EP1854945B1 - Locking system for a motor vehicle door with several locking elements and a common control unit - Google Patents

Description

The present invention relates to a closing system for a motor vehicle door comprising a plurality of spaced-apart positionable closing elements and a common control unit spaced from the closing elements for operation of these closing elements. The invention finds particular application in sliding doors of passenger cars.

The invention is concerned in particular with the integration of a motor vehicle door locking system in a motor vehicle door or flap and / or in an outer frame of the motor vehicle body, in which the motor vehicle door or flap is inserted. It is particularly about side doors, preferably sliding doors, rear doors, tailgates, trunk lids, roof structures and the like.

In such, possibly very large and heavy, motor vehicle doors must be provided regularly several door locks or locking units that securely fix the position of the motor vehicle door with respect to the vehicle in the closed and / or in the open state.

It has been found that it is advantageous in such complex door locking systems with a plurality of spatially spaced closing units to control a plurality of closing units of the door closing system from a single control unit. Such a motor vehicle door locking system is for example from the DE 102 33 485 A1 out. A similar system, in which additionally a locking mechanism for a window pane is centrally controlled, goes out of the DE 10 2005 019 607 A1 out.

From the EP 1 111 173 A2 a locking system for a motor vehicle door is known, in which door locks of the motor vehicle door can be actuated by a Abhubhebel. The operation of the Abhubhebels done either by an outside door handle via an outer lever or by an inner door handle via an inner lever. The inner lever is decoupled by means of a child safety of the Abhubhebel.

Furthermore, from the US 2005/0099022 A1 discloses a locking system for a motor vehicle door in which a plurality of levers are required to operate a plurality of door locks of the motor vehicle door. This locking system also has a child safety device, with the opening of the vehicle door by an inner door handle can be prevented. In addition, in this stitch system, an outside door handle for closing the vehicle door can be decoupled.

The DE 197 29 188 A1 relates to a locking device for vehicle doors, in which an opening of a vehicle door can be prevented by a decoupling of an outer door handle by means of a locking lever. Furthermore, the locking device has a child safety lock, with which an opening of the vehicle door can be blocked by an inner door handle.

However, the known door locking systems are sometimes too complicated, so that in particular a large number of different parts to achieve only a limited functionality of the door closing system is needed. In addition, in known systems also partially electronic adjusting means for the door locking systems are used, which can lead to higher manufacturing and operating costs in terms of the production of such a door locking system and as a result of increased susceptibility.

The object of the present invention is to at least partially solve the problems described with reference to the prior art. In particular, a locking system for a motor vehicle door is to be specified, in which a control of the various closing elements is realized in a particularly simple, in particular mainly mechanical way. In particular, as many locking states and / or electrically supported actuations of the closing elements are to be made possible.

These objects are achieved with a locking system according to the features of claim 1. Advantageous developments of this locking system are given in the dependent formulated claims. The features specified individually in the claims can be combined with each other in any technologically meaningful manner, and lead to further embodiments of the invention. The specified features in the claims are also further specified in the description, with also particularly preferred embodiments of the locking system are shown.

Accordingly, a closing system for a motor vehicle door comprising a plurality of spaced-apart positionable closing elements and a spaced from the closing elements common control unit for operating these closing elements is proposed, wherein the control unit is a multi-part control disc wherein at least a first control disk is connected to an actuating unit and a second control disk is provided, which is connected to a plurality of closing elements in each case via a transmission means, wherein the first control disk and the second control disk are decoupled, wherein the multi-part control disk is connected to a drive wherein at least the movement of a component of one of the closing elements with the drive; is effected and wherein the movement of the components, an electrically assisted opening and closing of the components of a lock element is veranladbar.

With regard to the design of the locking system, it should be noted that this can be present on the one hand as a kind of kit which can be fastened to a motor vehicle door or another, in particular initially mentioned construction; However, it is also possible that the locking system is already mounted with respect to one of these structures or vehicle doors. Even if the focus here is primarily on an application on a motor vehicle door, closing systems for flaps, roof structures and the like should also be included.

