EP2545235A1 - Fermeture de porte de véhicule automobile - Google Patents

Fermeture de porte de véhicule automobile

Info

Publication number
EP2545235A1
EP2545235A1 EP11708682A EP11708682A EP2545235A1 EP 2545235 A1 EP2545235 A1 EP 2545235A1 EP 11708682 A EP11708682 A EP 11708682A EP 11708682 A EP11708682 A EP 11708682A EP 2545235 A1 EP2545235 A1 EP 2545235A1
Authority
EP
European Patent Office
Prior art keywords
lever
locking
vehicle door
motor vehicle
door lock
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.)
Ceased
Application number
EP11708682A
Other languages
German (de)
English (en)
Inventor
Stephan Mittelbach
Rolf Siemensmeyer
Dirk Eichel
Michael Strathmann
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 EP2545235A1 publication Critical patent/EP2545235A1/fr
Ceased legal-status Critical Current

Links

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
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1075—Operating means
    • Y10T292/1078—Closure

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism, further with a working on the ratchet operating lever mechanism, and with a locking lever, which sets the operating lever mechanism at occurring acceleration forces of predetermined size, for example in an accident, ineffective.
  • the actuating lever mechanism may be one or more levers. Usually, at least one inner operating lever and one outer operating lever belong to this operating lever mechanism.
  • the operating lever mechanism usually also includes a clutch lever and a release lever. In any case, an actuation of the operating lever mechanism ensures that the locking mechanism is opened and a previously captured locking bolt experiences a release. As a result, an associated motor vehicle door can be opened.
  • the release lever engages on a pawl, which interacts with a catch as both components of the catch. The pawl is lifted from the catch and the catch and the locking pin come free.
  • acceleration forces which may be a multiple of the acceleration due to gravity (for example, 5 g or more).
  • considerable mass forces act on the motor vehicle door lock in question, which can lead to the failure of the locking mechanism or of the entire door lock.
  • the locking experienced an unintentional opening.
  • various measures have been taken in the past, which occur when the described
  • the generic state of the art according to DE 197 19 999 A1 deals with a closure for opening devices in vehicles, which is equipped with a lock.
  • the lock blocks an opening lever when acting on the described acceleration forces in the course of an accident.
  • the lock and the opening lever are arranged transversely relative to the pivoting direction of the opening lever relative to each other.
  • the opening lever is still blocked by means of the lock and in principle a permanent blockage of the opening lever can be provided.
  • the invention aims to remedy this situation.
  • the invention is based on the technical problem of further developing such a motor vehicle door lock that with the crash safety given unchanged there is the additional possibility of being able to subsequently open the motor vehicle door lock directly to the accident.
  • a generic motor vehicle door lock is characterized in that the locking lever mechanically interrupts the operating lever mechanism as a result of the acceleration forces occurring by its associated design and closes again or again after elimination of the acceleration forces.
  • the invention thus relies on a specially developed solution, wherein the actuating lever and locking lever are designed so that in the event of a crash, that is, in an accident, both experience a deflection. This deflection is caused by the acceleration forces associated with the accident. Due to the deflection, the locking lever also ensures that the operating lever mechanism is mechanically interrupted and blocked.
  • the actuating lever mechanism can be constructed, for example, from an inner operating lever, an outer actuating lever, a clutch lever or a connecting lever and a trigger lever.
  • the invention also includes variants in which the operating lever mechanism is constructed of only a single lever, which directly produces a mechanical connection between an inner handle or an outer handle and the locking mechanism. Then, the locking lever ensures in the deflected state, for example, that the inner handle (outer handle) is separated from the one in question actuating lever.
  • the operating lever mechanism ensures in normal operation for a continuous mechanical connection of the inner handle and / or the outer handle to the locking mechanism, so that an action on the inner handle and / or outer handle can open the locking mechanism as usual.
  • the operating lever mechanism usually works on the pawl and lifts it from the catch in its "closed" position.
  • the locking lever If the acceleration forces fall away, ie if the accident has ended, the locking lever is no longer deflected. As a result, the locking lever, which once again takes up its rest position, ensures that the operating lever mechanism is closed again. That is, after elimination of the acceleration forces is again a continuous mechanical connection of the inner handle and / or outer handle up to the locking mechanism. A manual action on the inner handle and / or external handle thus means that the locking mechanism can - as usual - be opened. As a result, relief measures for the inmates inside can be initiated immediately and carried out without delay. Incidentally, malfunctions do not occur or practically do not occur.
  • a return spring is assigned to the locking lever.
  • This return spring ensures primarily that the locking lever resumes its normal position in comparison to the deflection position after elimination of the acceleration forces. Because the locking lever works at its deflection by the attacking acceleration forces and consequently in the deflection position against the return spring in question. After elimination of the acceleration forces, the return spring returns the locking lever. At the same time the continuous mechanical connection of the operating lever mechanism is restored to the locking mechanism, as has already been described in the introduction.
