EP2776651B1 - Dispositif de verrouillage comportant un cliquet à plusieurs parties - Google Patents

Dispositif de verrouillage comportant un cliquet à plusieurs parties Download PDF

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Publication number
EP2776651B1
EP2776651B1 EP12837608.4A EP12837608A EP2776651B1 EP 2776651 B1 EP2776651 B1 EP 2776651B1 EP 12837608 A EP12837608 A EP 12837608A EP 2776651 B1 EP2776651 B1 EP 2776651B1
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EP
European Patent Office
Prior art keywords
catch
lock unit
pawl
stop
latched position
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
EP12837608.4A
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German (de)
English (en)
Other versions
EP2776651A2 (fr
Inventor
Robert Hunt
Keith Julien
John DIEDERICH
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
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Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP2776651A2 publication Critical patent/EP2776651A2/fr
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Publication of EP2776651B1 publication Critical patent/EP2776651B1/fr
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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
    • E05B77/36—Noise prevention; Anti-rattling means
    • E05B77/40—Lock elements covered by silencing layers, e.g. coatings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis
    • E05B85/26—Cooperation between bolts and detents

Definitions

  • This invention relates generally to door latches, and more specifically to a lock unit for the door of a vehicle utilizing a single pawl and blocking lever to restrain the catch in multiple positions.
  • Lock units customarily used for side-doors of motor vehicles utilize a latching mechanism, known as a catch, which receives a catch-bolt, or striker, typically disposed on a pillar of the vehicle doorframe.
  • the catch is biased to an open position wherein a slot of the latch housing is aligned with a recess of the catch.
  • the striker enters the recess through the slot and rotates the catch to a closed position in which the striker is retained in the recess by a pawl which prevents the catch from rotating toward the open position.
  • the pawl is heavily biased towards the catch with the interface of the two comprised of a further negative biased angle to resist high acceleration forces.
  • the latch housing is typically made of plastic and may be closed sealingly all-around by a cover outside the region of the slot.
  • Such lock units typically include at least one release lever (e.g., an inside or outside door handle) and a displaceable locking mechanism (e.g., a lock cylinder at or in the outside door handle or a slide button disposed inside the window pane area of the door).
  • a release lever e.g., an inside or outside door handle
  • a displaceable locking mechanism e.g., a lock cylinder at or in the outside door handle or a slide button disposed inside the window pane area of the door.
  • lock units for doors, hatches and tailgates of motor vehicles are also provided with a secondary latched position in addition to the primary latched position.
  • This secondary latched position falls between the primary latched position and the open position such that if the catch fails to reach the primary latched position, the door will be retained shut in the secondary latched position rather than moving all the way to the open position, which would obviously be dangerous to an occupant.
  • the secondary latched position is also perceptible when a user does not close the vehicle door with sufficient force.
  • the door is visibly left ajar when the vehicle door is closed with too little force to be noticed that it not securely latched.
  • additional force e.g., leaning against the vehicle door
  • the pawl When released from the primary latched position by actuating the release lever, the pawl abruptly breaks away from the corresponding locking surface of the catch and the spring-loaded catch moves at a high velocity to the open position.
  • the abrupt movement of the locking surfaces against one another results in a significant opening clack followed immediately by a second significant clack caused by the catch making impact with a limit stop as it reaches the open position.
  • the noises caused by opening the vehicle door are quite loud. Additionally, the high impacts on the pawl and catch can cause damage to the lock unit and severely limit its useful life, especially since most of the impact occurs along the locking surfaces.
