EP1956168B1 - Serrure de porte de véhicule automobile - Google Patents

Serrure de porte de véhicule automobile Download PDF

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Publication number
EP1956168B1
EP1956168B1 EP08002336.9A EP08002336A EP1956168B1 EP 1956168 B1 EP1956168 B1 EP 1956168B1 EP 08002336 A EP08002336 A EP 08002336A EP 1956168 B1 EP1956168 B1 EP 1956168B1
Authority
EP
European Patent Office
Prior art keywords
theft
lever
actuating lever
coupling
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.)
Active
Application number
EP08002336.9A
Other languages
German (de)
English (en)
Other versions
EP1956168A2 (fr
EP1956168A3 (fr
Inventor
Ludger Graute
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.)
Kiekert AG
Original Assignee
Kiekert AG
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 Kiekert AG filed Critical Kiekert AG
Publication of EP1956168A2 publication Critical patent/EP1956168A2/fr
Publication of EP1956168A3 publication Critical patent/EP1956168A3/fr
Application granted granted Critical
Publication of EP1956168B1 publication Critical patent/EP1956168B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
    • 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
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism, at least one actuating lever, a locking element, and with an anti-theft device, wherein the actuating lever for indirect or immediate unlocking of the "locked" position locking element is set when it is acted upon in the sense of an override function.
  • the inside operating lever is in the DE 103 20 439 A1 equipped with a boom which abuts an associated stop of the locking lever to its application. That is, the inside operating lever is capable, upon actuation, of transferring the locking lever to its "unlocked” position by the interaction between said arm and the stopper and, at the same time, opening the ratchet, which is generally referred to as "override "Function is called.
  • the anti-theft device is in the position "anti-theft off”. Otherwise the inside operating lever will go blank.
  • Theft deterrent unit is actually in its functional position "anti-theft device off” to be able to represent the "override” function at all. - This is where the invention starts.
  • the invention is based on the technical problem of further developing a motor vehicle door lock of the embodiment described in the introduction so that the "override" function is realized in a simple and functionally reliable manner.
  • the invention proposes in a generic motor vehicle door lock that a controlled by the anti-theft unit coupling element is provided which selectively couples the actuating lever to the locking element or decoupled from this and wherein an anti-theft device of the anti-theft device additionally interacts with a further second coupling element, which selectively couples the operating lever with the locking mechanism or decoupled from this.
  • the said "override” function is thus represented by means of a special (first) coupling element, which connects the actuating lever and the locking lever - if necessary or optionally - together mechanically.
  • This mechanical connection is usually made when two conditions are met. Firstly, the anti-theft device must be in its "anti-theft off” position, so that the actuating lever in question (which may in principle be an internal operating lever, an external operating lever or a lever interacting with the aforementioned levers) can at all establish a mechanical connection to the locking element and is not empty, as is usually the case in the position "anti-theft on" of the anti-theft device. On the other hand, the locking element should take its position "locked”.
  • an actuation of the actuating lever ensures that the locking element is transferred to its "unlocked” position and at the same time or with a time delay, the locking mechanism - again with the aid of the actuating lever - experiences an opening.
  • the anti-theft element interacts with a further second coupling element.
  • This further second coupling element selectively couples the actuating lever with the locking mechanism or decouples it from the locking mechanism.
  • This can be the usual anti-theft function represent. Because in the position "anti-theft device" of the anti-theft device or the anti-theft device, the operating lever is empty, because the second coupling element can not transfer its movements, for example, a release lever for the pawl. This is ensured by the anti-theft element in conjunction with the anti-theft motor, which taken together put the coupling element accordingly.
  • the invention ensures that, in particular, the first condition is fulfilled and, as it were, undergoes a mechanical check. Because the (over the top) function ultimately representing (first) coupling element is controlled by the anti-theft device. Only when the anti-theft device is in its position "anti-theft off", the coupling element is even able to couple the actuating lever with the locking element. In this context, the second condition (locking element in the "locked” position) of rather minor importance.
