EP2420642B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP2420642B1
EP2420642B1 EP11006522.4A EP11006522A EP2420642B1 EP 2420642 B1 EP2420642 B1 EP 2420642B1 EP 11006522 A EP11006522 A EP 11006522A EP 2420642 B1 EP2420642 B1 EP 2420642B1
Authority
EP
European Patent Office
Prior art keywords
control shaft
screw
contour
actuating element
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
EP11006522.4A
Other languages
German (de)
English (en)
Other versions
EP2420642A3 (fr
EP2420642A2 (fr
Inventor
Ihsan Alisan
Axel Bettin
Roman Joschko
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 EP2420642A2 publication Critical patent/EP2420642A2/fr
Publication of EP2420642A3 publication Critical patent/EP2420642A3/fr
Application granted granted Critical
Publication of EP2420642B1 publication Critical patent/EP2420642B1/fr
Active 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
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • 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
    • E05B77/26—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 specially adapted for child safety
    • 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
    • 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
    • E05B77/30—Functions related to actuation of locks from the passenger compartment of the vehicle allowing opening by means of an inner door handle, even if the door is locked
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/90—Manual override in case of power failure
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0496—Springs actuated by cams or the like
    • 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 lock according to the preamble of claim 1.
  • the motor vehicle lock in question finds application in all types of closure elements of a motor vehicle. These include all side doors, rear doors, tailgates, trunk lids or hoods. In principle, these closure elements can also be designed in the manner of sliding doors.
  • the known motor vehicle lock ( WO 2009/040074 A1 ), from which the invention proceeds, is equipped with the usual closing elements latch and pawl and with a lock mechanism.
  • the lock mechanism can be brought into the different functional states “unlocked”, “locked”, “secured against theft” and “child-proof” and has for this purpose a functional element which can be adjusted to corresponding functional positions.
  • the associated motor vehicle door can be opened by actuating the inside door handle and the outside door handle.
  • the functional state “locked” can not be opened from the outside, but from the inside.
  • the "Anti-theft” function state it can not be opened either from the outside or from the inside.
  • child-proof can be opened from the outside, but not from the inside.
  • the lock mechanism is equipped with a clutch assembly.
  • the functional element itself forms the coupling element of the coupling arrangement. It is designed in the manner of a resiliently bendable wire or strip and is bent as a bending functional element resiliently in different functional positions.
  • the known motor vehicle lock is equipped with an actuating element arrangement.
  • the actuating element arrangement has a drive motor with a motor shaft and a drive shaft connected downstream of the control shaft with an axial control section for discharging control movements.
  • the control shaft is designed in the control section in the manner of a camshaft.
  • the bending functional element is supported on the control section and can be bent by the control shaft in different functional positions.
  • the equipment of the lock mechanism of the known motor vehicle lock with a bending functional element leads to an extremely compact design of the motor vehicle lock as a whole.
  • the equipment of the control element arrangement with a control shaft for adjusting the bending functional element has proven itself in many ways.
  • a challenge in the structural design of the known motor vehicle lock is the requirement of manual adjustment of various functional states.
  • a typical requirement is that the motor vehicle lock can be unlocked or locked manually, in particular by means of a mechanical key.
  • this is realized in connection with the realization of a so-called “override” function, which ensures that the operation of a door inside handle always accompanied by unlocking the motor vehicle lock, unless the functional state "child-proof” is set.
  • the control shaft of the known motor vehicle lock is equipped with an actuating portion with a screw contour, which cooperates with a pivotable about a pivot axis actuator. With such an arrangement, an adjustment of the control shaft can be implemented only in a very limited pivoting range.
  • the invention is based on the problem to design the known motor vehicle lock such and further, that a comprehensive manual adjustment of the control shaft is realized by simple means.
  • the actuating element provided for the manual adjustment of the control shaft longitudinally guided in the direction of the geometric axis of the control shaft. This makes it theoretically possible, any pivot areas of the control shaft by a longitudinal displacement of the actuatorrichfahren.
