EP2857616B1 - Agencement d'entraînement pour une serrure de véhicule automobile - Google Patents

Agencement d'entraînement pour une serrure de véhicule automobile Download PDF

Info

Publication number
EP2857616B1
EP2857616B1 EP14183229.5A EP14183229A EP2857616B1 EP 2857616 B1 EP2857616 B1 EP 2857616B1 EP 14183229 A EP14183229 A EP 14183229A EP 2857616 B1 EP2857616 B1 EP 2857616B1
Authority
EP
European Patent Office
Prior art keywords
gear mechanism
motor
gear
drive assembly
auxiliary motor
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.)
Not-in-force
Application number
EP14183229.5A
Other languages
German (de)
English (en)
Other versions
EP2857616A2 (fr
EP2857616A3 (fr
Inventor
Serkan Gülkan
Karsten Barth
Martin Bucheli
Roman Joschko
Dirk Dobrajc
Carsten Bruchsteiner
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 EP2857616A2 publication Critical patent/EP2857616A2/fr
Publication of EP2857616A3 publication Critical patent/EP2857616A3/fr
Application granted granted Critical
Publication of EP2857616B1 publication Critical patent/EP2857616B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the bolt
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • E05B81/38—Planetary gears
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/42—Cams

Definitions

  • the laying invention relates to a drive arrangement for a motor vehicle lock according to the preamble of claim 1, a motor vehicle lock with such a drive arrangement according to the preamble of claim 12 and a method for controlling such a motor vehicle lock according to the preamble of claim 13.
  • motor vehicle lock is comprehensively understood in the present case. These include in total all side door locks, rear door locks, tailgate locks, trunk lid locks, bonnet locks o. Like ..
  • a method for actuating a pawl wherein normally with a first actuator, the pawl is moved to an open position and in an emergency with a second self-locking actuator, the pawl is moved to an open position.
  • a known motor vehicle lock ( DE 197 10 531 A1 ), from which the invention proceeds, is equipped with the usual closing elements latch and pawl.
  • the latch can be brought into an open position and a closed position in which it is in holding engagement with a closing wedge o.
  • the motor vehicle lock is usually arranged on the associated motor vehicle door or the like, while the closing wedge is arranged on the motor vehicle body.
  • the pawl serves to hold the latch in the respective closed position, wherein a lifting of the pawl leads to an excavated position to release the latch.
  • the motorized lifting of the pawl is in today's motor vehicle locks in the context of increasing the comfort of use increasingly important to. Accordingly, the known motor vehicle lock is equipped with a drive arrangement which is coupled via an output element with the pawl to its lifting.
  • the drive arrangement of the above known motor vehicle lock has a drive motor with a downstream actuator arrangement.
  • the actuator assembly operates on a lever gear coupled to the pawl.
  • the drive motor runs in a first drive direction.
  • emergency operation in particular in the event of a crash, the drive motor operates in a second drive direction.
  • the coupling between actuator assembly and lever mechanism is now made so that the speed ratio between the drive motor and pawl in emergency operation is much higher than in normal operation. This means that at the same engine torque in emergency operation, a higher Aushebekraft, acts on the pawl than in normal operation. This takes into account the fact that it comes in particular in crash-related emergency operation, to deformations that can cause jamming of the closing elements.
  • the increased torque transmission in emergency mode still allows a safe lifting of the pawl.
  • the invention is based on the problem of designing and further developing the known drive arrangement in such a way that a high degree of operational reliability is possible, in particular in the event of a crash with reduced installation space requirements and increased constructional flexibility.
  • a planetary gear can be used in a particularly compact and structurally simple way to realize two different torque ratios.
  • Such a proposed planetary gear is equipped with the transmission elements sun gear, planet carrier and ring gear.
  • the drive assembly for the lifting of the pawl in normal operation has a main motor which is coupled or coupled to a first gear element of the gear elements sun gear, planet carrier and ring gear.
  • the drive assembly is equipped with an auxiliary motor which is coupled to a second transmission element of the gear elements sun gear, planet carrier and ring gear or coupled.
  • the torque ratio between the main engine and pawl and between the auxiliary engine and pawl can be adjusted by appropriate design of the planetary gear specifically.
  • the constructive freedom here is almost unlimited.
  • a further advantage is that the realization of the auxiliary motor results in a certain redundancy to the main engine, so that in case of failure of the main engine, the lifting of the pawl can be taken over by the auxiliary motor.