  • the locking element Because if the locking element is already in its "unlocked” position, it does not need to be transferred from the operating lever to this position (more), so the "override” is unnecessary. If, on the other hand, the locking element assumes its "locked” position, the coupling element controlled by the anti-theft unit in the position "anti-theft device" of the anti-theft unit ensures that the actuating lever and the Locking element are coupled together. Then, when the operating lever is applied, the locking element is transferred to its "unlocked” position.
  • the mechanical coupling of the anti-theft unit and the coupling element and the associated control ensures that the "override” function also works and comes into play, for example, if a sensor located on the anti-theft unit has failed or is not working properly and consequently its position " Anti-theft device from "not or not reliably reported to a control unit.
  • the invention has deliberately solved, because here the "override” function exporting (first) coupling element is mechanically coupled to the anti-theft device and only provides the connection of the operating lever and locking element, if safe the position "anti-theft from” the anti-theft device is taken.
  • the coupling element is usually designed as engaging over a guide pin in a slot of the anti-theft element thrust lever. That is, the coupling element or the thrust lever moves predominantly in a plane rotationally about the guide pin. This can result in a predominantly linear or arcuate movement.
  • the coupling element may be equipped with a engaging in a recess of the actuating lever coupling pin.
  • This coupling pin ultimately ensures the mechanical coupling of actuating lever and locking element in the "anti-theft off" and “locked” position.
  • the said coupling pin engages in the position "anti-theft device" of the anti-theft device and “locks” the locking element in the previously mentioned recess of the actuating lever and additionally in a further recess of the locking element for mechanical connection of the locking element and the actuating lever.
  • the coupling pin extends on both sides of the coupling element or passes through this.
  • the anti-theft device is usually equipped with a motorized anti-theft device.
  • the coupling element is hingedly connected or articulated.
  • the coupling element in addition to the previously described coupling pin on the additional guide pin which - as I said - engages in the slot of the anti-theft device.
  • Coupling pins and guide pins are each end of the coupling element designed as a push lever respectively pivot lever arranged.
  • the anti-theft element of the anti-theft device is designed as anti-theft Schneckenrad.
  • the anti-theft Schneckenrad engages a drive screw of an anti-theft motor.
  • the anti-theft element and the anti-theft motor taken together constitute essentially the anti-theft device.
  • the theft deterrent may still be equipped with a spring.
  • the first coupling element selectively couples the actuating lever to the locking element or decouples against the said spring, preferably when the coupling element in question is in the engaged position. This interaction with the spring usually occurs when the operating lever undergoes an admission. - Usually, the operating lever is an internal acknowledgment lever, but this is not meant to be limiting.
  • Fig. 1 to 3 the motor vehicle door lock according to the invention in different functional positions, namely Fig. 1 the position “anti-theft device off” and “unlocked”, Fig. 2 the position “anti-theft device off” and “locked” and finally Fig. 3 the functional position "anti-theft device on” and "locked”.
  • a motor vehicle door lock which is equipped with a conventional locking mechanism 1, 2 of rotary latch 1 and pawl 2.
  • the catch 1 and the pawl 2 are each placed in a plane perpendicular to the plane and rotate about respective axes 3, 4.
  • the axis 3 corresponds to the catch 1, while on the axis 4, the pawl 2, a release lever 5 for the pawl 2 and finally a transmission lever 6 are mounted coaxially, which is to be understood, of course, only by way of example. Consequently, not only the catch 1 and the pawl 2, but also the trigger lever 5 and the transmission lever 6 are moved perpendicular to the plane.
  • the motor vehicle door lock includes an actuating lever 7, which is not designed as a restrictive internal actuating lever 7 and by a coil spring 8 against its in Fig. 1 indicated actuation direction is acted upon.
  • the operating lever 7 is usually connected to an inner door handle. As soon as the inner door handle is pulled, the inner operating lever 7 moves in the direction of the arrow Fig. 1 about its associated axis 9 counterclockwise.
  • a locking element 10 is mounted, which forms a locking unit 10, 11 together with a locking motor 11.
  • the locking element 10 is thus motor-driven by the locking motor 11 and pivoted about the axis 9 in a clockwise or counterclockwise direction.