  • the actuating element cooperates with the actuating portion of the control shaft in such a way that a longitudinal movement of the actuating element in a pivotal or rotary movement of the control shaft is translatable about its geometric axis.
  • actuator and control shaft side screw contour is referred to herein in the sense of a simple representation as a "worm gear", even if this is not a worm gear in the strict sense.
  • screw contour is to be understood in the present case. It comprises all contours that lead to a rotation or pivoting of the control shaft in cooperation with a longitudinally guided actuator. In a particularly preferred embodiment, however, the worm contour is a worm contour in the narrower sense.
  • Claim 2 relates in a preferred embodiment, an arrangement in which the control portion of the control shaft, a functional element is supported, which is configured according to claim 3 in a further preferred embodiment as a bending functional element.
  • a functional element is supported, which is configured according to claim 3 in a further preferred embodiment as a bending functional element.
  • the transmission ratio of the resulting worm gear can be precisely controlled with the longitudinally guided actuator which cooperates with the worm contour of the control shaft, this application is particularly well suited for the proposed solution.
  • the reason for this is that due to the mostly non-linear spring characteristic of the bending functional element, a gear ratio tailored to this purpose in the manual drive train for the control shaft is to be preferred. Otherwise, there would be a loss of comfort during manual operation.
  • a particularly flat construction arrangement can be achieved in the preferred embodiment according to claim 6, characterized in that the at least one screw contour of the actuating element provides less than a full screw winding. It is apart from the fact that the worm contour of the actuating element engages around the control shaft, which would be associated with an increased space requirement over the entire circumference of the control shaft. Preferably, the worm contour of the control shaft provides less than a full auger turn. This makes it possible to run a wall of the housing of the motor vehicle lock in close proximity to the Kemwills constitutional the control shaft (claim 7). "Kemexcellentsthesis" means the area from which the helical contour rises in the radial direction.
  • the latter preferred embodiment means, in particular, that the extent of the screw contour of the control shaft is limited in the circumferential direction and depends on the desired pivotal movement of the control shaft. With such a reduced screw contour of the control shaft alone, the desired pivoting range can not regularly implement.
  • the screw contour of the actuating element is at least for a part of the respective pivotal movement of the control shaft causal. The two screw contours of the control shaft and the actuating element complement each other so that the desired pivoting of the control shaft can be realized.
  • the force transmission of the worm gear changes in the course of manual operation.
  • control shaft is equipped with two axially spaced screw contours, wherein the actuating element can be brought into an initial position between the two screw contours of the control shaft. In this initial position, the control shaft is freely pivotable from the actuating element, which is particularly advantageous for the motorized adjustment of the control shaft.
  • the motor vehicle lock shown in the drawing is equipped with an actuator assembly 1, the drive motor 2 with in Fig. 1 Has only indicated motor shaft 3 and a drive motor 2 downstream of the actuator 4. Between the drive motor 2 and the actuator 4 and any gear arrangements can be switched.
  • the adjusting element 4 is a pivotable adjusting element 4 with a predetermined pivoting range. It is also conceivable that the adjusting element 4 is rotatable.
  • the adjusting element 4 is designed as a control shaft with at least one axial control section 5 for discharging control movements.
  • the routing of the control movements is based on a pivoting movement of the control shaft 4 back.
  • the control shaft 4 is also equipped with an actuating portion 6 with at least one screw contour 7, 8.
  • an actuating portion 6 with at least one screw contour 7, 8.
  • the operating portion 6 of the control shaft 4 is used for manual operation of the control shaft 4. This is especially in an emergency, for example when the power supply fails, required.
  • an actuating element 9 is correspondingly provided, which cooperates with the screw contour 7, 8.
  • the actuating element 9 is longitudinally guided in the direction of the geometric axis 4a of the control shaft 4 and cooperates with the actuating portion 6 such that a longitudinal movement of the actuating element 9, in Fig. 1 to the left or to the right, in a pivoting movement of the control shaft 4 about its geometric axis 4a is translatable.