  • German Pat. Appl. No. DE 10 2007 003 948 A1 describes a multi-pawl latching mechanism which reduces both the latching noises during opening and the forces required to actuate the latching mechanism.
  • the locking surfaces of the catch and a first pawl are correspondingly chamfered and canted to achieve a smooth and gradual sliding when the locking surfaces are released from one another. Because the locking surfaces were designed to reduce the resultant shear forces caused by the locking surfaces pressing against one another while the catch is released, the forces required to actuate the locking mechanism are also correspondingly reduced. Further, due to the reduction in forces acting on the latching mechanism, the noise produced during opening is significantly reduced.
  • the latching mechanism is not self-latching (i.e., the locking surfaces do not hold the catch in place on their own) and requires a pawl blocking lever to hold the first pawl against the catch in the primary latched position.
  • a second pawl is also required. To prevent the pawl blocking lever from engaging in the secondary latched position during closing, the second pawl is disposed in a separate plane from the catch, the first pawl and the blocking lever.
  • the secondary latched position is achieved if the primary latched position fails to engage (e.g., first pawl slides off the catch) by a bolt extending from the catch to the plane of the second pawl which abuts a blocking arm of the second pawl in the opening path of the catch.
  • Providing the second pawl on a different plane and the introduction of the bolt into the catch can be costly from a manufacturing standpoint, however.
  • the multi-pawl design effectively reduces opening noise and latch actuation forces, it requires multiple different components at multiple planes of the latching mechanism, thereby making the device relatively complex and expensive to manufacture.
  • the invention provides in one embodiment a lock unit having a pawl disposed intermediate a catch and a blocking lever.
  • the catch is rotatable and biased in an opening direction about a catch rotation axis toward an open position of the lock unit in which a first recess of the catch is configured to receive a striker of the vehicle.
  • the catch includes a second recess disposed before the first recess in the opening direction.
  • the pawl is rotatable and biased toward the catch.
  • the pawl includes a blocking arm which extends into the second recess of the catch when the lock unit is in a secondary latched position.
  • the blocking lever abuts the blocking arm of the pawl against the catch in a primary latched position of the lock unit.
  • a rocker lever is positioned to intersect with both the travel of the catch and blocking lever.
  • the primary and secondary latched positions reside on the same plane as the catch.
  • the invention provides a single blocking arm of a single pawl to achieve the primary and secondary latched positions. This helps to further simplify the design and ensure consistent operation.
  • the lock unit utilizes a smooth release of locking surfaces to minimize noise and actuation forces.
  • a secondary pawl is eliminated, which permits the usage of a conventional two-dimensional catch stamping for primary and secondary loads.
  • the invention provides a cheaper, smaller and lighter lock unit, as the steel secondary pawl, spring and catch pin are eliminated.
  • the design takes into account manufacturing tolerances such that minor dimensional variations will not adversely affect the performance of the lock unit.
  • a lock unit 10 according to an embodiment of the invention is shown in the primary latched position and the open position, respectively.
  • the lock unit 10 includes a baseplate 12 for mounting the lock unit 10 to a door, hatch or tailgate of a vehicle with a slot 14 in the baseplate 12 facing a striker 16 mounted to the vehicle body.
  • the striker 16 also referred to as a catch bolt
  • the lock unit 10 is typically mounted opposite the vehicle door hinges with the leading edge 13 of the baseplate 12 facing the striker 16 and the components of the lock unit 10 being disposed in the vehicle door.
  • the striker 16 extends into the slot 14 of the baseplate 12 and into a first recess 22 of a catch 20 to rotate the catch 20 from an open position (shown in FIG. 3 ) to a primary latched position (shown in FIG. 1 ).
  • the lock unit 10 is mounted to the vehicle body and, regardless of its placement, a housing or cover could also be provided in addition to or in lieu of the baseplate 12 to further protect the components of the lock unit 10 .