With regard to this motor vehicle door, a plurality of closing elements can now be positioned or positioned at a distance from one another. Preferably, at least three locking elements are provided, optionally, e.g. also four locking elements. Locking element considered in particular locking systems, which interact with another component of a motor vehicle, such as another motor vehicle door, the vehicle body, the so-called A-, B- and / or C-pillar. In addition to normal door locks with locking mechanism, other locking systems, anchors and the like (such as so-called doorstops) may be included.

These closing elements are now operated by a common control unit which can be positioned or positioned at a further position of the motor vehicle door. All in detail later explained actuating actions for the closing elements, which can be initiated by a person, for example, are brought together in the control unit, starting from the control unit, the closing elements can then be actuated via a respective transmission means. In this case, at least two of the closing elements are actuated simultaneously by the control unit, in particular all closing elements designed in the manner of a door lock are included.

For a particularly simple construction of the control unit, a multi-part control disk is now proposed, wherein at least one first control disk is connected to the actuating units for initiating a closing element actuation. Another, second control disc now causes (under certain conditions) actually a simultaneous handling of the closing elements, in particular all door locks the motor vehicle door. In other words, in particular, that only incoming actuation requests are fed to the first control disk and only actual, outgoing actuation requests are made by the second control disk. In order for the incoming control requests to be forwarded, taking into account various locking states of the locking system (or not), the first control disk and the second control disk are decoupled. This decoupling is particularly preferably carried out mechanically.

This coupling has in particular the consequence that a movement acting on the first control disk movement can be transmitted to the second control disk according to the state of the coupling or not. Most preferably, the first control disk and the second control disk at least partially perform a common rotation about a common control axis during the active state of the coupling, while only one rotation of the first control disk occurs in the inactive state of the coupling. This design is the basis for a very simple control unit, which can also be made very space-saving and flexibly expandable.

The multi-part control disk is connected to a drive, wherein at least the movement of a component of a closing element is effected with the drive. With regard to the movement of a component of at least one closing element, an electrically or electromotively assisted opening and closing of the components of a lock element is caused. With regard to the electrical opening of a closing element, the case is preferred in which the drive acts at least on the second control disk, which (possibly rigidly) cooperates via the transmission means with a locking part of the closing element, in particular the pawl. This has the advantage that separate drives on the door locks for an electric motor assisted lifting the pawl of the catch not needed. In addition, the drive directly (or possibly also via at least one control disk), the movement of another locking member, in particular the rotary latch support. If this function is to be implemented with respect to all door locks, these are to be equipped (in particular with regard to the electric motor-assisted closing) with a suitable rotary latch, which in particular has a so-called preliminary catch and a so-called main catch. It should be pointed out at this point that the aspect of the central drive for moving at least one component of a closing element (possibly for realizing a quick release) can also be used advantageously independent of the embodiment of the locking system with multi-part control disk described here.

According to an advantageous development of the locking system, the first control disk is connected to a first, outer, actuating unit, wherein means are provided for decoupling from the second control disk as a function of a plurality of inactivation mechanisms. By a first, outer, actuating unit is meant in particular an outside door handle, wherein its activation can be forwarded via corresponding transmission means to the first control disk. The first control disk also interacts with means for decoupling from the second control disk, such as a clutch lever or the like. Depending on several deactivation mechanisms, the decoupling of the first control disk from the second control disk can be carried out. Possible inactivation mechanisms relate to the central lock state, the in-lock state, and / or a lock cylinder lock state. These states can be interrogated mechanically and / or electromechanically and / or electrically. Based on this, the means for decoupling can be converted into a state such that the first control disk and the second control disk are decoupled. Particularly preferred is the variant in which two or three inactivation mechanisms act on the means for decoupling the first control disk.

Furthermore, it is also proposed that a third control disk is connected to an actuating unit, wherein the second control disk is arranged centrally and decoupled from the first control disk and the third control disk. For a particularly compact design of the multi-part control disk, it is advantageous that all three Control discs are positioned on a common control axis pivotable to each other. In this case, the control discs (partially) on different outer contours (edge curves in the circumferential direction of the control discs), which are formed for driving transmission means and the like. In this case, it is particularly preferred that the second control disk moves with the first or the third control disk with active coupling, it is therefore movable relative to the other two, preferably arranged on both sides of the second control disk, control disks. The third control disk can interact, for example, with a non-contact actuating unit and / or a mechanical actuating unit, which is different in particular from the first, outer, actuating unit.

