EP1493888B1 - Serrure de porte de véhicule automobile - Google Patents

Serrure de porte de véhicule automobile Download PDF

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Publication number
EP1493888B1
EP1493888B1 EP20040013599 EP04013599A EP1493888B1 EP 1493888 B1 EP1493888 B1 EP 1493888B1 EP 20040013599 EP20040013599 EP 20040013599 EP 04013599 A EP04013599 A EP 04013599A EP 1493888 B1 EP1493888 B1 EP 1493888B1
Authority
EP
European Patent Office
Prior art keywords
sensor
adjustment
latching position
vehicle door
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
EP20040013599
Other languages
German (de)
English (en)
Other versions
EP1493888A1 (fr
Inventor
Simon Brose
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 EP1493888A1 publication Critical patent/EP1493888A1/fr
Application granted granted Critical
Publication of EP1493888B1 publication Critical patent/EP1493888B1/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
    • 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
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/66—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status
    • 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
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/66—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status
    • E05B81/68—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status by sensing the position of the detent
    • 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

Definitions

  • the invention relates to a motor vehicle door lock with the features of the preamble of claim 1.
  • all types of door / hood or flap locks are summarized under the term motor vehicle door lock.
  • Document DE-A-10 065 100 discloses a motor vehicle door lock according to the preamble of claim 1.
  • the present invention is therefore based on the problem to ensure a sensory monitoring of the motor vehicle door lock with high security while reducing effort.
  • the present problem is solved in a motor vehicle door lock with the features of the preamble of claim 1 by the features of the characterizing part of claim 1.
  • the triggering of the sensor means the fact that the closing operation of the motor vehicle door lock has been properly completed and both the lock latch and the pawl are in the respective main latching position. It may be pointed out that in the embodiment of the sensor, for example as a microswitch triggering the sensor, the operation of the microswitch or the non-actuation of the microswitch can be assigned. This assignment results in each case from the construction as well as from the special design of the sensor.
  • a particularly high quality monitor ensures the preferred embodiment according to claims 4 to 6.
  • the further preferred embodiment according to claim 7 can be realized with very little effort. This is a negated "OR" link. Namely, if the lock latch OR the pawl is moved out of the respective main latching position, the sensor is moved to the untripped condition.
  • Fig. 1 shows a motor vehicle door lock with closing elements such as latch 1 and pawl 2 and with an inlet slot 3.
  • the latch 1 and the pawl 2 are each adjustable in a main latching position and in a pre-latching position.
  • the latch 1 a main catch 4 and a pre-catch 5 and the pawl 2 has a corresponding hook-shaped formation 6.
  • the hook-shaped formation 6 By the engagement of the hook-shaped formation 6 with the main catch 4 or with the pre-catch 5, the latch 1 in the main latching position or in the pre-latching position can be locked.
  • Fig. 1 shows the state in which both the latch 1 and the pawl 2 are in the main latching position.
  • a pre-locking position is provided here as described, it can basically be dispensed with.
  • the latch 1 also has a contact surface 7, which holds the pawl 2 in its open position when the latch 1 is in the open position.
  • the latch 1 is via a spring element 8 in its open position, the pawl 2 is biased by a spring element 9 in its direction of incidence.
  • the motor vehicle door lock has a sensor 10 which in the present case is designed as a microswitch.
  • the sensor 10 is in the tripped state, since both the latch 1 and the pawl 2 is in the main latching position.
  • the latch 1 and the pawl 2 is so coupled to the one sensor 10, that the adjustment of the latch 1 causes in their main latching position only together with the adjustment of the pawl 2 in its Schotrast ein the triggering of the sensor 10 and the sensor 10 is otherwise in the untripped condition.
  • FIGS. 2 to 4 The basic principle of this mechanical coupling can be seen in FIGS. 2 to 4.
  • the sensor 10 is here from a starting position adjustable mechanical actuator 11 assigned.