  • the main motor and the auxiliary motor are each permanently coupled to the respective transmission element in an alternative, which keeps the design effort low.
  • the particularly preferred embodiments according to claims 5 to 9 are directed to advantageous design variants for the drive assembly.
  • a particularly cost-effective embodiment results according to claim 9, characterized in that the auxiliary engine with respect to the main engine emits a comparatively low engine torque, which, however, leads to a comparatively high Aushebekraft due to translation in emergency operation.
  • the auxiliary motor can be designed inexpensively.
  • the auxiliary motor is driven to lift the pawl when an emergency operation, in particular a crash, is detected.
  • the detection of an emergency operation is preferably sensor-based, in particular by a crash sensor.
  • Particularly interesting in the further teaching is the fact that in the event of a crash, the auxiliary motor is driven by the associated drive train, so that in emergency operation with a suitable design correspondingly higher Aushebe concept can act on the pawl.
  • a special control of main engine and auxiliary engine is claimed, which goes back to the above-mentioned, preferred design variants of the engines.
  • it is such that when detecting an emergency operation, in particular a crash, only the auxiliary motor, and not about the main motor, is driven to lift the pawl.
  • the drive assembly 1 is part of the motor vehicle lock 2. It is also conceivable that the drive assembly 1 is formed separately from the motor vehicle lock 2 in the rest.
  • the motor vehicle lock 2 is equipped with the usual closing elements latch 3 and pawl 4, wherein the latch 3 can be brought into an open position, not shown, and in at least one closed position.
  • the lock latch 3 in in the Fig. 1 shown main closed position and can be brought into a Vorsch practitioner.
  • the latch 3 is equipped with a main catch 5 and a pre-catch 6.
  • the receptacle for the closing elements is merely indicated in the drawing in dashed line.
  • the lock latch 3 is in its closed positions in holding engagement with a striker 7 o.
  • the motor vehicle lock 2 is preferably on a motor vehicle door o. The like.
  • the striker 7 o is arranged on the body of the motor vehicle.
  • the pawl 4 is in the in Fig. 1 shown, sunken position in which it holds the latch 3 in the closed position, and in a not shown, excavated position in which it releases the latch 3, brought.
  • the lifting of the pawl 4 is in Fig. 1 connected to a pivoting of the pawl 4 about the pawl axis 4a in the counterclockwise direction, so that the latch bolt 3 to the lock latch axis 3a in Fig. 1 is also pivotable counterclockwise in its open position.
  • the drive assembly 1 is coupled in the illustrated, assembled state via an output element 8 with the pawl 4 to their lifting.
  • the term "coupling” is to be understood here broadly. The example of the coupling between the drive assembly 1 and the pawl 4, this means that any transmission elements between the drive assembly 1 and the pawl 4 may be connected.
  • the output element 8 is configured as an output lever pivotable about an output element axis 8a, a first lever arm 9 facing the planetary gear 12 and a second lever arm 10 of the pawl 4.
  • the coupling between the drive assembly 1 and the pawl 4 is realized here via a protruding from the pawl 4 in the direction of the pawl axis 4a engagement lug 11, with which the second lever arm 10 can be brought into engagement. This is the case when the drive element 8 in Fig. 2 pivots clockwise.
  • a permanent, in particular insoluble coupling is provided between the drive arrangement 1 and the pawl 4.
  • the drive arrangement 1 has a planetary gear 12 with the gear elements sun gear 13, planet carrier 14 and ring gear 15.
  • the planet carrier 14 is, as in Fig. 4 shown equipped in the usual way with planet gears 16. Accordingly, the sun gear 13 meshes with the planet gears 16, which in turn mesh with the ring gear 15.
  • the planetary gear 12 is of conventional construction.
  • the drive assembly 1 has a main motor 17 which is coupled to or coupled to a first gear element, here with the ring gear 15, the gear elements sun gear 13, planet 14 and ring gear.
  • Fig. 4 shows that the ring gear 15 is equipped for this purpose with an outer toothing 18, which serves as a worm wheel for the screw 19 of the main motor 17.
  • the worm gear between the main motor 17 and planetary gear 12 leads, as shown in the drawing, to a particularly compact design.
  • the drive assembly 1 is equipped with an auxiliary motor 20 which is coupled to a second transmission element, here with the sun gear 13, the gear elements sun gear 13, planet gear 14 and ring gear 15 or coupled.
  • the sun gear 13 is arranged on a sun gear plate 21 with a corresponding external toothing 22, as in Fig. 2 is shown.
  • the auxiliary motor 20 is equipped with a worm 23, so that the coupling between the auxiliary motor 20 and planetary gear 12 via a worm gear to be explained yet.