Furthermore, a variant of the locking system is preferred, in which a third control disk is connected to a second, inner, actuating unit, wherein means for decoupling from the second control disk are provided as a function of at least one inactivation mechanism. The second, inner, actuating unit is, in particular, a door inside handle of the motor vehicle door. With regard to the decoupling of the third control disk from the second control disk is to refer to the corresponding, previous explanations with respect to the first and the second control disk. Here it is preferred that one or two deactivation mechanisms are taken into account, in particular the state of parental control.

In addition, a locking system is also proposed in which the multi-part control disc can be brought into engagement with an actuator for at least one locking mechanism of the motor vehicle door, which fixes the motor vehicle door in an open state. A locking mechanism is understood in particular to be a so-called doorstop, which engages with other body components when the motor vehicle door is fully open. Such a locking mechanism is in particular spring biased so that it cooperates with a corresponding engagement device on the motor vehicle when the motor vehicle door has reached the fully open position. To deactivate this locking mechanism, the multi-part control disc can act on the actuator, in particular, the spring force or closing force of the locking mechanism is overcome. In this required movement of the multi-part control disk z. B. may be caused by the inside door handle and / or the outside door handle, advantageously no components of the other closing elements are moved, so that only a very small force to deactivate the locking mechanism must be applied on the user side. This can be achieved, for example, by in that the actuation of the respective pawls performs an idle stroke, in particular as a result of a position of the pawl deflected relative to the basic position (main catch) at this time of deactivation of the locking means in the open state of the door.

It is also proposed that the control unit comprise at least the following components: a multipart control disk, a first clutch for a first actuating unit, a second clutch for a second actuating unit, a first motor in conjunction with the first clutch and a second motor in conjunction with the second Clutch. Thus, the control unit already combines at least two clutches each of which can preferably be operated mechanically and / or electromotively assisted. Basically, the user always has the ability to turn the operating units (inside door handle, outside door handle) itself, but this can also be via appropriate sensors at these points and / or an electronic control unit and an identification transmitter (so-called keyless entry system) of the User be realized. Preferably, the clutch is independently actuated mechanically or electromotively supported. This creates the opportunity to (de) activate parental controls or central locks mechanically or by radio.

For an even more compact construction of the locking system, it is also proposed that additionally at least one of the following components is included in the control unit: a drive for the multi-part control disk, an actuator for at least one locking mechanism and a control system. With regard to the embodiments of the drive and the actuator reference is made to the above explanation. The control system comprises, in particular, electrical or electronic components, such as sensors, microswitches, microcontrollers, connectors, printed conductors and the like. The control system is used in particular for the operation of the motors, but may also have other and / or additional functions take. All the above-mentioned components are optionally attached to an outer cover on a part of the motor vehicle door to protect it against moisture and dirt or to hold each other in a defined position to each other.

Particularly preferred is a locking system in which the transmission means moved by the control unit are connected to a locking part of the closing elements. In other words, this means in particular that a direct, possibly rigid, action of the control unit on the pawl or the rotary latch is present. Accordingly, the transmission levers, motors, microswitches and the like used in separate door locks are at least partially displaced into the common control unit, so that the parts expense can be reduced in the case of the several closing elements themselves.

The locking system can advantageously also be developed in such a way that it is integrated in a sliding door of a motor vehicle, in which the closing elements are arranged in a wet area and the control unit with the components supplied with power for operating the closing elements in the dry area. Thus, in particular the functions of the electrically opening door lock, the electromotive assisted closing of the catch and electric motor assisted child safety devices and / or central locking in the sliding door can be realized so that the current-carrying components such as motors, tracks, sensors, etc. relatively far away from the actual Closing elements are arranged while being protected from moisture. This advantage is further enhanced, in particular, by the fact that only mechanical transmission means, such as, for example, linkage or construction cables, are used towards the closing elements.