  • this movement of the control shaft 4 may also be a rotary movement.
  • the proposed actuator assembly 1 can be used in many ways.
  • the actuator assembly 1 is part of a lock mechanism 10 of the motor vehicle lock, which can be brought into different functional states such as “locked” and “unlocked”.
  • Other conceivable functional states are “theft-proof” and “child-proof”. These functional states have been explained in the general part of the description.
  • the lock mechanism 9 at least one adjustable functional element 11, in which case and preferably the control shaft 4 is in driving engagement with the functional element 11 or can be brought.
  • the control shaft 4 is part of the functional element 11.
  • the functional element 11 is supported on a control section 5 of the control shaft 4.
  • the functional element 11 can be any type of lever, a deflectable coupling rod or the like. In the illustrated preferred embodiment, however, the functional element 11 is a resiliently bendable wire or strip, which can be bent correspondingly as a bending functional element in different functional positions.
  • the proposed bending functional element 11 is shown in a very schematic representation in the drawing. It goes for example Fig. 2b ) shows that the bending-functional element 11 is supported on a control section 5 of the control shaft 4 as indicated above. A synopsis of Fig. 1 and 5 and FIGS. 2 and 3 show that the control shaft 4 acts on the bending functional element 11 via its control section 5 in the manner of a camshaft.
  • the bending functional element 11 can be replaced as indicated above by a deflectable, in particular rigid coupling rod.
  • the actuator assembly 1 comes in the illustrated embodiment, therefore, the task to adjust the bending functional element 11 depending on the desired functional state of the lock mechanism 10, so bend elastically. Possible constructive variants of the setting of functional states may be applied to the international application WO 2009/040074 A1 referenced by the applicant.
  • Fig. 1 shows the usual closing elements lock latch 12 and pawl 13.
  • the lock latch 12 cooperates in the illustrated closed position with a body-mounted in the usual manner locking pin 14.
  • the pawl 13 is in the closed position in holding engagement with the latch 12, so that the latch 12 in Fig. 1 can not turn to the right.
  • release lever 15 is provided, which may be an internal operating lever or an external operating lever (the release lever 15 is indicated only schematically in the drawing and not shown in the perspective views).
  • the release lever 15 is coupled in accordance with a door inside handle or an outside door handle.
  • a pivoting of the release lever 15 in Fig. 1 drives a nose 16 of the trigger lever 15 in engagement with the bending functional element 11 comes, this movement via a cam 17 of the pawl 13 to the pawl 13 passes.
  • the pawl 13 is lifted and the latch 12 is free to pivot in its open position.
  • This operation corresponds to an actuation of the release lever 15 in the functional state "unlocked” befindliches lock mechanism 10.
  • the functional state "unlocked” is also in Fig. 5 shown, with the representation of latch 12 and pawl 13 has been omitted in the sense of a clear presentation.
  • Fig. 2 and 3 show the functional state "locked" in which the bending-functional element 11 is outside the range of movement of the trigger lever 15, so that a pivoting of the trigger lever 15 has no effect on the pawl 13.
  • the actuated position of the trigger lever 15 is shown in dashed line.
  • Fig. 4 shows the functional state "theft-proof", which differs from the functional state "locked” only by a slightly further pivoted control shaft 4.
  • the functional state "theft-proofed” is first of all essential that the motor vehicle lock is equipped with a so-called “override” function. This means that in the functional state “locked” an actuation of the inside door handle leads to an unlocking of the motor vehicle lock.
  • the control shaft 4 is equipped with an override contour 18, which is also formed helical.
  • the functional state "locked” can come not shown, essentially along the control shaft 4 moving inside operating lever in engagement with the override contour 18 that the control shaft 4, the functional position "unlocked” ( Fig. 1, 5 ) reached. Subsequently, the internal operating lever comes with the bending-functional element 11, the pawl 13 lifting, in engagement.