  • the output element 8 is coupled to the third transmission element, here the planet carrier 14, the transmission elements sun gear 13, planet carrier 14 and ring gear 15 or coupled.
  • a transmission element 24 is provided which is connected to the planet carrier 16 and which has a drive contour 25 which acts on the first lever arm 9 of the output element 8.
  • An adjustment of the transmission element 24 in Fig. 2 in the counterclockwise direction causes the drive contour 25 acts on the first lever arm 9 and the output element 8 in Fig. 2 clockwise, lifting the pawl 4, pivots.
  • the first gear element associated with the main motor 17 is the ring gear 15
  • the second gear element associated with the auxiliary motor 20 is the sun gear 13
  • the third gear element associated with the output element 8 is the planet carrier 14 of the planetary gear 12.
  • the main motor 17 is permanently coupled to the first gear element, here with the ring gear 15.
  • the auxiliary motor 20 is permanently coupled to the second transmission element, here with the sun gear 13.
  • the permanent coupling is advantageous because the structural implementation is very easy.
  • the torque transmission between the auxiliary motor 20 and the transmission element associated with the output element 8, here the planet carrier 14, is higher, here and preferably more than five times higher, than the torque ratio between the main motor 17 and the output element 8 associated transmission element, here the planet carrier 14, is.
  • the drive technology coupling between the auxiliary engine 20 and the second transmission element, in this case the sun gear 13, at least one additional torque-transmitting gear stage, here and preferably at least an additional spur gear 25, includes.
  • additional means that in addition to the minimum necessary coupling between the worm 23 of the auxiliary motor 20 and the sun gear 13, a further gear stage 25 is provided.
  • the further gear stage 25 comprises a first spur gear 25a, which is coupled to the worm 23 of the auxiliary motor 20, and a second spur gear 25b, which is coupled to the external toothing 22 of the sun gear disc 21. Both spur gears 25a, 25b are fixedly and axially parallel to each other and rotatable about the axis 25c.
  • auxiliary motor 20 and the driven element 8 associated third gear element here the planetary gear 14, which is preferably more than five times the torque ratio between the main motor 17 and the driven element 8 associated third gear element, here the planet carrier 14 ,
  • the auxiliary motor 20 associated gear ratio even more than fifteen times the corresponding, the main motor 17 associated torque ratio.
  • the above transmission design allows a comparatively weak design of the auxiliary motor 20, wherein at the same time in emergency operation extremely high Aushebe specification on the pawl 4 can be generated.
  • the nominal torque of the main motor 17 is higher, preferably more than five times, more preferably more than seven times, higher than the nominal torque of the auxiliary motor 20.
  • the idling speed of the auxiliary motor 20 is preferably less than the idling speed of the main motor 17th
  • an auxiliary voltage for supplying the auxiliary motor 20 is available in a manner to be explained, which is lower than the supply voltage of the motor vehicle, it is preferably so that the rated voltage of the main motor 17 higher, preferably by more is 1.5 times, more preferably more than twice, higher than the rated voltage of the auxiliary motor 20.
  • a drive control 26 is preferably provided, which in the sense of a clear representation only in Fig. 3 is indicated.
  • the drive controller 26 controls the main motor 17 with a higher supply voltage, preferably with a more than 1.5 times, preferably more than twice, higher supply voltage than is provided in emergency operation for the auxiliary motor 20.
  • the drive control 26 controls the main motor 17 in normal operation and the auxiliary motor 20 in emergency operation so that the engine torque in normal operation higher, preferably higher by more than ten times, than the engine torque in emergency mode. Due to the translation, however, it is so that in emergency operation, the auxiliary motor 17, a higher Aushebekraft, preferably a more than five times higher Aushebekraft, on the pawl 4 exerts than this is accomplished in normal operation by the main motor 17.
  • the main motor 17 and / or the auxiliary motor 20 may be or can be operated unidirectionally.
  • the lifting cycle of the pawl 4 caused by the main motor 17 comprises a forward movement and a return movement of the first gear element, here the ring gear 15.
  • the first gear element here the ring gear 15, and / or the second gear element, here the sun gear 13
  • a control limit 27 is associated or are, in a lifting of the pawl 4 by means of the main motor 17 or the auxiliary motor 20th causes a blockage of the second transmission element and the first transmission element.
  • the control limit 27 defines two end positions of associated transmission element. Further preferably, it is such that the control limit 27 blocks the associated transmission element upon reaching the end position.