Fig. 1:

eine Kraftfahrzeugtür mit einer Ausführungsvariante des Schließsystems in der Seitenansicht,

Fig. 2:

einen Querschnitt durch eine Kraftfahrzeugtür,

Fig. 3:

in einer perspektivischen Darstellung eine Ausführungsvariante einer Steuereinheit,

Fig. 4:

ein Detail einer Steuereinheit mit einer Ausführungsvariante einer, auf eine erste Steuerscheibe einwirkende, Kupplung,

Fig. 5

ein weiteres Detail in einer rückwärtigen Ansicht der Steuereinheit betreffend eine zweite Kupplung für eine dritte Steuerscheibe,

Fig. 6:

ein weiteres Detail der Steuereinheit in einer rückwärtigen Ansicht mit einem Antrieb, und

Fig. 7:

eine teilweise perspektivische Darstellung eines weiteren Details der Steuereinheit mit einem Stellglied für einen Arretierungsmechanismus.

Invention and the prior art will be further illustrated by the figures. The figures show particularly preferred embodiments of the invention, to which, however, this is not limited. They show schematically:

Fig. 1:

a motor vehicle door with a variant of the locking system in the side view,

Fig. 2:

a cross section through a motor vehicle door,

3:

in a perspective view of an embodiment variant of a control unit,

4:

a detail of a control unit with a variant of a, acting on a first control disk clutch,

Fig. 5

another detail in a rear view of the control unit concerning a second clutch for a third control disk,

Fig. 6:

another detail of the control unit in a rear view with a drive, and

Fig. 7:

a partial perspective view of another detail of the control unit with an actuator for a locking mechanism.

Fig. 1 shows a variant of a locking system 1 on a motor vehicle door 2, which is designed here in the manner of a sliding door 25. Such a sliding door 25 is regularly moved parallel to the motor vehicle 28, for example between a so-called B-pillar and a so-called C-pillar.

The heart of the locking system 1 illustrated here is a central control unit 4 for operating a plurality of locking elements 3 positioned at a distance therefrom. In the upper right region of the sliding door 25 is a first closing element 3 (for example a so-called secondary lock) and in the right-hand area of the sliding door 25 another closing element 3 (for example, a so-called main lock) is provided. In addition, the sliding door 25 in the lower right area, a third closing element 3 (for example, in the manner of a locking mechanism or a door stopper), and in the left area is a, sometimes referred to as a front lock, further closing element 3 is arranged. The common control unit 4 can act on all closing elements 3 via separate transmission means 7, in particular actuate or activate and / or deactivate them. Furthermore, these actions are initiated jointly or individually by various actuation units, for example a first actuation unit 8 (eg, exterior door handle), a second actuation unit 9 (eg, door inner handle), and / or a sensor 29 for non-contact actuation of the motor vehicle door 2. Switching operations are initiated by these actuation units activated in the control unit 4, which act on the closing elements 3 taking into account various locking states.

Left in Fig. 1 is enlarged and illustrated in a detail a concrete embodiment of a closing element 3 as a motor vehicle door lock. This locking element 3 comprises two locking parts 24, namely on the one hand a catch 30 and on the other hand a pawl 31. For secure fixing of a striker 32 secured to the motor vehicle 28, the pawl 31 locks the spring-loaded catch 30 advantageously initially in a so-called pre-rest 33 and finally in a main catch 34. Preferred is a variant of the locking system 1, in which the control unit 4 via its transmission means 7 acts directly on the pawl 31 or the rotary latch 30.

Fig. 2 3 shows a cross-section of the structure of the sliding door 25. A sliding door 25 can be subdivided into a wet area 26 and into a drying area 27, with regularly sealed walls for delimiting these two areas. In connection with the locking system 1, it is preferred that the control unit 4 is positioned in the drying area 27 and connected via separate transmission means 7 to the individual closing elements 3 arranged in the wet area 26.

Fig. 3 shows, partially in perspective, a variant of a common control unit 4, wherein a plurality of different operating and / or locking states with respect to the closing elements 3 are realized in a small space. For better illustration are in Fig. 3 various parts are marked with hatching or patterns, whereby an interaction of these parts should be illustrated. Below, these assemblies are again illustrated in detail and explained their mode of action.

Central in the upper area of Fig. 3 the multi-part control disk is shown. This multi-part control disk comprises three control disks, which are (temporarily) rotatably positioned against each other on a common control axis 64. Recognizable in this plan are the above arranged first control disk 5 and the underlying second control disk 6. The arranged underneath the third control disk 12 can be seen in a rear view of the control unit 4, as in Fig. 5 or Fig. 7 illustrated.