  • the catch 20 , pawl 40 and blocking lever 60 can be relatively flat parts made from metal or plastic.
  • the baseplate 12 , and any housing covering the lock unit 10 can also be formed by plastic injection molding.
  • the lock unit 10 is constructed from metal or a combination of metal and plastic components.
  • FIG. 1 the vehicle door is fully closed and the lock unit 10 is in the primary latched position.
  • the catch 20 which is mounted to a catch rotation axis 24 via a catch mounting hole 26 , retains the striker 16 in the first recess 22 .
  • the catch 20 is biased by a spring to rotate about the catch rotation axis 24 in the opening direction S1 , but is retained in the primary latched position by a blocking arm 48 of the pawl 40 which, in turn, is held in place by a blocking arm 62 of the blocking lever 60 .
  • the blocking lever 60 is mounted adjacent the pawl 40 to a lever rotation axis 68 via a blocking lever mounting hole 69 .
  • a primary catch stop 32 which may be located at the bottom of the first recess 22 or on the periphery of the catch 20 between the first and second recesses 22 , 30 , contacts the blocking arm 48 of the pawl 40 . Because the contact face 33 of the primary of the primary catch stop 32 and the contact face 50 of the pawl blocking arm 48 are designed so as to slide smoothly apart (e.g., by incorporating positive angled sloped surfaces of gradually-reduced incline), the blocking lever arm 62 is provided abutting a stop 54 of the pawl 40 .
  • the blocking lever 60 may be prevented from rotating by the normal force from the pawl stop 54 running through the lever rotation axis 68 .
  • Limit stops e.g., protrusions extending from the baseplate 12
  • Limit stops could also be used to limit the rotation of the blocking lever 60 , as well as the catch 20 and the pawl 40 , to a predetermined range of motion.
  • the rotation of the blocking lever 60 is at its limit in the clockwise direction when in the primary latched position and is biased to that position by the lever spring in the direction of S2 .
  • the lock unit 10 is released from the primary latched position shown in FIG. 1 by moving the blocking lever arm 62 away from the pawl stop 54 past the blocking lever release edge 64 .
  • the blocking lever 60 is connected to an operating link pulling in the direction of S5 so as to enable a rotation of the blocking lever arm 62 counter-clockwise away from the pawl stop 54 as shown in FIG. 2 .
  • the operating link is connected outside the lock unit 10 to an inside and/or outside door handle (e.g., designed as a rod assembly or Bowden cable) which is actuated by a user opening the vehicle door.
  • the rotation of the blocking lever 60 could be controlled by a servo motor and operated by a switch or sensor.
  • the lock unit 10 is shown immediately after the release of the catch 20 from the primary latched position. It is noted that the release is rather quick since only one lever need be actuated to release the catch 20 .
  • the blocking lever arm 62 clears the pawl stop 54 , the spring force of the catch 20 causes it to rotate and the primary catch stop 32 slides smoothly along the pawl blocking arm 48 , thereby causing the pawl 40 to rotate in a clockwise direction about the pawl pivot axis 42 toward the blocking lever 60 .
  • the blocking lever arm 62 is accommodated in a recessed portion 52 of the pawl 40 adjacent the pawl stop 54 .
  • the catch 20 is free to rotate in the opening direction S1 . Due to the speed of rotation of the catch 20 and the transitional curved surfaces of the pawl blocking arm 48 and the secondary catch stop 34 , the lock unit 10 skips over the secondary latched position shown in FIG. 5 as the second recess 30 and secondary stop 34 of the catch 20 slide past the pawl blocking arm 48 . The catch 20 continues to rotate until it is stopped in the full-travel position, as shown of FIG. 3 , by the baseplate 12 through the slot 14 , by full extension of the spring, or by a different limit stop.
  • the lock unit 10 is self-opening since it does not require external actuation forces after release of the catch 20 .
  • the striker 16 When a user closes the vehicle door, the striker 16 enters into the slot 14 and hits against a striking edge 38 of the first recess 22 of the catch 20 .
  • the force of the door as it closes causes the striker 16 to press against the striking edge 38 of the first recess 22 , thereby rotating the catch 20 in the closing direction of S4 against the spring force opposite the opening direction S1 .