  • the locking lever is usually rotatably mounted on a second operating lever. This second operating lever is in addition to a first operating lever a part of the operating lever mechanism. This is usually the release lever.
  • the first operating lever is usually designed as a connecting lever or clutch lever.
  • the locking lever are advantageously associated with two stops to limit its pivoting movement.
  • a first stop corresponds to the normal position of the locking lever and is connected to the first actuating
  • lever In this first operating lever is the connecting lever, at least not the operating lever (release lever), on which the locking lever is rotatably mounted.
  • a second stop is formed on the lock housing. This second stop corresponds to the deflection position of the locking lever.
  • the locking lever maintains the desired pivoting function consistently, the locking lever is released from the first stop in accident mode.
  • the locking lever In normal operation, the locking lever is moved with the first stop having the first actuating lever, for example, the connecting lever. In this way, any corrosion of an associated axis of rotation, seizure of the locking lever due to corrosion, etc. is counteracted effectively from the outset.
  • the locking lever is moved in normal operation, ie each time the inner handle and / or outer handle, together with the associated first operating lever or connecting lever in the example case.
  • the locking lever and the connecting lever pivot together about the axis of rotation, which in turn is formed on the further second actuating lever or release lever. That is, the first operating lever and the lock lever are rotatably arranged on the common axis of rotation already described, which in turn is formed on the further second operating lever or release lever.
  • Trigger lever or other second operating lever are stored in the example case and move synchronously (can).
  • the design is made such that different thresholds for the acceleration forces occurring for on the one hand the first operating lever and on the other hand, the locking lever are observed.
  • the first operating lever or connecting lever for example, made of zinc die-cast
  • the locking lever is made of steel.
  • the geometry of the associated lever can thereby define different thresholds for the acceleration forces that occur, which must be exceeded so that the lever in question undergoes a deflection.
  • the locking lever is equipped with an associated return spring, but also the question first operating lever or connecting lever in the example.
  • the first operating lever or connecting lever must work in its deflection against the built-up of the associated return spring counterforce. Only when this opposing force has been overcome does the lever in question (first actuating lever or connecting lever and / or locking lever) experience the desired deflection.
  • the first operating lever or connecting lever thus takes - if you will - with the locking lever. As a result, the operating lever mechanism is interrupted. Because the connecting lever is regularly the mechanical connection of the inner handle and / or outer handle to the release lever or the locking mechanism. So that the first operating lever or connecting lever does not perform arbitrary and uncontrolled movement in its caused by the acceleration forces deflection, the first operating lever is an end stop assigned. This limit stop
  • the end stop is usually equipped with an associated braking ramp.
  • This braking ramp may be designed as a slope rising in the direction of the deflection or the like. If the first actuating lever or connecting lever experiences the described deflection due to the attacking acceleration forces, then the lever in question is increasingly braked when it hits the ramp or braking ramp.
  • the first operating lever or connecting lever is transferred back to its normal position when the acceleration forces cease. This is ensured by the actuating lever in question associated return spring. Although their opposing forces have initially been overcome during the accident and the associated acceleration forces, but after elimination of the acceleration forces ensure that the first operating lever its normal position - again - occupies. This normal position corresponds to the fact that the operating lever mechanism is closed after elimination of the acceleration forces and consequently there is again a mechanically continuous connection from the inner handle or external handle to the locking mechanism. Accordingly, the locking mechanism can be opened as usual by a manual action on the inner handle and / or external handle following the accident, again. This is the main advantages
  • the invention is also a method for operating such a motor vehicle door lock, as described in claim 15.
  • Fig. 1 the motor vehicle door lock according to the invention in one
  • FIG. 2 and 3 a detail of FIG. 1 in a rearward
  • FIG. 4 shows the object according to FIG. 1 in a partial front view, which corresponds to the rear view according to FIG. 2, FIG.
  • FIG. 5 in another functional position, which belongs to the rear view of FIG. 3 and
  • FIG. 6 shows a partial section through FIG. 1 in the region of
  • a motor vehicle door lock is shown. This has in its basic structure a housing 1 and a locking mechanism 2, 3.
  • the housing 1 may be made in the present case of plastic and executed as a plastic injection molded part. This is of course only to be understood as illustrative and not restrictive.
  • the locking mechanism 2, 3 is composed of a rotary latch 2 and a pawl 3 interacting with the rotary latch 2.
  • the ratchet 2, 3 and the housing 1 define a total of a force
  • the motor vehicle door lock 1, 2, 3 cooperates with a locking pin, not shown, in a known manner.
  • the motor vehicle door lock 1, 2, 3 may be arranged on or in the interior of a motor vehicle door not explicitly shown, whereas the locking bolt is located on the associated motor vehicle body, or vice versa.