  • the transmission lever 6 moves about its axis 4, such as a comparative consideration of Fig. 1 and 2 makes it clear. Because at the transition from Fig. 1 to Fig. 2 the locking element 10 is transferred by means of the locking motor 11 from the position "unlocked” in the position "locked". In this process, an anti-theft unit 12, 13 has not been acted upon, so that an anti-theft element 12 unchanged its right end position in the sense of "theft protection from" occupies.
  • the anti-theft unit 12, 13 is composed of the anti-theft element 12 and an anti-theft motor 13.
  • the anti-theft element 12 is designed as anti-theft worm wheel 12, in which a drive screw of the anti-theft motor 13 engages to rotate. In fact, the anti-theft element 12 can be rotated clockwise and counterclockwise with respect to an anti-theft motor 13 about an associated axis 14.
  • the coupling element 15 in question selectively couples the actuating lever 7 or the inner actuating lever 7 with the locking element 10 or the locking unit 10, 11 or decouples the actuating lever 7 from the locking element in question 10.
  • the anti-theft unit 12, 13, which is connected to the first coupling element 15, ensures this is mechanically coupled.
  • the locking element 10 located in the "locked” position can be unlocked indirectly or directly in the sense of an "override” function when the internal operating lever 7 is acted upon. This will be explained in more detail below.
  • the first coupling element 15 is formed in the context of the embodiment as engaging in a slot 16 of the anti-theft element 12 engaging lever or pivot lever 15.
  • the coupling element or the push lever or pivot lever 15 is for this purpose equipped with a guide pin 17 which engages in the slot 16 in question.
  • the coupling element or the thrust lever or pivot lever 15 rotatably moves about the said guide pin 17th
  • the guide pin 17 is held in its position on the right stop of the elongated hole 16 by a spring 18.
  • this spring 18 is a coil spring which engages the guide pin 17 and engages under a web of the guide pin 17.
  • the coupling element or the thrust lever 15 is still equipped with a coupling pin 19.
  • the coupling pin 19 passes through the coupling element 15, thus extending on the one hand in comparison to the plane perpendicular to this up and on the other hand down.
  • the coupling pin 19 on the one hand engage in a recess 20 of the actuating lever 7 and on the other hand in a recess 21 of the locking element 10.
  • the first coupling element 15 between the said inner operating lever 7 and the locking element 10 is arranged.
  • the anti-theft element 12 controls on the one hand the first coupling element 15 and on the other hand, the second coupling element 22 or interacts with these two coupling elements 15, 22.
  • the further second coupling element 22 ensures that the actuating lever 7 selectively coupled to the locking mechanism 1, 2 or decoupled.
  • Fig. 1 takes the anti-theft unit 12, 13 their position "anti-theft from” a.
  • the locking unit 10, 11 or the locking element 10 is "unlocked”.
  • the internal operating lever 7 is able to open the locking mechanism 1, 2.
  • the anti-theft element 12 is in its right end position, so that the thrust lever 15 following the anti-theft element 12 with its coupling pin 19 engages in the recess 20 of the inner actuating lever 7. Movements of the inner actuating lever 7 in the counterclockwise direction now cause the guide pin 17 deflects the adjacent leg of the spring 18, wherein the guide pin 17 moves in this process within the elongated hole 16 of the anti-theft element 12.
  • the second coupling element 22 with its actuating arm 22a is able to engage the trigger lever 5 and pivot it about its axis 4. Since the release lever 5 engages with a pin 5a in turn on the pawl 2, the pawl 2 is also pivoted in this process about the axis 4 and releases the catch 1, which opens spring assisted. Similarly, an unillustrated external operating lever on the transmission lever 6 act on the locking mechanism 1, 2, because the locking member 10 is in its "unlocked" position.
  • the transmission lever 6 follows this movement, as can be seen in the transition from the Fig. 1 to Fig. 2 recognizes.
  • the external operating lever not shown, is no longer able to open the locking mechanism 1, 2.
  • the second coupling element 22 engages with its actuating arm 22a unchanged on the release lever 5, so that an application of the internal operating lever 7 still corresponds to the fact that the locking mechanism 1, 2 can be opened.
  • the anti-theft element 12 takes the first coupling element 15 in this movement and ensures that the coupling pin 19 is brought out of engagement with the recess 20 of the inner actuating lever 7 and also the recess 21 of the locking element 10.
  • an actuation of the inner actuating lever 7 in comparison to the locking element 10 and also in comparison to the locking mechanism 1, 2 is empty. Since the locking element 10 is in the "locked” position, also the external operating lever, not shown, is not able to open the locking mechanism 1, 2. This is the normal functionality in this position "anti-theft device on” and "locked”.