  • the blocking arm 48 of the pawl 40 slides along the sliding surface 36 of the catch 20 . Similar to the release of the catch 20 when opening the door, the second recess 30 and the primary stop 32 will slide past the pawl blocking arm 48 such that the secondary latched position shown in FIG. 5 is bypassed as long as the door is shut with sufficient force.
  • the catch 20 may reach an over-travel position shown in FIG. 4 .
  • a spring in the direction of S3 rotates the pawl 40 sufficiently away from the blocking lever 60 such that the blocking lever arm 62 exits the recessed portion 52 of the pawl 40 , at which point, a spring in the direction of S2 rotates the blocking lever arm 62 back to its position below the pawl stop 54 .
  • the blocking lever 60 has a rounded tip to facilitate a smooth sliding along the pawl recess wall 52 , which may also be canted and, preferably, extends from pawl stop 54 towards the catch 20 .
  • the lock unit 10 enters into the secondary latched position shown in FIG. 5 .
  • the secondary latched position falls between the primary latched position and the open position such that if the primary latched position is not engaged, the lock unit 10 will not disengage to the open position which would release the vehicle door during travel and place the vehicle occupants at considerable risk.
  • Latching mechanisms can release from the primary latched position due to the outward force applied by the vehicle door compression seals, vehicle vibrations and impacts to the vehicle and the like; when this occurs, the latching mechanism must have a secondary latched position to prevent the door from opening.
  • the secondary latched position according to an embodiment of the invention is shown.
  • the second recess 30 of the catch 20 does not slide past the blocking arm 48 of the pawl 40 ; rather, after the sliding surface 36 slides past the pawl blocking arm 48 , the pawl blocking arm 48 is pressed into the second recess 30 of the catch 20 , thereby assuming the secondary latched position.
  • the catch 20 continues to rotate opposite to the opening direction S1 .
  • the catch 20 has a local rocker actuator feature 37 that displaces the rocker arm 71 of the rocker lever 70 at the contact surface of the rocker lever 74 .
  • This actuator feature 37 is preferably produced in the existing plastic overmold of catch 20 . This feature could also be produced from a pin of steel, plastic, diecast or stamping deformation.
  • the rocker lever 70 in this embodiment having a fixed pivot location 73 , provides a reciprocal force at the blocking lever actuator 72 to overcome the spring force in the direction of S2 .
  • the pivot 73 of the rocker lever 70 can be a fixed point pivot or a sliding point pivot.
  • the rocker lever 70 may further be mounted planar with the catch 20 and the blocking lever 60 as best makes use of the available package space.
  • the relationship of rocker pivot and actuator features are such that the blocking lever arm 62 is displaced from the path of the pawl stop 54 before the pawl blocking arm 48 contacts the catch exit edge 31 .
  • the catch exit edge 31 is gradually curved to achieve a smooth sliding against the curved edge of the pawl blocking arm 48 .
  • many different complementary surfaces can be used on the exit edge 31 and the pawl blocking arm 48 , such as flat and rounded, chamfered and canted, etc.
  • the catch 20 operates the rocker lever 70 with the actuator 37 and, simultaneously, the exit edge 31 displaces the pawl blocking arm 48 opposite the direction of S3 .
  • the blocking lever arm 62 becomes constrained behind the pawl recessed portion 52 . Beyond that point, the rocker actuator feature 37 of the catch 20 moves beyond engagement with the rocker arm 71 of the rocker lever 70 as depicted in FIG. 2 . With the actuating force from the catch 20 relaxed from the rocker lever 70 , a spring force in the direction of S2 restores the bias for the blocking lever arm 62 towards the pawl stop 54 . As the primary stop 32 of the catch 20 nears the primary position, the blocking arm 48 of the pawl 40 slides smoothly over the transition region 39 from the exit edge 31 to the primary stop 32 of the catch 20 .
  • the positive slope between the pawl blocking arm 48 and the primary catch stop 32 are sufficient to allow the pawl 40 to rotate into the catch 20 and to clear the blocking lever arm 62 with only slight over-travel rotation of the catch 20 .
  • the primary catch stop 32 begins to slide smoothly down along the pawl blocking arm 48 and the tip of the blocking lever arm 62 slides smoothly down along the pawl recess wall 52 until it is released to rest below the pawl stop 54 to return the lock unit 10 to the primary latched position of FIG. 1 .