  • the initial position of the actuating element 11 is shown in FIG. 2.
  • FIGS. 2 to 4 also show that both the latch 1 and the pawl 2 are coupled to the actuating element 11.
  • the coupling of the latch 1 and the pawl 2 with the sensor 10 by an adjustable mechanical actuator 11 leads to a less error-prone design.
  • the adjustable actuator 11 is elastically adjustable, so that it automatically assumes its initial position after an adjustment.
  • the actuating element 11 is designed as an elongate bending element 12, which is preferably clamped on one side at a clamping point 13 in the manner of a bending beam.
  • the bending element 12 is designed as a metal strip (leaf spring) or as a plastic strip, which leads to cost-effective realizations.
  • the basic principle of the coupling between the latch 1 and the pawl 2 with the sensor 10 is in a particularly preferred embodiment, first in that the adjustment of the latch 1 in its main latching position causes an adjustment of the actuating element 11, here the bending element 12, from its initial position and that thereby the actuating element 11, here the bending element 12, in the adjustment range of the pawl 2 comes (Fig. 3).
  • the latch 1 For the coupling of the latch 1 with the actuating element 11, the latch 1 has a switching cam 14, which in an adjustment of the latch 1 from the open position (Fig. 2) in the main latching position (Fig. 3, 4) into engagement with the bending element 12th comes and causes the first bend of the bending element 12 shown in Fig. 3.
  • the flexure 12 When adjusting the latch 1 in the dashed line shown in Fig. 2 Vorrast ein the Wennnokken 14 is not yet engaged with the flexure 12, the flexure 12 remains in the initial position shown in Fig. 2.
  • the pawl 2 has a switching cam 15.
  • the pawl 2 In the state shown in Fig. 2, the pawl 2 is in the raised position. Shown dashed is the pre-locking position of the pawl 2, which coincides substantially with the main latching position of the pawl 2.
  • Fig. 2 it can be seen that the pawl 2 can swing freely on the bending element 12. As long as the latch 1 is in the open position or in the pre-locked position, the adjustment of the pawl 2, as described above, has no effect on the sensor 10.
  • actuating element 11 and the bending element 12 may also be provided that a part other than the free end 16 in the adjustment of the pawl 2 comes. .
  • the above-mentioned first bending of the bending element 12 takes place at the clamping point 13 of the bending element 12.
  • the bending element 12 comes into contact with another point of the bending element 12 in the vicinity of a stationary one Bearing surface 17.
  • the second, triggered by the pawl 2 bending of the bending element 12 is then carried out at this further point of the bending element 12 to the contact surface 17th
  • the gap between contact surface 17 and switching cam 14 in the state shown in Fig. 3 is interpreted sufficiently large.
  • the deformation of the bending element 12 in the state shown in Fig. 4 is taken into account.
  • FIGS. 2 to 4 ensures reliable monitoring of the current closing state.
  • an apparent closure (FIG. 3) does not lead to faulty triggering of the sensor 10.
  • FIGS. 5 and 6 A further advantageous embodiment is shown in FIGS. 5 and 6.
  • a sensor 10 a cantilevered bending element 12, a switching cam 14 on the latch 1 and a switching cam 15 on the pawl 2 are provided.
  • the latch 1 and the pawl 2 are in the respective main latching position. Neither the lock catch 1 nor the pawl 2 are in engagement with the flexure 12, the configured as a micro-switch sensor 10 is not actuated by the flexure 12.
  • Fig. 6 can be seen that the adjustment of the latch 1 of the main latching position shown in Fig. 5 in the dashed line in Fig. 6 Vorrastwolf and in the open position shown in Fig. 6 open position a bending of the bending element 12 causes such that the microswitch 10 is pressed.
  • the latch 1 causes the adjustment of the pawl 2 from the main position shown in Fig. 5 in the open position shown in Fig. 6 also an operation of the microswitch 10 (the pre-locking position is here substantially identical to the main position).
  • the senor 10 has a single component, namely a momentary switch in the form of a microswitch.
  • the sensor 10 can also have a plurality of components, for example an additional controller, etc.
  • the mechanical actuator is the element that produces the coupling of the influence of the latch 1 and the pawl.
  • the switching cam 14 of the latch 1 and the switching cam 15 of the pawl 2 are conceivable.
  • the switching cam 14 of the latch 1 on the latch 1 injection molded under or on top.
  • the switching cam 15 of the pawl 2 is preferably molded on the pawl above or below.