  • the first gear element here the ring gear 15, a control limit 27 assigned.
  • the adjusting limiter 27 has a stop element 28 arranged on the ring gear 15, in the movement region of which the two counter-stop elements 29, 30 are located.
  • the control limit 27 limits the forward movement and the return movement of the first gear element, here the ring gear 15, in the context of the lifting cycle caused by the main motor 17.
  • this control limit 27 it is not necessary for emergency operation that the drive technology coupling between the main motor 17 and the first transmission element, here the ring gear 15, is self-locking.
  • the drive technology coupling between the main motor 17 and the first gear element, here the ring gear 15, is not self-locking and the first gear element, here the ring gear 15, a control limit 27 is assigned.
  • the drive technology coupling between the auxiliary motor 20 and the second transmission element, here the sun gear 13 is self-locking.
  • an adjustment limit is also assigned to the second transmission element, in this case the sun gear 13.
  • the ring gear 15 by means of the main motor 17 in Fig. 4 Swing clockwise until the stop element 28 moves into the counter-stop element 30.
  • the sun gear 13 is fixed via the auxiliary motor 20 and the gear stage 25, so that the planet carrier in Fig. 4 pivots clockwise.
  • the return movement in the context of this lifting cycle can be achieved by a corresponding control of the main motor 17. This return movement is limited by the control limit 27, namely by the contact between the stop element 28 and the counter-stop element 29th
  • the auxiliary motor 20 is driven. Due to the non-self-locking coupling between the main motor 17 and ring gear 15, the drive of the auxiliary motor 20 with a pivoting of the sun gear 13 in Fig. 4 connected in a clockwise direction. This is first with a pivoting of the ring gear 15 in Fig. 4 connected in a clockwise direction until the stop member 28 runs in the counter-stop member 30. Subsequently, there is a transmission of the drive torque to the planet 14, so that the planet carrier 14 in Fig. 4 pivots clockwise. This corresponds to a pivoting of the transmission element 24 in FIG Fig. 2 counterclockwise, which in turn leads to the output element 8 to a lifting of the pawl 4.
  • control limit 27 of the ring gear 15 is the fact that prior to the transmission of drive torque to the planet 14 of the auxiliary motor 20 performs a kind of freewheel, namely until the stop member 28 runs in the counter-stop member 30.
  • This freewheel can be advantageous depending on the design of the auxiliary motor 20, since it allows a start-up of the auxiliary motor 20 at low load of the auxiliary motor 20. This opens up further degrees of freedom in the selection of the auxiliary motor 20.
  • the drive assembly 1 is equipped with a housing 33 which may be part of the housing of the motor vehicle lock 2. It is also conceivable that the housing 33 of the drive assembly 1 is configured separately from the housing of the motor vehicle lock 2 otherwise.
  • the housing 33 of the drive assembly 1 receives all gear elements, here the sun gear 13, the planet carrier 14 and the ring gear 15. However, the transmission element 24 and the output element 8 are arranged outside the housing 33. This allows the housing 33rd largely encapsulate the drive assembly 1 to the required for the coupling of the transmission element 24 opening.
  • the housing 33 is designed in two parts and has two half-shells, of which only one is shown in the drawing.
  • the above motor vehicle lock 2 is claimed as such. Reference may be made to all the above explanations, provided that they are suitable for describing the motor vehicle lock 2.
  • the motor vehicle lock 2 is preferably equipped with an above-mentioned drive control 26. Furthermore, it may be advantageous that the motor vehicle lock 2 has an auxiliary voltage source 31, which is provided for the supply of the auxiliary motor 20 in emergency operation, wherein the auxiliary voltage of the auxiliary voltage source 31 is smaller than the supply voltage of the motor vehicle.
  • the auxiliary voltage source 31 is only in Fig. 3 indicated.
  • a method for controlling a proposed motor vehicle lock 2 is claimed. It is essential that the auxiliary motor 20 is driven to lift the pawl 4 when an emergency operation, in particular a crash, is detected.
  • an emergency operation is detected based on a sensor signal, here and preferably based on a sensor signal of a crash sensor 32.
  • a crash sensor 32 is also only in Fig. 3 indicated.
  • the main motor 17 in normal operation and the auxiliary motor 20 are controlled in emergency operation so that the engine torque in Normal operation higher, preferably by more than ten times higher than the engine torque in emergency mode, but with the translation due to emergency operation of the auxiliary motor 20, a higher Aushebekraft, preferably by more than five times higher Aushebekraft, on the pawl 4 exerts than in normal operation for the main engine 17 is the case.