The first control disk 5 is articulated via a transmission means 7, which is characterized by a crossed hatching. The active combination of the first control disk 5 with the second control disk 6 can be decoupled by a first clutch 16. Therefore, substantial inactivation mechanisms or parts having a same cooperating with this first clutch 16 have been made Hatch marked. The mode of action of these components will be with reference to Fig. 4 explained in more detail.

The black marked transmission means 7 are executed here in the manner of a linkage and transmit the movement of the second control disk 6 on the closing elements to be actuated 3. In the illustrated embodiment, with the movement of the second control disk 6 directly three different, spaced-apart closure elements 3 after Type of a door lock operated. This will be explained in detail with reference to Fig. 7 shown.

The rear, not recognizable here, the third control disk 12 interacts with the transmission means 7 shown at the top left, marked with small dots. The operative connection between this third control disk 12 and the second control disk 6 is, if necessary, separated via a second clutch 17, the components or levers acting on the second clutch 17 having the same, dotted, marking. This mechanism will be explained in detail with reference to Fig. 5 explained.

In addition, the control unit 4 shown here comprises a control system 20, in particular for driving various electric motors, for detecting positions of the components illustrated here, and the like.

On the outer contour of the multi-part control disk further, here illustrated, components or modular assemblies can be positioned, which cooperate with the movement of the multi-part control disk. Thus, for example, a drive 13 can be seen above the control system 20, which can effect the movement of a component of a closing element with the correspondingly marked transmission means 7. This process is related to Fig. 6 shown in more detail.

Finally, the control unit 4 comprises, as a further assembly, an actuator 14 for a locking mechanism. The related movements are with Fig. 7 shown.

Such a control unit 4 is advantageously modular. This means, in particular, that the assemblies comprising the drive 13 and / or the actuator 14 as well as the functions associated therewith can also be implemented independently of this control unit 4, which is specifically proposed here. The integration of these modules in the central control unit, however, brings considerable benefits.

Fig. 4 now illustrates in detail the movements that occur in the interaction of the first control disk 5 with the first clutch 16 and the second control disk 6. The first control disk 5 is here connected to the so-called external actuating lever 35, so that, for example, the movements on an outside door handle of the vehicle door act on the first control disk 5. As a result of activation of the outside door handle, the external operating lever 35 is thus displaced in the direction indicated by the black arrow. This leads to a correspondingly marked rotation of the first control disk 5. The movement transfer to the (not shown) second control disk 6 via the first clutch lever 38, which rests on the one hand on the first control disk 5 and the other in a first guide 36 of the second control disk. 6 is stored. If the first control disk 5 rotates, this movement is transmitted via the first clutch lever 38 and the first guide 36 to the second control disk 6, so that they execute a rotation synchronously about the common control axis.

Under certain conditions, however, it is not desirable that an opening of the controlled via the second control disk 6 closing elements 3 takes place upon actuation of the outside door handle. For this reason, three different inactivation mechanisms 10, 11 and 21 can act on the first clutch lever 38 in the embodiment variant illustrated here, in order to prevent the operative connection between the first control disk 5 and the first clutch lever 38. In order to be transferred to an inactive state, the first clutch lever 38 is moved in the manner indicated by a white arrow, the first guide 36 toward the control axis, so that with a corresponding movement of the first control disk 5, an idle stroke takes place, because the first clutch lever 38 then moved into the first recess 37 of the first control disk 5. Thus, the second control disk 6 is stationary, even if the first control disk 5 rotates.

The first inactivation mechanism 10 relates, for example, to the case that a lock cylinder located on the motor vehicle door is mechanically transferred to a locked state. Such a lock cylinder now acts on the illustrated outer locking lever 39, which is displaced in the direction of the 3-fold arrow. This leads to a corresponding rotation of the first driver 40 about its axis of rotation, wherein the first driver 40 (below) engages the first clutch lever 38 and moves it in the first guide 36. This now leads to the fact that the first control disk 5 and the second control disk 6 are decoupled from each other. Now, if the external operating lever 39 is moved in the reverse direction (unlocking the lock cylinder), this movement is reversed, so that the operative connection between the first control disk 5 and the second control disk 6 is restored.