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  • Lock And Its Accessories (AREA)

Claims (17)

  1. Unité de serrure (10) pour un véhicule, l'unité de serrure (10) ayant une position ouverte, une position verrouillée primaire et une position verrouillée secondaire, et l'unité de serrure (10) comprenant :
    un loquet (20) comprenant un premier évidement (22) et un deuxième évidement (30), et ayant un axe de rotation de loquet (24) ;
    un cliquet (40) comprenant un bras de blocage de cliquet (48) et ayant un axe de pivotement de cliquet (42) ;
    un levier de blocage (60) ayant un axe de rotation de levier de blocage (68) ; et
    un levier culbuteur (70) ayant un pivot (73) ;
    ledit loquet (20) étant rotatif autour dudit axe de rotation de loquet (24) selon un premier trajet dans une direction d'ouverture (S1) et dans une direction de fermeture, l'unité de serrure (10) prenant la position ouverte, la position verrouillée primaire ou la position verrouillée secondaire, ledit loquet (20) étant biaisé dans la direction d'ouverture (S1) autour dudit axe de rotation de loquet (24) vers la position ouverte ; ledit deuxième évidement étant disposé devant ledit premier évidement dans la direction d'ouverture (S1) ;
    ledit cliquet (40) étant biaisé autour dudit axe de pivotement de cliquet (42) vers ledit loquet (20) ;
    ledit premier évidement étant configuré pour recevoir une gâche (16) du véhicule dans la position ouverte et pour fermement retenir la gâche (16) dans la position verrouillée primaire et la position verrouillée secondaire ; ledit levier de blocage (60) étant rotatif autour dudit axe de rotation de levier de blocage (68) selon un deuxième trajet ;
    ledit levier culbuteur (70) étant rotatif autour dudit point de pivot et croisant ledit premier trajet et ledit deuxième trajet ; si l'unité de serrure (10) se trouve dans la position verrouillée primaire ou dans la position verrouillée secondaire, ledit levier de blocage (60) poussera ledit bras de blocage (48) contre ledit loquet (20),
    caractérisée en ce que
    si l'unité de serrure (10) se trouve dans la position verrouillée secondaire, ledit bras de blocage (48) s'étendra dans ledit deuxième évidement (30) ; et
    si l'unité de serrure (10) se déplace à partir d'un point derrière la position verrouillée secondaire et devant la position verrouillée primaire dans la direction de fermeture (S4), le loquet (20) actionnera ledit levier culbuteur (70), ce qui entraînera un déplacement réciproque du levier de blocage (60) s'écartant du cliquet (40).
  2. Unité de serrure (10) selon la revendication 1, dans laquelle ledit cliquet (40) est disposé entre ledit levier de blocage (60) et ledit loquet (20).
  3. Unité de serrure (10) selon la revendication 2, dans laquelle ledit cliquet (40) comprend en outre une butée de cliquet (54) ; ledit loquet (20) comprend en outre une butée de loquet primaire (32) ; et si l'unité de serrure (10) se trouve dans la position verrouillée primaire, ledit levier de blocage (60) viendra buter contre ladite butée de cliquet (54) et ledit bras de blocage de cliquet (48) viendra buter contre ladite butée de loquet primaire (32).
  4. Unité de serrure (10) selon la revendication 2, dans laquelle ledit cliquet (40) comprend en outre une partie évidée, et si l'unité de serrure (10) se trouve dans la position ouverte, ledit levier de blocage (60) sera au moins partiellement disposé dans ladite parte évidée.
  5. Unité de serrure (10) selon la revendication 3, dans laquelle ledit levier de blocage (60) comprend en outre un bord de dégagement et ledit levier de blocage (60) peut tourner au moins à partir de ladite butée de cliquet (54) dans une position derrière un espace libre évidé.