  • a locking lever 7 is still realized, which can be seen in particular in Figs. 2 and 3.
  • the actuating lever mechanism 5, 6 is acted upon by means of an inner handle and / or outer handle 4.
  • a (manual) action on the inner handle and / or outer handle 4 corresponds to the fact that with the aid of the actuating lever mechanism 5, 6, the pawl 3 is lifted from the rotary latch 2 in its closed state.
  • the lock pin previously caught by the closed catch 2 is released.
  • the associated motor vehicle door can be opened.
  • the locking lever 7 now ensures that when occurring acceleration forces of predetermined size, the operating lever mechanism 5, 6 is set ineffective or is transferred to an inoperative state.
  • the acceleration forces usually occur in an accident or in the course of an accident.
  • the locking lever 7 is transferred by the attacking acceleration forces in detail from its normal position shown in FIG. 2 in a deflection position shown in FIG. 3.
  • the locking lever 7 thus operates at its deflection or in the Auslenk- position according to FIGS. 3 and 5 against the associated return spring 8. After elimination of the acceleration forces, the return spring 8 ensures that the locking lever 7 again the normal position corresponding to FIG and takes 4. At the same time, the continuous mechanical connection of the actuating lever mechanism 5, 6 to the locking mechanism 2, 3 is restored.
  • the locking lever 7 is rotatably mounted on the other second actuating lever 6, in this case the trigger lever 6, mounted.
  • the connecting lever 5, the first operating lever of the operating lever mechanism 5, 6 represents.
  • a common axis of rotation 9 is provided which rests on the trigger lever 6 in question or is defined on this.
  • Both the first operating lever or connecting lever 5 and the locking lever 7 are rotatably mounted on the common axis of rotation 9.
  • pivoting movements of the locking lever 7 are limited by two stops 10, 11.
  • the second stop 11 is, however, realized in or on the lock housing 1. This is not difficult, because the lock housing 1 is designed as a plastic injection-molded part and the stop in question 11 can be displayed easily in this context.
  • the locking lever 7 is in normal operation in its normal position on the first stop 10 on the connecting lever 5 at.
  • the connecting lever 5 is equipped with a recess 12, within which the
  • Lock lever 7 can be moved back and forth. Since the locking lever 7 rests against the first stop 10 in normal operation or in its normal position according to FIGS. 2 and 4, the locking lever 7 is in a combined pressing / pivoting movement of the connecting lever 5 for actuating the release lever 6 and finally for lifting the pawl 3 is moved by the catch 2. That is, the locking lever 7 and the connecting lever 5 move in normal operation together by rotation about the axis of rotation 9. As a result, any corrosion, seizure, etc. in comparison to the axis of rotation 9 are prevented.
  • the stop 11 and second stop 11 ensures that the pivoting movement undergoes a deceleration accordingly.
  • the locking lever 7 in its deflection as a result of the attacking acceleration forces is taken along by the connecting lever 5 as mitamätigt or mitbetätigt.
  • the acceleration forces thus additionally provide for a deflection of the connecting lever 5, which can be observed in particular during the transition from FIG. 4 to FIG. 5. This deflection of the connecting lever 5 also takes place against the force of its own return spring thirteenth
  • the design is such that the first actuating lever or connecting lever 5 and the locking lever 7 are deflected taking into account different thresholds for the acceleration forces occurring. In most cases, the threshold of the acceleration force for the deflection of the locking lever 7 is lower than that for the deflection of the first actuating lever or connecting lever 5 is formed.
  • an end stop 14 is provided, which can be seen in FIG. 1, generally and best in the sectional drawing of FIG. There, it is also clear that the end stop 14 is associated with a braking ramp 15 or a ramp 15. As soon as the first actuating lever or connecting lever 5 moves towards the end stop 14 as a result of the attacking acceleration forces, the braking ramp or run-on slope 15 ensures that the operating lever or connecting lever 5 experiences a deceleration.
  • the respective return springs 8 for the locking lever 7 and 13 for the connecting lever 5 ensure that both the locking lever 7 and the connecting lever 5 return to their normal position.
  • the operating lever mechanism 5, 6 is closed and can be lifted and operated as usual after completion of the accident, the locking mechanism 2, 3 with the help of the external handle or inner handle 4.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une fermeture de porte de véhicule automobile qui est équipée d'un dispositif de blocage (2, 3) et d'un système de levier d'actionnement (5, 6) agissant sur le dispositif de blocage (2, 3). En outre, un levier de verrouillage (7) désactive avec le levier d'actionnement (5) le système de levier d'actionnement (5, 6) si des forces d'accélération d'une grandeur prédéterminée surviennent, par exemple en cas d'accident. Selon l'invention, le levier d'actionnement (5) et le levier de verrouillage (7) séparent mécaniquement le système de levier d'actionnement (5, 6) et le levier de verrouillage (7) sous l'effet des forces d'accélération par l'intermédiaire d'une déviation qui leur est connectée. Une fois que les forces d'accélération ne sont plus présentes, le levier d'actionnement (5) et le levier de verrouillage (7) ferment le système de levier d'actionnement (5, 6).
EP11708682A 2010-03-10 2011-01-14 Fermeture de porte de véhicule automobile Ceased EP2545235A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010010833.2A DE102010010833B4 (de) 2010-03-10 2010-03-10 Kraftfahrzeugtürverschluss
PCT/DE2011/000027 WO2011110142A1 (fr) 2010-03-10 2011-01-14 Fermeture de porte de véhicule automobile