A second deactivation mechanism 11 relates, for example, to a so-called internal lock. For this purpose, on the vehicle door push buttons and / or switches or the like may be provided with which the user of the motor vehicle, starting from the interior of the motor vehicle, can deactivate the closing elements 3 or the actuating units. If he presses one of these push buttons or switches, so the inner locking lever 46 moves downwards, as shown here with a double arrow. Based on this movement, the rotary plate 41 is moved around its pivot axis, wherein the hinged to the rotary plate 41 first clutch lever 38 is guided so that the two control discs 5, 6 are separated again. This movement is reversible and is initiated by a corresponding actuation of the inner locking lever 46.

However, here, too, there may generally be a central locking system, which may be transmitted by radio, which may form a third deactivation mechanism 21. It is particularly preferred that this inactivation mechanism 21 also acts on the rotary plate 41 and there causes substantially the same movements, as the internal locking lever 46. For this purpose, it is proposed that a first motor 18 is provided, which are supplied with power when needed and on first worm wheel 42 can act on a first rotary part 43. The first motor 18 is configured to rotate in both directions, so that the third deactivating mechanism 21 can cause the coupling of the first control disk 5 and the second control disk 6 in the same way (like all other inactivation mechanisms). In order to come into operative engagement with the rotary plate 41, the first rotary member 43 has two projections 44 which can engage in a suitable receptacle 45 of the rotary plate 41. Here, two projections 44 are realized in order to get as fast as possible with the rotary plate 41, regardless of the direction of rotation.

With the compact and simple arrangement illustrated here, a considerable number of deactivation mechanisms can already be realized via only two decoupled control disks.

The control unit 4, as in Fig. 3 is illustrated with an additional, third control disk 12 is executed. This is in a rear view now in Fig. 5 shown. The third control disk 12 is arranged on the, the first control disk 5 opposite side of the second control disk 6 and also hinged to the common control axis 64 rotatably. The effective conclusion for a common rotation of the second control disk 6 and the third control disk 12 is realized via a second clutch lever 50, wherein this operative conclusion is carried out according to the between the first control disk 5 and the second control disk 6. A portion of the second control lever 50 is in turn movable in a second guide 48 of the second control disk 6, so that it is displaced in the decoupled state upward along the arrow shown in white and positioned in the second recess 49, for example, if a movement via an internal operating lever 47th is introduced into the third control disk 12.

To make such decoupling, a fourth inactivation mechanism 22 and a fifth inactivation mechanism 23 are provided with respect to this second clutch lever 50.

For example, the fourth deactivation mechanism 22 takes into account a manual parental control. If this is activated, for example by the parental lock lever 54 is moved in the manner indicated by a double arrow, the second driver 51 rotates about its axis of rotation and engages (below) on the second clutch lever 50 and moves it in the desired manner. Here, the second driver 51 is executed only on one side, so that it is ensured, for example by a suitable spring bias of the second clutch lever 50, that this retracts into the illustrated position when the child-safety lever 54 is moved back.

In order to allow the possibility of activating the child safety device over a greater distance, this movement of the second clutch lever 50 can also be carried out using a second motor 19. This second motor 19 drives a second worm wheel 52, which transmits its rotation to a second rotary part 53. By conditioning this second rotary member 53 to the second clutch lever 50, this can be moved upwards, with the opposite rotation of the second rotary member 53, the spring bias ensures that the second clutch lever 50 moves back again.

As already indicated, the in Fig. 3 illustrated variant has been supplemented by further modular assemblies. This relates for example to a drive 13 for electrically opening the door lock, or for electrically assisted closing of the door lock. This assembly will be described with reference to Fig. 6 explained.