  • a locking lever 19 is provided, which is mounted pivotably about a pivot axis 19a on the motor vehicle lock and which is coupled via a slot coupling 20 with the actuating element 9.
  • a pivoting of the locking lever 19 causes an adjustment of the actuating element 9 in the longitudinal direction.
  • the locking lever 19 has a slot which extends in Fig. 1 extends in the vertical direction. The actuator 9 passes through this slot, as in Fig. 1 can also be seen.
  • the carrier 21 is open to the control shaft 4 and is designed in the manner of a carriage.
  • the carrier 21 runs in an in Fig. 1 merely indicated longitudinal guide 22, which is preferably provided by a corresponding configuration of the housing of the motor vehicle lock.
  • the locking lever 19 has an actuating connection 23 for a power transmission means such as a Bowden cable or a linkage, wherein the slot coupling 20 is located at a position of the locking lever 19 between the pivot axis 19a of the locking lever 19 and the actuating port 23.
  • a power transmission means such as a Bowden cable or a linkage
  • the actuating element 9 has at least one screw contour 24, 25, which slides on a manual operation on the corresponding screw contour 7, 8 of the control shaft 4.
  • the screw contour 24, 25 of the actuating element 9 engage with the helical contour 7, 8 of the control shaft 4 during the entire adjustment.
  • the screw contour 7 of the control shaft 4 here and preferably provides less than a full screw winding, more preferably less than half a screw winding, in particular about a quarter screw winding.
  • a reduced screw winding 7, 8 of the control shaft 4 it is namely possible that along the control shaft 4, here and preferably in the immediate vicinity of the control shaft 4, a wall 26 of the housing of the motor vehicle lock extends ( Fig. 6 ).
  • Fig. 6 further shows that the control shaft 4 has a core peripheral surface 27, from which the screw contour 7, 8 rises in the radial direction, wherein the housing wall 26 of the motor vehicle lock in close proximity to the Kemwills salt 27 extends.
  • the distance 28 of the housing wall 26 of the motor vehicle lock to the Kemwills character 27 is less than the radial elevation of the screw contour 7, 8 of the control shaft 4 is interesting.
  • the housing wall 26 does not necessarily have to be an outer housing wall 26 of the motor vehicle lock. It is also conceivable that this is an intermediate wall or the like.
  • control shaft 4 can thus be positioned particularly close to a housing wall 26 of the motor vehicle lock by means of a correspondingly reduced screw contour 7, 8.
  • the worm contour 24, 25 of the actuating element 9 is generally arranged, viewed from the housing wall 26, on the opposite side of the control shaft 4.
  • the worm contour 24, 25 of the actuating element 9 has a leading contour section 24a, 25a and a trailing contour section 24b, 25b, wherein in a manual operation first the leading contour section 24a, 25a and then the trailing contour section 24b, 25b into engagement with the corresponding worm contour 7, 8 of the control shaft 4 comes.
  • Fig. 2a shows that the leading contour section 24a even passes the corresponding helical contour 7 of the control shaft 4 during actuation.
  • the leading screw contour 24a, 25a of the actuating element 9 engages under the corresponding screw contour 7, 8 of the control shaft 4 at least slightly, without adjusting the control shaft 4.
  • grip is meant here a certain overlap of the two associated screw contours 7, 8, 24, 25, which in Fig. 6a ) is clearly visible.
  • the representation in Fig. 6 shows that the possible extension of the screw contour 7, 8 of the control shaft 4 is limited in the circumferential direction by the desired pivotal movement of the control shaft 4.
  • the control shaft 4 is pivotable by means of the actuating element 9 over a maximum pivoting range, which is about 180 °.
  • the screw contour 7, 8 of the control shaft 4 extends over an angular range, which is here and preferably less than about 50% of the maximum pivoting range of the control shaft 4.
  • the screw contour of the control shaft 4, as indicated above extends over less than about 30% of the maximum pivoting range.