Publications (1)

Publication Number Publication Date
EP2545235A1 true EP2545235A1 (fr) 2013-01-16

Family

ID=44168003

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11708682A Ceased EP2545235A1 (fr) 2010-03-10 2011-01-14 Fermeture de porte de véhicule automobile

Country Status (6)

Country Link
US (1) US9109380B2 (fr)
EP (1) EP2545235A1 (fr)
CN (1) CN102791943B (fr)
DE (1) DE102010010833B4 (fr)
RU (1) RU2562083C2 (fr)
WO (1) WO2011110142A1 (fr)

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202012007232U1 (de) * 2012-07-27 2013-10-28 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
US20140284942A1 (en) * 2013-03-25 2014-09-25 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
US9874046B2 (en) 2013-03-25 2018-01-23 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft Motor vehicle lock
US9732544B2 (en) 2013-03-25 2017-08-15 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
US9376842B2 (en) 2013-03-25 2016-06-28 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
US9366063B2 (en) * 2013-03-25 2016-06-14 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
CN203846892U (zh) * 2013-04-23 2014-09-24 三井金属爱科特株式会社 车辆用门锁装置
JP6078881B2 (ja) * 2013-04-23 2017-02-15 三井金属アクト株式会社 自動車用ドアラッチ装置
DE102013209599A1 (de) 2013-05-23 2014-11-27 Kiekert Ag Schloss für ein Kraftfahrzeug
DE102013220382A1 (de) * 2013-10-09 2015-04-09 Kiekert Ag Kraftfahrzeugtürverschluss
DE102013112120A1 (de) * 2013-11-04 2015-05-07 Kiekert Aktiengesellschaft Kraftfahrzeugtürverschluss
US9534425B2 (en) * 2013-12-05 2017-01-03 Kiekert Ag Lock for a motor vehicle
CN106460414B (zh) * 2014-05-28 2018-10-16 法国有信公司 用于机动车的锁
WO2017005236A1 (fr) * 2015-07-07 2017-01-12 Kiekert Ag Serrure de porte de véhicule automobile
DE102016107510A1 (de) * 2016-04-22 2017-10-26 Kiekert Ag Kraftfahrzeugtürschloss
DE102016124942A1 (de) * 2016-12-20 2018-06-21 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Zeitabhängige Crashsperre mit zeitverzögertem Rücklauf
US10465424B2 (en) * 2017-01-26 2019-11-05 Gecom Corporation Vehicle door latch device
DE102017113880A1 (de) 2017-06-22 2018-12-27 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102019104713A1 (de) 2018-02-27 2019-08-29 Magna Closures Inc. Angetriebene Verriegelungsanordnung mit Aufprallschutz

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202007002225U1 (de) * 2007-02-12 2007-05-31 Kiekert Ag Kraftfahrzeugtürschloss