Claims (9)

  1. Fermeture de porte de véhicule à moteur avec un dispositif de blocage (1, 2), avec au moins un levier d'actionnement (7), un élément de verrouillage (10) et avec une unité anti-vol (12, 13), le levier d'actionnement (7) étant prévu pour déverrouiller l'élément de verrouillage (10) se trouvant en position « verrouillé » lorsqu'il est sollicité, un élément de couplage (15) commandé par une unité anti-vol (12, 13) étant prévu qui, sélectivement, accouple le levier d'actionnement (7) à l'élément de verrouillage (10) ou le découple de celui-ci et un élément anti-vol (12) de l'unité anti-vol (12, 13) interagissant de plus avec un deuxième autre élément de couplage (22) qui, sélectivement, accouple le levier d'actionnement (7) au dispositif de blocage (1, 2) ou le découple de celui-ci.
  2. Fermeture de porte de véhicule à moteur selon la revendication 1 caractérisée en ce que le levier d'actionnement (7) et l'élément de verrouillage (10) sont accouplés entre eux en position « anti-vol désactivé » de l'unité anti-vol (12, 13) et découplés l'un de l'autre en position « anti-vol activé » de l'unité anti-vol (12, 13).
  3. Fermeture de porte de véhicule à moteur selon la revendication 1 ou 2 caractérisée en ce que l'élément de couplage (15) est formé, de préférence, en tant que levier de basculement (15) s'engrenant dans un trou longitudinal (16) d'un élément anti-vol (12) via un pion de guidage (17).
  4. Fermeture de porte de véhicule à moteur selon l'une des revendications 1 à 3 caractérisée en ce que l'élément de couplage (15) présente un pion de couplage (19) s'engrenant dans une cavité (20) du levier d'actionnement (7).
  5. Fermeture de porte de véhicule à moteur selon la revendication 1 caractérisée en ce que le pion de couplage (19) s'engrène dans la cavité (20) du levier d'actionnement (7) en position « anti-vol désactivé » de l'unité anti-vol (12, 13) et « déverrouillé » de l'élément de verrouillage (10) et en plus dans une cavité (21) de l'élément de verrouillage (10) pour relier mécaniquement l'élément de verrouillage (10) et le levier d'actionnement (7).
  6. Fermeture de porte de véhicule à moteur selon l'une des revendications 1 à 5 caractérisée en ce que l'unité anti-vol (12, 13) présente un élément anti-vol (12) déplaçable par moteur avec lequel l'élément de couplage (15) interagit.
  7. Fermeture de porte de véhicule à moteur selon l'une des revendications 1 à 6 caractérisée en ce que l'élément anti-vol (12) est formé en tant que roue à vis anti-vol (12) dans laquelle une vis d'entraînement d'un moteur d'antivol (13) s'engrène.
  8. Fermeture de porte de véhicule à moteur selon l'une des revendications 1 à 7 caractérisée en ce que l'élément anti-vol (12) présente un ressort (18) qui sollicite le premier élément de couplage (15) en direction de la position couplée.
  9. Fermeture de porte de véhicule à moteur selon l'une des revendications 1 à 8 caractérisée en ce que le levier d'actionnement (7) est formé en tant que levier d'actionnement intérieur (7).
EP08002336.9A 2007-02-10 2008-02-08 Serrure de porte de véhicule automobile Active EP1956168B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200720001974 DE202007001974U1 (de) 2007-02-10 2007-02-10 Kraftfahrzeugtürverschluss

Publications (3)

Publication Number Publication Date
EP1956168A2 EP1956168A2 (fr) 2008-08-13
EP1956168A3 EP1956168A3 (fr) 2012-07-18
EP1956168B1 true EP1956168B1 (fr) 2015-06-24

Family

ID=38109291

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08002336.9A Active EP1956168B1 (fr) 2007-02-10 2008-02-08 Serrure de porte de véhicule automobile

Country Status (2)

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EP (1) EP1956168B1 (fr)
DE (1) DE202007001974U1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010035083B4 (de) 2010-08-21 2023-03-02 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
DE102011018512A1 (de) 2011-04-23 2012-10-25 Kiekert Ag Kraftfahrzeugtürverschluss
DE102012017286A1 (de) 2012-08-31 2014-03-06 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss und Verfahren zum wahlweisen Betrieb eines solchen Kraftfahrzeugtürverschlusses mit oder ohne Sicherungsvorrichtung
CN108729772B (zh) * 2017-04-21 2019-11-29 开开特股份公司 机动车门锁
DE102020128873A1 (de) 2020-11-03 2022-05-05 Kiekert Aktiengesellschaft Gehäuse für kraftfahrzeugtechnische Anwendungen

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29511451U1 (de) * 1995-01-10 1995-09-07 Bocklenberg & Motte Bomoro Kraftfahrzeug-Türschloß mit rotorischer Zentralverriegelung
GB2307507B (en) * 1995-11-24 1999-09-01 Rockwell Lvs Vehicle door lock actuator
JP4374674B2 (ja) * 1999-09-30 2009-12-02 アイシン精機株式会社 車両用ドアロック装置
FR2840942B1 (fr) * 2002-06-13 2004-10-01 Valeo Securite Habitacle Serrure pour ouvrant de vehicule automobile comportant des moyens de decondamnation interieure et exterieure
DE10320439A1 (de) 2003-05-08 2004-11-25 Kiekert Ag Kraftfahrzeugtürverschluss
DE102004014550A1 (de) * 2004-03-23 2005-10-13 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeugschloß

Also Published As

Publication number Publication date
EP1956168A2 (fr) 2008-08-13
DE202007001974U1 (de) 2007-05-24
EP1956168A3 (fr) 2012-07-18

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