  • the worm contour 24, 25 of the actuating element 9 extends over an angular range which is at least the difference between the angular ranges the screw contours 7, 8, 24, 25 of the control shaft 4 and actuator 9 corresponds. This ensures that the respective associated screw contours 7, 8, 24, 25 are always engaged with each other during a manual operation.
  • the bending-functional element 11 deflected by a manual operation of the locking lever 19, so it can be stretched. Depending on the spring characteristic, this results in a necessary course of the actuating force.
  • the pitch of the screw contour 7, 8 of the control shaft 4 and / or the pitch of the screw contour 24, 25 of the actuating element 9 change or change over their course in such a way that the force transmission changes accordingly in the course of a manual operation.
  • the force transmission decreases in the course of a manual operation. This makes it possible to achieve that the actuation force to be applied by the user is initially relatively low.
  • the control shaft 4 has two axially spaced screw contours 7, 8, wherein for the manual operation in one or the other pivoting direction, the actuating element 9 adjustable in one or the other longitudinal direction and thereby with one or the other screw contour 7, 8 is engageable.
  • the actuating element 9 has two preferably axially offset screw contours 24, 25, which are each associated with a screw contour 7, 8 of the control shaft 4. It should be noted that all the above comments on the interaction between the screw contours 7, 8, 24, 25 are applicable to the arrangement with "double" screw contours.
  • the equipment of the control shaft 4 with two axially offset screw contours 7, 8 allows in a simple manner that the control shaft 4 can be adjusted by means of the locking lever 19 in both pivot directions. If, for example, the locking lever 19, starting from the in Fig. 1 shown position actuated to the left, the control shaft 4 is moved to the functional position "locked", resulting in a transition to the in Fig. 2 shown state corresponds. Subsequently, the locking lever 19 is returned to its original position, which in Fig. 3 is shown. Accordingly, the actuating element 9 is in its initial position between the two screw contours 7, 8, the control shaft 4, in which the control shaft 4 is freely pivoted by the actuating element 9. Preferably, the actuating element 9 is in the starting position even with a certain clearance free of the two screw contours 7, 8 of the control shaft 4th
  • function position "locked” can be the control shaft 4 by an operation of the locking lever 19 to the right in the operating position "unlocked” adjust what in Fig. 5 is shown.
  • the locking lever 19 is returned together with the actuating element 9 back to the starting position.
  • FIG. 4 interesting is the in Fig. 4 illustrated situation in which the control shaft 4 is in the functional position "theft-proof". This functional position is taken up by the motor regularly and is seen from the starting position beyond the functional position "locked”. Because of in a wide Pivoting range manually pivotable control shaft 4, it is possible, the control shaft 4 by an actuation of the locking lever 19 in Fig. 4 to the right into the functional position "Unlocked” to convert what is in Fig. 5 is shown.
  • Fig. 5 shows the functional positions "unlocked”, “locked” and “theft-proof” at a glance, namely by the dashed lines “UL”, “CL” and “DL".
  • the dashed lines show the pivotal position of the screw contour 7 in the respective functional position.
  • the worm engagement between the actuating element 9 and the actuating portion 6 of the control shaft 4 "open on one side" is configured. This means that from any operating position, the actuating element 9 is adjustable in the manner of a freewheel without affecting the control shaft 4 in the direction of the starting position. This may be advantageous in view of the manual operation of the motor vehicle lock by means of lock cylinder.