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4117110C1 (de) * 1991-05-25 1992-12-24 Daimler Benz Ag Auslösemechanik für ein Drehfallenschloss
DE19511651C5 (de) 1994-04-15 2008-07-10 Volkswagen Ag Sicherung für eine Fahrzeugtür gegen ungewolltes Öffnen beim Auftreten stoßbedingter seitlicher Massenträgheitskräfte
DE19624640C1 (de) 1996-06-20 1998-01-08 Kiekert Ag Kraftfahrzeugtürverschluß mit Drehfalle, Sperrklinke und Blockiervorrichtung
DE19719999C2 (de) 1997-05-13 2000-08-24 Daimler Chrysler Ag Verschluß für Öffnungseinrichtung in Fahrzeugen
DE19803871C2 (de) 1998-01-31 2000-12-07 Daimler Chrysler Ag Schloß für ein bewegliches Karosserieteil eines Kraftfahrzeugs
EP1241305B1 (fr) 2001-03-17 2004-11-10 Kiekert Aktiengesellschaft Serrure pour une porte de véhicule automobile
US8056944B2 (en) * 2002-06-13 2011-11-15 Ford Global Technologies Latch assembly for a vehicle door
GB0214817D0 (en) 2002-06-27 2002-08-07 Arvinmeritor Light Vehicle Sys Door latch mechanism
DE20210075U1 (de) * 2002-06-28 2002-10-10 August Knapp Schließtechnik GmbH, 42551 Velbert Schub- oder Druckzylinderschloß
CA2401397A1 (fr) 2002-07-26 2004-01-26 Intier Automotive Closures Inc. Loquet a inertie pour dispositif de verrouillage de vehicule
JP4136835B2 (ja) 2003-07-18 2008-08-20 株式会社アルファ 自動車のアウトサイドハンドル装置
DE10345104A1 (de) * 2003-09-26 2005-04-21 Kiekert Ag Kraftfahrzeugtürverschluss
JP4345432B2 (ja) * 2003-10-20 2009-10-14 日産自動車株式会社 車両用ドアラッチ機構
KR100792931B1 (ko) * 2006-12-12 2008-01-08 기아자동차주식회사 도어아웃사이드핸들의 측면충돌시 도어열림 방지장치
DE102008028391A1 (de) * 2008-06-13 2009-12-17 Huf Hülsbeck & Fürst Gmbh & Co. Kg Türaußengriff, insbesondere für Fahrzeuge
DE102008034460A1 (de) 2008-06-27 2009-12-31 Huf Hülsbeck & Fürst Gmbh & Co. Kg Türaußengriff, insbesondere für Fahrzeuge
KR100957103B1 (ko) * 2008-06-30 2010-05-13 현대자동차주식회사 차량용 도어래치장치

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202007002225U1 (de) * 2007-02-12 2007-05-31 Kiekert Ag Kraftfahrzeugtürschloss

Also Published As

Publication number Publication date
DE102010010833B4 (de) 2023-12-07
RU2012138288A (ru) 2014-04-27
CN102791943A (zh) 2012-11-21
WO2011110142A1 (fr) 2011-09-15
CN102791943B (zh) 2015-04-01
RU2562083C2 (ru) 2015-09-10
DE102010010833A1 (de) 2011-09-15
US9109380B2 (en) 2015-08-18
US20130056997A1 (en) 2013-03-07

Similar Documents

Publication Publication Date Title
DE102010010833B4 (de) Kraftfahrzeugtürverschluss
EP2673439B1 (fr) Fermeture de portière de véhicule à moteur
EP2633140B1 (fr) Serrure de porte de véhicule automobile
EP2673437B1 (fr) Fermeture de portière de véhicule à moteur
EP2702218B1 (fr) Système de fermeture de porte de véhicule automobile
EP3027830B1 (fr) Serrure de portière de véhicule automobile
DE102012025403A1 (de) Kraftfahrzeugtürverschluss
WO2010034294A1 (fr) Serrure de porte de véhicule automobile
EP3060735B1 (fr) Serrure de portière de véhicule automobile
DE102011100090A1 (de) Kraftfahrzeugtürverschluss
DE102012025448A1 (de) Kraftfahrzeugtürverschluss
EP3087236B1 (fr) Serrure de portière de véhicule automobile
WO2022167031A1 (fr) Verrou de véhicule automobile
EP2673438B1 (fr) Fermeture de portière de véhicule à moteur
EP3117057B1 (fr) Système de fermeture de portière de véhicule automobile
DE102012020696A1 (de) Vorrichtung zur mechanischen Verhinderung eines Öffnens einer Kraftfahrzeugtür bei einem Seitenaufprall und Kraftfahrzeugtür
WO2015043574A1 (fr) Serrure de portière de véhicule automobile
WO2016058655A1 (fr) Dispositif de fermeture d'une portière de véhicule et portière de véhicule équipée de ce dispositif de fermeture
DE202011003549U1 (de) Kraftfahrzeugtürschloss
WO2016206667A1 (fr) Fermeture de porte de véhicule automobile

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120823

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20170526

REG Reference to a national code

Ref country code: DE

Ref legal event code: R003

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 20190507