  6. Unité de serrure (10) selon la revendication 3, dans laquelle ladite butée de loquet primaire (32) et ledit bras de blocage comprennent en outre des surfaces de contact, qui sont courbées de manière complémentaire l'une par rapport à l'autre.
  7. Unité de serrure (10) selon la revendication 1, dans laquelle ledit loquet (20) comprend en outre une saillie d'élément d'actionnement de culbuteur et ledit levier culbuteur (70) comprend en outre une surface de contact et ledit élément d'actionnement interagit avec ladite surface de contact.
  8. Unité de serrure (10) selon la revendication 8, dans laquelle un déplacement dudit levier culbuteur (70) déplace ledit bras de blocage de levier de sorte que celui-ci s'éloigne de la position en contact avec ladite butée de cliquet (54).
  9. Unité de serrure (10) selon la revendication 3, dans laquelle ledit deuxième évidement comprend un bord de sortie et une butée secondaire sur des côtés opposés de celui-ci.
  10. Unité de serrure (10) selon la revendication 9, dans laquelle ledit bord de sortie est courbé vers une zone de transition entre ledit bord de sortie et ladite butée primaire ; et ladite butée secondaire est courbée vers une surface de glissement dudit loquet (20).
  11. Unité de serrure (10) selon la revendication 10, dans laquelle ledit bord de sortie presse contre ledit bras de blocage en tournant ainsi ledit cliquet (40) de la position verrouillée secondaire dans la position verrouillée primaire.
  12. Unité de serrure (10) selon la revendication 3, dans laquelle ledit levier de blocage (60) est biaisé vers ladite butée de cliquet (54) et ledit levier de blocage (60) est relié à un lien de fonctionnement du véhicule, de sorte qu'il peut être éloigné de ladite butée de cliquet (54) pour libérer l'unité de serrure (10) de la position verrouillée primaire.
  13. Unité de serrure (10) selon la revendication 12, dans laquelle si l'unité de serrure (10) se trouve dans la position verrouillée primaire, ledit levier de blocage (60) viendra buter contre ladite butée de cliquet (54) et ledit bras de blocage viendra buter contre ladite butée de loquet primaire (32).
  14. Unité de serrure (10) selon la revendication 12, dans laquelle ledit loquet (20) comprend en outre une butée de loquet secondaire (34), et si l'unité de serrure (10) se trouve dans la position verrouillée secondaire, ledit levier de blocage (60) viendra buter contre ladite butée de cliquet (54) et ledit bras de blocage viendra buter contre ladite butée de loquet secondaire (34).
  15. Unité de serrure (10) selon la revendication 11, dans laquelle ladite butée de loquet primaire (32) et ledit bras de blocage comprennent des surfaces de contact, qui sont courbées de manière complémentaire l'une par rapport à l'autre.
  16. Unité de serrure (10) selon la revendication 12, dans laquelle ledit deuxième évidement comprend en outre un bord de sortie et une butée secondaire sur des côtés opposés de celui-ci, et si l'unité de serrure (10) se trouve dans la position verrouillée secondaire, ledit deuxième évidement est adapté à retenir ledit bras de blocage.
  17. Unité de serrure (10) selon la revendication 16, dans laquelle ledit bord de sortie est courbé vers une zone de transition entre ledit bord de sortie et ladite butée primaire ; et ladite butée secondaire est courbé vers une surface de glissement dudit loquet (20).
EP12837608.4A 2011-10-21 2012-10-17 Dispositif de verrouillage comportant un cliquet à plusieurs parties Active EP2776651B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201161549901P 2011-10-21 2011-10-21
PCT/IB2012/002827 WO2013057590A2 (fr) 2011-10-21 2012-10-17 Dispositif de verrouillage comportant un cliquet à plusieurs parties

Publications (2)

Publication Number Publication Date
EP2776651A2 EP2776651A2 (fr) 2014-09-17
EP2776651B1 true EP2776651B1 (fr) 2017-06-28