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  • Health & Medical Sciences (AREA)
  • Child & Adolescent Psychology (AREA)
  • Lock And Its Accessories (AREA)
  • Gear Transmission (AREA)

Claims (13)

  1. Serrure de véhicule automobile comprenant un agencement d'actionneur, l'agencement d'actionneur (1) étant muni d'un moteur d'entraînement (2) et d'un actionneur (4) pivotant ou rotatif monté en aval du moteur d'entraînement (2), l'actionneur (4) étant réalisé sous forme d'arbre de commande avec au moins une portion de commande axiale (5) pour diriger vers l'extérieur des mouvements de commande, l'arbre de commande (4) présentant une portion d'actionnement (6) avec au moins un contour hélicoïdal (7, 8), un élément d'actionnement (9) étant prévu pour un actionnement manuel de l'arbre de commande (4), lequel coopère avec le contour hélicoïdal (7, 8),
    caractérisée en ce que
    l'élément d'actionnement (9) est guidé longitudinalement dans la direction de l'axe géométrique (4a) de l'arbre de commande (4) et coopère avec la portion d'actionnement (6) de telle sorte qu'un mouvement longitudinal de l'élément d'actionnement (9) puisse être converti en un mouvement de pivotement ou de rotation de l'arbre de commande (4) autour de son axe géométrique (4a).
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que la serrure de véhicule automobile présente un mécanisme de serrure (10) qui peut être amené dans différents états de fonctionnement, tels que "verrouillé", "déverrouillé", "protection antivol" et "sécurité enfant", au moins un élément fonctionnel réglable (11) étant prévu pour l'ajustement des divers états de fonctionnement, l'arbre de commande (4) étant ou pouvant être amené en prise technique d'entraînement avec l'élément fonctionnel (11) ou faisant partie de l'élément fonctionnel (11), de préférence en ce que l'élément fonctionnel (11) s'appuie sur une portion de commande (5) de l'arbre de commande (4).
  3. Serrure de véhicule automobile selon la revendication 2, caractérisée en ce que l'élément fonctionnel (11) est configuré sous forme de fil ou de bande et peut être dévié dans différentes positions fonctionnelles, de préférence en ce que l'élément fonctionnel (11) est réalisé sous forme de fil ou de bande flexible élastiquement et peut être ainsi fléchi en tant qu'élément fonctionnel flexible dans différentes positions fonctionnelles.
  4. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un levier de verrouillage (19) est prévu, lequel est supporté sur la serrure de véhicule automobile de manière à pouvoir pivoter autour d'un axe de pivotement (19a) et est accouplé par le biais d'un accouplement à trou oblong (20) à l'élément d'actionnement (9), de telle sorte qu'un pivotement du levier de verrouillage (19) provoque un déplacement de l'élément d'actionnement (9) dans la direction longitudinale, de préférence en ce que le levier de verrouillage (19) présente un raccord d'actionnement (23) pour un moyen de transfert de force et en ce que l'accouplement à trou oblong (20) est disposé à un endroit du levier de verrouillage (19) entre l'axe de pivotement (19a) du levier de verrouillage (19) et le raccord d'actionnement (23).
  5. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément d'actionnement (9) présente au moins un contour hélicoïdal (24, 25) qui est orienté essentiellement concentriquement au contour hélicoïdal correspondant (7, 8) de l'arbre de commande (4) et qui glisse le long du contour hélicoïdal correspondant (7, 8) de l'arbre de commande (4) lors d'un actionnement manuel, de préférence en ce que le contour hélicoïdal (24, 25) de l'élément d'actionnement (9) et le contour hélicoïdal correspondant (7, 8) de l'arbre de commande (4) sont en prise l'un avec l'autre au cours de la totalité du déplacement.
  6. Serrure de véhicule automobile selon la revendication 5, caractérisée en ce que le contour hélicoïdal (24, 25) de l'élément d'actionnement (9) fournit moins d'un enroulement hélicoïdal complet, de préférence moins de trois quarts d'un enroulement hélicoïdal, plus préférablement approximativement un demi-enroulement hélicoïdal, et/ou en ce que le contour hélicoïdal (7, 8) de l'arbre de commande (4) fournit moins d'un enroulement hélicoïdal complet, de préférence moins d'un demi-enroulement hélicoïdal, plus préférablement approximativement un quart d'enroulement hélicoïdal.