Landscapes

  • Lock And Its Accessories (AREA)
  • Retarders (AREA)

Claims (15)

  1. Agencement d'entraînement pour une serrure de véhicule automobile (2), la serrure de véhicule automobile (2) présentant, parmi les éléments de serrure, un pêne de serrure (3) et un cliquet d'arrêt (4), le pêne de serrure (3) pouvant être amené dans une position d'ouverture et dans au moins une position de fermeture, le cliquet d'arrêt (4) pouvant être amené dans une position rentrée dans laquelle il retient le pêne de serrure (3) dans la position de fermeture, et dans une position sortie dans laquelle il libère le pêne de serrure (3), l'agencement d'entraînement (1), dans l'état monté, étant ou pouvant être accouplé au cliquet d'arrêt (4) par le biais d'un élément de prise de force (8) en vue de le soulever,
    l'agencement d'entraînement (1) présentant un engrenage planétaire (12) avec, comme éléments d'engrenage, une roue solaire (13), un porte-satellites (14) et une couronne dentée (15) et que l'agencement d'entraînement (1) présente, pour soulever le cliquet d'arrêt (4) en mode normal, un moteur principal (17) qui est ou peut être accouplé à un premier élément d'engrenage parmi les éléments d'engrenage constitués par la roue solaire (13), le porte-satellites (14) et la couronne dentée (15) et que l'agencement d'entraînement (1) présente, pour soulever le cliquet d'arrêt (4), en mode de secours, en particulier en cas de collision, un moteur auxiliaire (20) qui est ou peut être accouplé à un deuxième élément d'engrenage parmi les éléments d'engrenage constitués par la roue solaire (13), le porte-satellites (14) et la couronne dentée (15).
  2. Agencement d'entraînement selon la revendication 1, caractérisé en ce que l'élément de prise de force (8) est ou peut être accouplé au troisième élément d'engrenage parmi les éléments d'engrenage constitués par la roue solaire (13), le porte-satellites (14) et la couronne dentée (15), de préférence en ce que l'élément de prise de force (8) fait partie du troisième élément d'engrenage parmi les éléments d'engrenage constitués par la roue solaire (13), le porte-satellites (14) et la couronne dentée (15).
  3. Agencement d'entraînement selon la revendication 1 ou 2, caractérisé en ce que le premier élément d'engrenage est la couronne dentée (15), le deuxième élément d'engrenage est la roue solaire (13) et le troisième élément d'engrenage est le porte-satellites (14) de l'engrenage planétaire (12).
  4. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que le moteur principal (15) est accouplé en permanence au premier élément d'engrenage, et/ou en ce que le moteur auxiliaire (20) est accouplé en permanence au deuxième élément d'engrenage.
  5. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que la démultiplication de couple entre le moteur auxiliaire (20) et l'élément d'engrenage associé à l'élément de prise de force (8) est supérieure, de préférence plus de cinq fois supérieure, à la démultiplication de couple entre le moteur principal (17) et l'élément d'engrenage associé à l'élément de prise de force (8).
  6. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que l'accouplement mécanique d'entraînement entre le moteur auxiliaire (20) et le deuxième élément d'engrenage comprend au moins un étage d'engrenage à démultiplication de couple supplémentaire (25), en particulier au moins un étage d'engrenage à pignon droit supplémentaire (25).
  7. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce que le couple nominal du moteur principal (17) est supérieur, de préférence plus de cinq fois supérieur, au couple nominal du moteur auxiliaire (20) et/ou en ce que la tension nominale du moteur principal (17) est supérieure, de préférence plus de 1,5 fois supérieure, encore plus préférablement plus de deux fois supérieure, à la tension nominale du moteur auxiliaire (20).
  8. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une commande d'entraînement (26) est prévue, laquelle, en mode normal, commande le moteur principal (17) avec une tension d'alimentation supérieure, de préférence une tension d'alimentation plus de 1,5 fois supérieure, plus préférablement de deux fois supérieure à la tension d'alimentation en mode de secours du moteur auxiliaire (20).
