure (2) est réduite en fonction de la conception du réducteur.
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que la serrure de véhicule automobile présente un entraînement d'ouverture motorisé, notamment un moteur électrique, et en ce que la libération du pêne de serrure (2) peut être déclenchée par moteur.
  4. Serrure de véhicule automobile selon la revendication 2 et éventuellement selon la revendication 3, caractérisée en ce que le degré de réduction de la cinématique de cliquet d'arrêt (5) lorsque le pêne de serrure (2) se trouve dans la position de fermeture principale est plus grand que lorsque le pêne de serrure (2) se trouve dans la position de pré-fermeture.
  5. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes,
    caractérisée en ce que,
    lorsque le pêne de serrure (2) se trouve dans la position de fermeture principale et éventuellement dans la position de pré-fermeture, la force agissant sur le levier de transfert (8) depuis le pêne de serrure (2) par le biais du levier intermédiaire (11) provoque un couple sur le levier de transfert (8) par rapport à son axe de pivotement (7) et en ce que la force de blocage de l'élément de blocage (6) s'oppose à ce couple.
  6. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    le levier de transfert (8) est précontraint, et en ce que la force de blocage de l'élément de blocage (6) agit à l'encontre de la précontrainte du levier de transfert (8), et/ou
    en ce que le levier de transfert (8) présente un cliquet principal (16) et éventuellement un pré-cliquet (16a) et en ce que l'élément de blocage (6) peut être amené en engagement de blocage avec le levier de transfert (8) par le biais du cliquet principal (16) et éventuellement du pré-cliquet (16a), et/ou
    en ce que l'élément de blocage (6) peut pivoter à la manière d'un cliquet d'arrêt autour d'un axe de pivotement (17) et est en engagement de blocage avec le levier de transfert (8) lorsque l'agencement de cliquet d' arrêt se trouve dans la position de retenue.
  7. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'articulation du levier intermédiaire (11) au pêne de serrure (2) présente une course libre et qu'ainsi un déplacement du pêne de serrure (2) est possible, depuis la position de fermeture principale dans une position de dépassement de course située de part et d'autre de la position de fermeture principale, vu depuis la position d'ouverture, sans déplacement du levier de transfert (8),
    et de préférence en ce que le levier intermédiaire (11) est précontraint contre le pêne de serrure (2) de telle sorte que le pêne de serrure (2) puisse être amené dans la position de dépassement de course à l'encontre de la précontrainte.
  8. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'il
    est prévu un entraînement auxiliaire de fermeture, en ce que l'entraînement auxiliaire de fermeture est accouplé au levier de transfert (8) et en ce que le pêne de serrure (2) peut être déplacé au moyen de l'entraînement auxiliaire de fermeture par le biais du levier de transfert (8) dans la position de fermeture principale.
  9. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la serrure de véhicule automobile présente une fente d'entrée (21) et en ce que l'élément de blocage (6) est disposé dans la serrure de véhicule automobile, pour assurer une protection antivol, de telle sorte que l'élément de blocage (6) ne puisse pas être atteint depuis la fente d'entrée (21) ou alors seulement difficilement.
EP20040005392 2003-03-20 2004-03-06 Serrure de véhicule automobile Expired - Lifetime EP1460211B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003112304 DE10312304B4 (de) 2003-03-20 2003-03-20 Kraftffahrzeugschloß
DE10312304 2003-03-20

Publications (3)

Publication Number Publication Date
EP1460211A2 EP1460211A2 (fr) 2004-09-22
EP1460211A3 EP1460211A3 (fr) 2005-10-05
EP1460211B1 true EP1460211B1 (fr) 2008-07-02

Family

ID=32797981

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20040005392 Expired - Lifetime EP1460211B1 (fr) 2003-03-20 2004-03-06 Serrure de véhicule automobile

Country Status (5)

Country Link
US (1) US7111878B2 (fr)
EP (1) EP1460211B1 (fr)
AT (1) ATE399918T1 (fr)
DE (2) DE10312304B4 (fr)
ES (1) ES2309409T3 (fr)

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US10745947B2 (en) 2015-08-21 2020-08-18 Magna Closures Inc. Automotive latch including bearing to facilitate release effort

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US11851921B2 (en) 2015-08-21 2023-12-26 Magna Closures Inc. Automotive latch including bearing to facilitate release effort

Also Published As

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US20040227358A1 (en) 2004-11-18
EP1460211A2 (fr) 2004-09-22
ES2309409T3 (es) 2008-12-16
DE10312304B4 (de) 2005-12-29
DE502004007466D1 (de) 2008-08-14
DE10312304A1 (de) 2004-10-07
EP1460211A3 (fr) 2005-10-05
US7111878B2 (en) 2006-09-26
ATE399918T1 (de) 2008-07-15

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