  7. Serrure de véhicule automobile selon la revendication 6, caractérisée en ce qu'une paroi de boîtier (26) de la serrure de véhicule automobile s'étend le long de l'arbre de commande (4), de préférence à proximité immédiate de l'arbre de commande (4), de préférence en ce que l'arbre de commande (4) présente une surface périphérique de noyau (27) depuis laquelle le contour hélicoïdal (7, 8) s'élève en direction radiale et en ce que la paroi de boîtier (26) s'étend à proximité immédiate de la surface périphérique de noyau (27), plus préférablement, en ce que la distance (28) de la paroi de boîtier (26) à la surface périphérique de noyau (27) est inférieure à l'élévation radiale (29) du contour hélicoïdal (7, 8).
  8. Serrure de véhicule automobile selon l'une quelconque des revendications 5 à 7, caractérisée en ce que le contour hélicoïdal (24, 25) de l'élément d'actionnement (9) présente une portion de contour avant (24a, 25a) et une portion de contour arrière (24b, 25b) et en ce que, dans le cas d'un actionnement manuel, d'abord la portion de contour avant (24a, 25a), puis la portion de contour arrière (24b, 25b), vient en prise avec le contour hélicoïdal correspondant (7, 8) de l'arbre de commande (4), de préférence en ce que la portion de contour avant (24a, 25a) passe par le contour hélicoïdal (7, 8) de l'arbre de commande (4) pendant l'actionnement manuel, et/ou en ce que le contour hélicoïdal avant (24a, 25a) de l'élément d'actionnement (9) vient en prise au moins légèrement par le dessous avec le contour hélicoïdal (7, 8) de l'arbre de commande (4) au début de l'actionnement, sans faire pivoter l'arbre de commande (4).
  9. Serrure de véhicule automobile selon l'une quelconque des revendications 5 à 8, caractérisée en ce que l'arbre de commande (4) peut pivoter sur une plage de pivotement maximale au moyen de l'élément d'actionnement (9), en ce que le contour hélicoïdal (7, 8) de l'arbre de commande (4) s'étend sur une plage angulaire qui vaut de préférence moins de 50 % de la plage de pivotement maximale de l'arbre de commande (4) et en ce que le contour hélicoïdal (24, 25) de l'élément d'actionnement (9) s'étend sur une plage angulaire qui correspond au moins à la différence entre les plages angulaires des contours hélicoïdaux correspondants (7, 8, 24, 25) de l'arbre de commande (4) et de l'élément d'actionnement (9), de préférence en ce que le contour hélicoïdal (24, 25) de l'élément d'actionnement (9) s'étend sur une plage angulaire qui correspond au moins à la plage de pivotement maximale de l'arbre de commande (4).
  10. Serrure de véhicule automobile selon l'une quelconque des revendications 5 à 9, caractérisée en ce que le pas du contour hélicoïdal (7, 8) de l'arbre de commande (4) et/ou le pas du contour hélicoïdal (24, 25) de l'élément d'actionnement (9) varie(nt) sur leur étendue respective de telle sorte que le transfert de force au cours d'un actionnement manuel varie de manière correspondante, de préférence de telle sorte que le transfert de force diminue au cours d'un actionnement manuel.
  11. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'arbre de commande (4) présente deux contours hélicoïdaux espacés axialement (7, 8) et en ce que l'élément d'actionnement (9), pour l'actionnement manuel dans un sens de pivotement ou dans l'autre, peut être déplacé dans l'une ou l'autre des directions longitudinales et peut en l'occurrence être amené en prise avec l'un ou l'autre des contours hélicoïdaux (7, 8), de préférence en ce que l'élément d'actionnement présente deux contours hélicoïdaux de préférence décalés axialement (24, 25) qui sont associés à un contour hélicoïdal (7, 8) respectif de l'arbre de commande (4).