Landscapes

  • Lock And Its Accessories (AREA)

Claims (9)

  1. Serrure de porte de véhicule automobile avec des éléments de fermeture tels qu'un pêne de serrure (1) et un cliquet d'arrêt (2),
    le pêne de serrure (1) et le cliquet d'arrêt (2) pouvant être déplacés chacun dans une position d'encliquetage principale et éventuellement dans une position de préencliquetage,
    le pêne de serrure (1) pouvant être bloqué par le cliquet d'arrêt (2) dans la position d'encliquetage principale et dans la position de préencliquetage éventuellement existante,
    un capteur (10) pour le contrôle de l'état de fermeture actuel étant prévu et
    le pêne de serrure (1) et le cliquet d'arrêt (2) étant accouplés avec ledit capteur (10) de telle sorte que l'obtention de la position d'encliquetage principale du pêne de serrure (1) ne provoque le déclenchement du capteur (10) que conjointement avec l'obtention de la position d'encliquetage principale du cliquet d'arrêt (2), le capteur (10) se trouvant autrement dans l'état non déclenché,
    caractérisée en ce
    qu'un élément d'actionnement mécanique (11), pouvant être déplacé de préférence élastiquement depuis une position de départ, est associé au capteur (10) et
    en ce que le pêne de serrure (1) ainsi que le cliquet d'arrêt (2) sont accouplés à l'élément d'actionnement (11), c'est-à-dire qu'ils agissent sur l'élément d'actionnement (11).
  2. Serrure de porte de véhicule automobile selon la revendication 1, caractérisée en ce que l'élément d'actionnement (11) est configuré sous la forme d'un élément flexible longitudinal (12), de préférence en ce que l'élément flexible (12) est serré d'un côté contre un point de serrage (13) à la manière d'une poutre flexible.
  3. Serrure de porte de véhicule automobile selon la revendication 2, caractérisée en ce que l'élément flexible (12) est un ruban métallique ou en plastique.
  4. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 3, caractérisée en ce que le déplacement du pêne de serrure (1) dans sa position d'encliquetage principale provoque un déplacement de l'élément flexible (11) depuis sa position de départ, en ce que de ce fait l'élément d'actionnement (11) parvient dans la région de déplacement du cliquet d'arrêt (2) et en ce qu'ensuite le déplacement du cliquet d'arrêt (2) dans sa position d'encliquetage principale provoque un déplacement supplémentaire de l'élément d'actionnement (11), qui provoque le déclenchement du capteur (10).
  5. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 2 et 4, caractérisée en ce que le déplacement du pêne de serrure (1) dans sa position d'encliquetage principale provoque un premier fléchissement de l'élément flexible (12) hors de sa position de départ, en ce que de ce fait l'élément flexible (12), de préférence avec son extrémité libre (16), parvient dans la région de déplacement du cliquet d'arrêt (2) et en ce qu'ensuite le déplacement du cliquet d'arrêt (2) dans sa position d'encliquetage principale provoque un deuxième fléchissement supplémentaire de l'élément flexible (12), qui provoque le déclenchement du capteur (10).
  6. Serrure de porte de véhicule automobile selon la revendication 5, caractérisée en ce que le premier fléchissement de l'élément flexible (12) s'effectue au point de serrage (13) de l'élément flexible (12) et l'élément flexible (12) parvient ainsi avec un autre endroit de l'élément flexible (12) à proximité d'une surface d'appui fixe (17) et en ce que le deuxième fléchissement de l'élément flexible s'effectue à l'autre endroit de l'élément flexible (12).
  7. Serrure de porte de véhicule automobile selon l'une quelconque des revendications 1 à 3, caractérisée en ce que le déplacement du pêne de serrure (1) depuis sa position d'encliquetage principale dans la direction de la position d'ouverture ainsi que le déplacement du cliquet d'arrêt (2) hors de sa position d'encliquetage principale dans la direction de la position soulevée provoque un déplacement de l'élément d'actionnement (11) hors de sa position de départ et en ce que seulement l'élément d'actionnement (11) se trouvant en position de départ provoque le déclenchement du capteur (10), le capteur (10) se trouvant autrement dans l'état non déclenché.
  8. Serrure de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le capteur (10) présente un commutateur à touche, de préférence un minirupteur.
  9. Serrure de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le capteur (10) présente un capteur sans contact, de préférence un élément de Hall.
EP20040013599 2003-07-03 2004-06-09 Serrure de porte de véhicule automobile Expired - Lifetime EP1493888B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003130194 DE10330194A1 (de) 2003-07-03 2003-07-03 Kraftfahrzeug-Türschloß
DE10330194 2003-07-03