To realize the electrical opening or closing of a door lock, a third motor 56 is provided in the control unit 4, which is controlled, for example, by a control system 20 comprising various electrical components 55. With this third motor 56, a third worm wheel 57 is driven, which transmits its rotation to a third rotary part 58. Among other things, the multi-part control disk can be driven (directly) via a roller 59 cooperating with the third rotary part 58. The third motor 56 is again operable in both directions, so that can be realized for the roller 59, which is engaged with the third rotary member 58, both directions of rotation, as with the differently colored marked Arrows is shown. When the third motor 56 is operated to rotate the roller 59 in the direction of the black arrow, the cam 60 abuts the stop 61 of the second control disk 6 and rotates it (counterclockwise here) so that the closing elements be made. Since hereby the transmission center act directly on the respective pawls, so a fast, electromotive lifting the pawls of all desired closing elements is possible.

In special cases, which may also be independent of parts of the invention specifically described here, it may be useful to realize by means of the drive 13, a quick release of the closing elements 3. This means, in particular, that a direct electromotive adjustment of the second control disk 6 via the roller 59 or its cam 60 is caused, leading to the lifting of the pawls of the rotary latches of at least two door locks or for controlling actuating levers, which in turn for opening the locking parts are responsible. The scenario in the context of a so-called "keyless entry system" with quick release could thus proceed as follows: A user with an identification transmitter approaches the motor vehicle and presses or touches the outside door handle (outer operating unit), creating a question and answer dialog between, for example, the control system 20 and the identification transmitter is started. With a positive running comparison of the transmitted or queried data immediately the drive 13 is driven to open the door locks electrically. This causes a very rapid lifting of the pawls. Subsequently, the drive 13 is brought back into its initial position, so that the mechanical components can then be tracked. Thus, in particular the advantage is achieved that a previously possibly necessary unlocking or coupling the control discs is avoided, this process is subsequently made up. In a reverse operation of the third motor 56, the roller 59 rotates in the direction of the white arrow, wherein an opening lever 62 is displaced in the direction indicated by the white arrow. This relative movement can be exploited to support (indirectly or mechanically) the rotation of the rotary latch from a pre-locking position to a main locking position. Even if only one opening lever 62 is provided here for a single closing element, several such opening levers 62 can nevertheless be connected to the roller 59.

With this assembly, therefore, a very compact arrangement for the electric motor assisted opening and / or closing one and / or a plurality of closing elements is specified, in which in particular only a single (central) motor is required. Under certain circumstances, this concept can also be used independently of the decentralized locking system proposed here.

• der ersten Steuerscheibe 5, die mit der ersten Kupplung 16 zusammenwirkt,
• der dritte Steuerscheibe 12, die mit der zweiten Kupplung 17 zusammenwirkt und
• der zentral und auf der gleichen Steuerachse 64, angeordneten zweite Steuerscheibe 6, die zur Betätigung der diversen Türschlösser der Schiebetür mit einem Hauptschlossbetätiger 65, einem Nebenschlossbetätiger 66 und einem Vorderschlossbetätiger 67 verbunden ist, und diese Türschlösser gemeinsam und synchron betätigt.

In Fig. 7 Finally, the integration of a doorstop function is illustrated. In the left area of Fig. 7 is again in perspective the three-piece control disc illustrated with

• the first control disk 5, which cooperates with the first clutch 16,
• the third control disk 12, which cooperates with the second clutch 17 and
• the central and on the same control axis 64, arranged second control disk 6, which is connected to actuate the various door locks the sliding door with a main lock actuator 65, a Nebenschlossbetätiger 66 and a Vorderschlossbetätiger 67, and operated these door locks together and synchronously.

The rotation or rotation of the second control disk 6 is thereby caused by the first control disk 5, or the illustrated external operating lever 35, and / or the second control disk 12, or the inner operating lever 47.

In the right area of Fig. 7 a pivotally mounted actuator 14 is shown, which is in contact with the outer contour of the three control discs, in particular when the locking mechanism 15 with the motor vehicle 28 is engaged. The deactivation of the locking mechanism 15, which is active only in the fully open position of the sliding door, can take place via an actuating unit, so that the rotation of one, several or all control discs 5, 6, 12 for deflecting the actuator 14 and thus for deactivating the locking mechanism 15 leads.

It is preferred that the stroke to be realized by the control disks for deactivating the locking mechanism 15 is only as great as an idle stroke with respect to the actuators 65, 66 and 67. This idle stroke results from the deflected position of the pawls in the door lock with the rotary latch in the open position , Thus, the forces occurring in this process are very low.