  9. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une commande d'entraînement (26) est prévue, laquelle commande le moteur principal (17) en mode normal et le moteur auxiliaire (20) en mode de secours de telle sorte que le couple moteur du moteur principal (17) en mode normal soit supérieur, de préférence soit plus de dix fois supérieur, au couple moteur du moteur auxiliaire (20) en mode de secours, en ce que toutefois du fait de la démultiplication, en mode de secours, le moteur auxiliaire (20) exerce sur le cliquet d'arrêt (4) une force de soulèvement supérieure, de préférence une force de soulèvement plus de cinq fois supérieure, par rapport au moteur principal (17) en mode normal.
  10. Agencement d'entraînement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une limitation de réglage (27) est associée au premier élément d'engrenage et/ou au deuxième élément d'engrenage, laquelle provoque, lors d'un soulèvement du cliquet d'arrêt (4) au moyen du moteur principal (17) ou du moteur auxiliaire (20), un blocage du deuxième élément d'engrenage ou du premier élément d'engrenage, de préférence en ce que la limitation de réglage (27) définit deux positions de fin de course de l'élément d'engrenage associé, de préférence en ce que la limitation de réglage (27) bloque l'élément d'engrenage associé une fois que la position de fin de course est atteinte.
  11. Agencement d'entraînement selon la revendication 10, caractérisé en ce que l'accouplement technique d'entraînement entre le moteur principal (17) et le premier élément d'engrenage n'est pas autobloquant, et une limitation de réglage (27) est associée au premier élément d'engrenage, et/ou en ce que l'accouplement technique d'entraînement entre le moteur auxiliaire (20) et le deuxième élément d'engrenage est autobloquant.
  12. Serrure de véhicule automobile comprenant les éléments de fermeture constitués par un pêne de serrure (3) et un cliquet d'arrêt (4), le pêne de serrure (3) pouvant être amené dans une position d'ouverture et dans au moins une position de fermeture, le cliquet d'arrêt (4) pouvant être amené dans une position rentrée dans laquelle il retient le pêne de serrure (3) dans la position de fermeture, et dans une position sortie dans laquelle il libère le pêne de serrure (3), un agencement d'entraînement (1) étant ou pouvant être accouplé par le biais d'un élément de prise de force (8) au cliquet d'arrêt (4) en vue de le soulever,
    caractérisée en ce que
    l'agencement d'entraînement (1) est configuré selon l'une quelconque des revendications précédentes.
  13. Procédé pour commander une serrure de véhicule automobile (2) selon la revendication 12,
    caractérisé en ce que
    le moteur auxiliaire (20) est commandé pour soulever le cliquet d'arrêt (4) lorsqu'un mode de secours, en particulier une collision est détectée.
  14. Procédé selon la revendication 13, caractérisé en ce qu'en mode normal, le moteur principal (17) est commandé avec une tension d'alimentation supérieure, de préférence une tension d'alimentation plus de 1,5 fois supérieure, plus préférablement de deux fois supérieure à la tension d'alimentation en mode de secours du moteur auxiliaire (20).
  15. Procédé selon la revendication 13 ou 14,
    caractérisé en ce que le moteur principal (17) en mode normal et le moteur auxiliaire (20) en mode de secours sont commandés de telle sorte que le couple moteur en mode normal soit supérieur, de préférence soit plus de dix fois supérieur, au couple moteur en mode de secours, en ce que toutefois du fait de la démultiplication, en mode de secours, le moteur auxiliaire (20) exerce sur le cliquet d'arrêt (4) une force de soulèvement supérieure, de préférence une force de soulèvement plus de cinq fois supérieure, par rapport au moteur principal (17) en mode normal.
EP14183229.5A 2013-10-04 2014-09-02 Agencement d'entraînement pour une serrure de véhicule automobile Not-in-force EP2857616B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013111039.8A DE102013111039A1 (de) 2013-10-04 2013-10-04 Antriebsanordnung für ein Kraftfahrzeugschloss