Publications (2)

Publication Number Publication Date
EP1493888A1 EP1493888A1 (fr) 2005-01-05
EP1493888B1 true EP1493888B1 (fr) 2006-04-12

Family

ID=33426857

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20040013599 Expired - Lifetime EP1493888B1 (fr) 2003-07-03 2004-06-09 Serrure de porte de véhicule automobile

Country Status (5)

Country Link
US (1) US20050001437A1 (fr)
EP (1) EP1493888B1 (fr)
AT (1) ATE323204T1 (fr)
DE (2) DE10330194A1 (fr)
ES (1) ES2259424T3 (fr)

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FR2882773B1 (fr) * 2005-03-01 2009-01-16 Valeo Securite Habitacle Sas Serrure ayant un seul commutateur
DE102006052773A1 (de) * 2006-11-09 2008-05-15 Huf Hülsbeck & Fürst Gmbh & Co. Kg Verschluss eines Fahrzeugs
DE202007008652U1 (de) 2007-06-18 2008-10-30 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
DE202008004296U1 (de) * 2008-03-27 2009-08-06 BROSE SCHLIEßSYSTEME GMBH & CO. KG Meßanordnung einer Funktionseinheit in einem Kraftfahrzeug
DE202008005016U1 (de) 2008-04-10 2009-08-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
FR2940505B1 (fr) * 2008-12-18 2011-02-25 Valeo Securite Habitacle Dispositif de commande comportant un interrupteur, boitier de dispositif de commande et interrupteur pour dispositif de commande
US8474888B2 (en) * 2009-03-25 2013-07-02 Magna Closures Inc. Closure latch for vehicle door
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US8648689B2 (en) * 2012-02-14 2014-02-11 Ford Global Technologies, Llc Method and system for detecting door state and door sensor failures
US9739077B2 (en) * 2012-02-16 2017-08-22 Inteva Products, Llc Linear rotating link switch actuation
DE102012017677A1 (de) * 2012-09-07 2014-03-13 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
FR3007390B1 (fr) * 2013-06-19 2015-07-17 Airbus Operations Sas Mecanisme de verrouillage d'un capot d'aeronef integrant un capteur pour detecter l'etat non verrouille du capot
DE102014006238A1 (de) * 2014-04-30 2015-11-05 Kiekert Aktiengesellschaft Kraftfahrzeugschloss mit Mikroschalter
DE102015100725A1 (de) * 2015-03-02 2016-09-08 Kiekert Ag Kraftfahrzeugschloss
US20180291656A1 (en) * 2017-04-06 2018-10-11 Kiekert Ag Latching device for a motor vehicle
JP6933491B2 (ja) * 2017-05-08 2021-09-08 シロキ工業株式会社 車両用ロック装置
DE102019100593A1 (de) * 2019-01-11 2020-07-16 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102019107572A1 (de) * 2019-03-25 2020-10-01 Kiekert Aktiengesellschaft Kraftfahrzeug-schloss
WO2020215040A1 (fr) * 2019-04-19 2020-10-22 Inteva Products, Llc Traces métalliques pour l'activation d'un capteur à effet hall dans un verrou de véhicule
CN110670957B (zh) * 2019-09-27 2021-07-06 上海钧正网络科技有限公司 车锁、开锁方法及闭锁方法
DE102019128580A1 (de) * 2019-10-23 2021-04-29 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere kraftfahrzeugtürschloss
DE102021109734A1 (de) * 2020-05-18 2021-11-18 Magna Closures Inc. Verschlussverriegelungsanordnung mit kraftentriegelungsmechanismus mit optimierter öffnungsfunktionalität und reduziertem rückstellgeräusch
DE102021126476A1 (de) 2021-10-13 2023-04-13 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss

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Also Published As

Publication number Publication date
ES2259424T3 (es) 2006-10-01
DE502004000426D1 (de) 2006-05-24
US20050001437A1 (en) 2005-01-06
ATE323204T1 (de) 2006-04-15
EP1493888A1 (fr) 2005-01-05
DE10330194A1 (de) 2005-01-20

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