All developments of this shooting system proposed here individually lead to a central control unit taking into account various locking states, doorstop functions and electrically assisted closing operations.

LIST OF REFERENCE NUMBERS

1

locking system

2

Motor vehicle door

3

closing element

4

control unit

5

first control disk

6

second control disk

7

transmission means

8th

first actuating unit

9

second actuator

10

first inactivation mechanism

11

second inactivation mechanism

12

third control disc

13

drive

14

actuator

15

locking mechanism

16

first clutch

17

second clutch

18

first engine

19

second engine

20

control system

21

third inactivation mechanism

22

fourth inactivation mechanism

23

fifth inactivation mechanism

24

locking member

25

sliding doors

26

wet areas

27

dry areas

28

motor vehicle

29

sensor

30

catch

31

pawl

32

striker

33

first position

34

primary position

35

External operating lever

36

first guide

37

first recess

38

first clutch lever

39

Outside lock lever

40

first driver

41

turntable

42

first worm wheel

43

first part of rotation

44

head Start

45

admission

46

Internal locking lever

47

Internal operating lever

48

second leadership

49

second recess

50

second clutch lever

51

second driver

52

second worm wheel

53

second part of rotation

54

Parental control lever

55

electric component

56

third engine

57

third worm wheel

58

third rotation part

59

role

60

cam

61

attack

62

opening lever

63

locking lever

64

control axis

65

Hauptschlossbetätiger

66

Nebenschlossbetätiger

67

Vorderschlossbetätiger

Claims (9)

1. Locking system (1) for a motor vehicle door (2), comprising a plurality of locking elements (3) which are positionable in a manner spaced apart from one another, and a common control unit (4), which is spaced apart from the locking elements (3), for operating said locking elements (3), in which the control unit (4) has a multi-part disc cam, wherein at least one first disc cam (5) is connected to an actuating unit, and there is a second disc cam (6) which is connected to a plurality of locking elements (3) in each case via a transmission means (7), wherein the first disc cam (5) and the second disc cam (6) can be decoupled, wherein the multi-part disc cam is connected to a drive (13), wherein at least the movement of a component of one of the locking elements (3) is brought about with the drive (13), and wherein an electrically assisted opening and closing of the components of a lock element can be realized by the movement of the component.
2. Locking system (1) according to Patent Claim 1, in which the first disc cam (5) is connected to a first, outer actuating unit (8), wherein means for the decoupling from the second disc cam (6) depending on a plurality of inactivation mechanisms are provided.
3. Locking system (1) according to Patent Claim 1 or 2, in which a third disc cam (12) is connected to an actuating unit, wherein the second disc cam (6) is arranged centrally and such that it can be decoupled with respect to the first disc cam (5) and the third disc cam (12).
4. Locking system (1) according to one of the preceding patent claims, in which a third disc cam (12) is connected to a second, inner actuating unit (9), wherein means for the decoupling from the second disc cam (6) depending on at least one inactivation mechanism are provided.
5. Locking system (1) according to one of the preceding patent claims, in which the multi-part disc cam can be brought into engagement with an actuator (14) for at least one retaining mechanism (15) of the motor vehicle door (2) that secures the motor vehicle door (2) in an open state.
6. Locking system (1) according to one of the preceding patent claims, in which the control unit (4) comprises at least the following components: a multi-part disc cam, a first coupling (16) for a first actuating unit (8), a second coupling (17) for a second actuating unit (9), a first motor (18) in conjunction with the first coupling (16) and a second motor (19) in conjunction with the second coupling (17).
7. Locking system (1) according to Patent Claim 6, in which at least one of the following components of the control unit (4) is additionally included: a drive (13) for the multi-part disc cam, an actuator (14) for at least one retaining mechanism (15), and a controlling system (20).
8. Locking system (1) according to one of the preceding patent claims, in which the transmission means (7) moved by the control unit (4) are connected to a latching part (24) of the locking elements (3).
9. Locking system (1) according to one of the preceding patent claims, which locking system is integrated in a sliding door (25) of a motor vehicle (2), in which the locking elements (3) are arranged in a wet region (26) and the control unit (4) with the components supplied with power for operating the locking elements (3) is arranged in the dry region (27).

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