Publications (3)

Publication Number Publication Date
EP2857616A2 EP2857616A2 (fr) 2015-04-08
EP2857616A3 EP2857616A3 (fr) 2016-07-13
EP2857616B1 true EP2857616B1 (fr) 2017-11-15

Family

ID=51429195

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14183229.5A Not-in-force EP2857616B1 (fr) 2013-10-04 2014-09-02 Agencement d'entraînement pour une serrure de véhicule automobile

Country Status (3)

Country Link
EP (1) EP2857616B1 (fr)
DE (1) DE102013111039A1 (fr)
ES (1) ES2654491T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021063440A1 (fr) 2019-10-02 2021-04-08 Kiekert Ag Ensemble d'entraînement pour serrure de véhicule automobile

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202015104678U1 (de) * 2015-09-03 2016-12-06 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102016115439A1 (de) * 2016-08-19 2018-02-22 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
DE102018125644A1 (de) * 2018-10-16 2020-04-16 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102019115273A1 (de) * 2019-06-06 2020-12-10 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102020121519A1 (de) 2020-08-17 2022-02-17 Kiekert Aktiengesellschaft Elektrisch betreibbare Vorrichtung für ein Kraftfahrzeugzugangssystem
DE102021127452A1 (de) 2021-10-22 2023-04-27 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss insbesondere Kraftfahrzeug-Türschloss
DE102023105178A1 (de) 2023-03-02 2024-09-05 Kiekert Aktiengesellschaft Zuzieheinrichtung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19710531B4 (de) 1997-03-14 2007-01-18 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeug-Türschloß
DE19935589A1 (de) * 1999-08-02 2001-02-15 Bosch Gmbh Robert Kraftfahrzeug-Türschloß o. dgl.
DE10251382A1 (de) * 2002-11-01 2004-05-13 Siemens Ag Verfahren zur Betätigung einer Sperrklinke in einem Schloss mit Drehfalle für ein Kraftfahrzeug
DE10332446A1 (de) * 2003-07-17 2005-02-10 Kiekert Ag Kraftfahrzeugtürverschluss

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021063440A1 (fr) 2019-10-02 2021-04-08 Kiekert Ag Ensemble d'entraînement pour serrure de véhicule automobile
DE102019126570A1 (de) * 2019-10-02 2021-04-08 Kiekert Aktiengesellschaft Antriebsanordnung für ein Kraftfahrzeugschloss