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EP12837608.4A Active EP2776651B1 (fr) 2011-10-21 2012-10-17 Dispositif de verrouillage comportant un cliquet à plusieurs parties

Country Status (10)

Country Link
EP (1) EP2776651B1 (fr)
JP (1) JP6155488B2 (fr)
KR (1) KR20140090212A (fr)
CN (1) CN103998704B (fr)
BR (1) BR112014009482A2 (fr)
CA (1) CA2852852A1 (fr)
IN (1) IN2014MN00716A (fr)
MX (1) MX2014004649A (fr)
RU (1) RU2624900C2 (fr)
WO (1) WO2013057590A2 (fr)

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US9212509B2 (en) * 2013-03-27 2015-12-15 Kiekert Ag Locking mechanism
DE102013207725A1 (de) * 2013-04-26 2014-11-13 Kiekert Ag Kraftfahrzeugschloss
DE102013209084A1 (de) * 2013-05-16 2014-11-20 Kiekert Ag Kraftfahrzeugtürverschluss mit verhinderter Scheinschließung
DE202013004589U1 (de) * 2013-05-17 2014-08-18 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
US10767396B2 (en) * 2016-08-15 2020-09-08 Magna Closures Inc. Vehicular latch assembly with latch mechanism having pop-off sound reduction
KR102287273B1 (ko) 2017-02-07 2021-08-06 현대자동차주식회사 차량 테일게이트 잠금장치
CN109198965B (zh) * 2017-07-07 2020-12-29 苏世博（南京）减振系统有限公司 褥垫支架-调整设备
JP2019052501A (ja) * 2017-09-19 2019-04-04 アイシン精機株式会社 車両用ドアロック装置
CN107476684B (zh) * 2017-10-09 2022-07-19 烟台三环锁业集团股份有限公司 一种汽车锁锁闭机构
CN107642284A (zh) * 2017-10-31 2018-01-30 无锡瑞林控制软件有限公司 汽车侧门锁传动装置
US20190301212A1 (en) * 2018-03-27 2019-10-03 Magna BOCO GmbH Closure latch assembly with latch mechanism having a dual-pawl configuration
DE102018120435A1 (de) * 2018-08-22 2020-02-27 Kiekert Ag Kraftfahrzeug-Schloss
CN109798032B (zh) * 2018-12-25 2021-04-27 湖北航宇精工科技有限公司 一种客车车门应急逃生安全门锁机构
JP7215153B2 (ja) 2018-12-26 2023-01-31 株式会社アイシン 車両用ドアロック装置
CN110644865B (zh) * 2019-10-09 2021-06-04 上汽通用汽车有限公司 汽车门锁机构
CN111520008A (zh) * 2020-04-22 2020-08-11 上海恩井汽车科技有限公司 锁装置及车辆车门
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DE102020215931A1 (de) * 2020-12-15 2022-06-15 Witte Automotive Gmbh Schließvorrichtung
CN113494218B (zh) * 2021-07-26 2022-08-16 上海恩井汽车科技有限公司 锁装置及机动车
CN118422964A (zh) * 2022-08-15 2024-08-02 上海恩井汽车科技有限公司 机动车锁的锁定装置、机动车锁及机动车
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Also Published As

Publication number Publication date
KR20140090212A (ko) 2014-07-16
CN103998704A (zh) 2014-08-20
RU2624900C2 (ru) 2017-07-07
CA2852852A1 (fr) 2013-04-25
BR112014009482A2 (pt) 2017-06-13
EP2776651A2 (fr) 2014-09-17
WO2013057590A3 (fr) 2013-07-11
JP6155488B2 (ja) 2017-07-05
WO2013057590A2 (fr) 2013-04-25
RU2014118877A (ru) 2015-11-27
JP2015511669A (ja) 2015-04-20
IN2014MN00716A (fr) 2015-07-03
MX2014004649A (es) 2014-12-11
CN103998704B (zh) 2017-02-22

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