  12. Serrure de véhicule automobile selon la revendication 11, caractérisée en ce que l'élément d'actionnement (9) peut être amené dans une position initiale entre les deux contours hélicoïdaux (24, 25) de l'arbre de commande (4), dans laquelle l'arbre de commande (4) peut pivoter de manière dégagée de l'élément d'actionnement (9), de préférence en ce que l'élément d'actionnement (9), dans la position initiale, est dégagé des deux contours hélicoïdaux (7, 8) de l'arbre de commande (4) avec un certain jeu.
  13. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément d'actionnement (9) peut être déplacé dans la direction de la position initiale depuis une position d'actionnement quelconque à la manière d'une course libre sans rétroaction sur l'arbre de commande (4).
EP11006522.4A 2010-08-18 2011-08-09 Serrure de véhicule automobile Active EP2420642B1 (fr)

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DE202010011539U DE202010011539U1 (de) 2010-08-18 2010-08-18 Kraftfahrzeugschloss

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Publication number Priority date Publication date Assignee Title
DE202010011539U1 (de) * 2010-08-18 2011-12-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
CN102995977B (zh) * 2012-10-18 2015-02-04 孙新利 电动锁具的驱动装置
DE202013004026U1 (de) * 2013-04-30 2014-08-01 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102013217265A1 (de) * 2013-08-29 2015-03-19 Kiekert Ag Elektrisches Kraftfahrzeugschloss mit Federspeicher
DE202015100809U1 (de) 2015-02-19 2016-05-27 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
PL3269909T3 (pl) * 2015-03-10 2020-09-21 Gecom Corporation Urządzenie do ryglowania drzwi
CN104912408B (zh) * 2015-05-27 2017-07-28 北京汽车股份有限公司 一种锁止连杆总成、车门锁及汽车
CN105401801B (zh) * 2015-12-25 2017-12-08 张晓明 二档一体钩子锁及其锁紧方法
DE102017106707A1 (de) * 2017-03-29 2018-10-04 Kiekert Ag Kraftfahrzeugtürverschluss
EP3613928B1 (fr) * 2018-08-17 2021-06-09 Inteva Products, LLC Ressort de libération intérieur pour portière de véhicule

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DE3902776A1 (de) * 1988-08-13 1990-02-15 Kiekert Gmbh Co Kg Kraftfahrzeugtuerverschluss mit zentralverriegelungsantrieb und diebstahlsicherung
DE9116447U1 (de) * 1991-03-16 1992-10-08 Kiekert GmbH & Co KG, 5628 Heiligenhaus Elektromotorischer Antrieb für eine Zentralverriegelungsvorrichtung an einem Kraftfahrzeug
DE19505779A1 (de) * 1995-02-20 1996-08-29 Bocklenberg & Motte Bomoro Kraftfahrzeug-Klappenschloß, insbesondere Heckklappenschloß
CN2230337Y (zh) * 1995-05-17 1996-07-03 张家港星港电子有限公司 一种汽车锁具的联锁装置
JP3430747B2 (ja) * 1995-11-16 2003-07-28 日産自動車株式会社 車両用防盗装置
DE19841670C2 (de) * 1998-09-11 2001-01-11 Mannesmann Vdo Ag Schließeinrichtung
JP4905716B2 (ja) * 2007-09-19 2012-03-28 三井金属アクト株式会社 自動車用ドアラッチ装置
DE102008018500A1 (de) 2007-09-21 2009-04-02 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
CN201152090Y (zh) * 2007-12-25 2008-11-19 曹茂盛 一种汽车前门中控锁体装置
DE102008055516A1 (de) * 2008-12-12 2010-06-17 Witte-Velbert Gmbh & Co. Kg Modulartig aufgebaute Zentralverriegelungseinheit für ein Kfz
DE202010011539U1 (de) * 2010-08-18 2011-12-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss

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Publication number Publication date
EP2420642A3 (fr) 2014-08-06
DE202010011539U1 (de) 2011-12-13
CN202401850U (zh) 2012-08-29
EP2420642A2 (fr) 2012-02-22
CN102373844A (zh) 2012-03-14
CN102373844B (zh) 2016-02-10

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