Also Published As

Publication number Publication date
ES2654491T3 (es) 2018-02-13
EP2857616A2 (fr) 2015-04-08
EP2857616A3 (fr) 2016-07-13
DE102013111039A1 (de) 2015-04-09

Similar Documents

Publication Publication Date Title
EP2857616B1 (fr) Agencement d'entraînement pour une serrure de véhicule automobile
EP2245247B1 (fr) Serrure de porte de véhicule automobile
DE19906997C2 (de) Kraftfahrzeug-Türschloß, -Haubenschloß oder -Klappenschloß
EP1603213B1 (fr) Ensemble moteur pour un composant d'un véhicule
EP1091061A2 (fr) Dispositif d'assistance à l'ouverture des serrures de porte
DE102009021297A1 (de) Kraftfahrzeugschloss
DE19710531A1 (de) Kraftfahrzeug-Türschloß
EP2291568A1 (fr) Dispositif de verrouillage comportant deux cliquets et un mécanisme de commande à entraînement motorisé
EP3697987A1 (fr) Serrure de porte de véhicule à moteur
DE102021113313A1 (de) Verschlussverriegelungsanordnung, die mit einem einzelratschen-/klinken-verriegelungsmechanismus und einem kraftverriegelungs-freigabemechanismus mit einem zweistufigen getriebezug ausgestattet ist
DE102016115439A1 (de) Kraftfahrzeugschlossanordnung
WO2019076404A1 (fr) Serrure de porte de véhicule à moteur
DE102019130396A1 (de) Vorrichtung zum Betätigen einer Parksperre in einem Automatik-Getriebe eines Kraftfahrzeuges
EP3321456A1 (fr) Serrure de véhicule automobile
DE102018214355A1 (de) Schloss für eine Motorhaube eines Fahrzeugs
DE19924458B4 (de) Kraftfahrzeug-Türschließeinrichtung
DE10042191B4 (de) Kraftfahrzeug-Türschloß mit gesteuertem Stellelement
DE202006010697U1 (de) Antriebsanordnung zur motorischen Verstellung einer Kraftfahrzeugklappe oder -tür
DE10331497B4 (de) Kraftfahrzeugtürverschluss
EP3841265B1 (fr) Serrure de véhicule automobile, en particulier serrure de véhicule automobile pouvant être actionnée de manière électrique
DE102017101703A1 (de) Schloss mit Zuzieheinrichtung für ein Kraftfahrzeug
EP3798393A1 (fr) Dispositif de commande d'urgence destiné à l'ouverture manuelle d'une porte de véhicule
EP3697990B1 (fr) Serrure de véhicule automobile
DE102006040741A1 (de) Abtriebsschnittstelle
WO2019063040A1 (fr) Serrure de véhicule à moteur

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: 20140902

AK Designated contracting states

Kind code of ref document: A2

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

AX Request for extension of the european patent

Extension state: BA ME

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

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

AX Request for extension of the european patent

Extension state: BA ME

RIC1 Information provided on ipc code assigned before grant

Ipc: E05B 81/06 20140101ALI20160603BHEP

Ipc: E05B 77/02 20140101ALI20160603BHEP

Ipc: E05B 81/14 20140101AFI20160603BHEP

Ipc: E05B 81/38 20140101ALI20160603BHEP

Ipc: E05B 81/42 20140101ALI20160603BHEP

R17P Request for examination filed (corrected)

Effective date: 20170113

RBV Designated contracting states (corrected)

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

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RIC1 Information provided on ipc code assigned before grant

Ipc: E05B 81/14 20140101AFI20170227BHEP

Ipc: E05B 81/38 20140101ALI20170227BHEP

Ipc: E05B 77/02 20140101ALI20170227BHEP

Ipc: E05B 81/42 20140101ALI20170227BHEP

Ipc: E05B 81/06 20140101ALI20170227BHEP

INTG Intention to grant announced

Effective date: 20170316

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

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

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

Ref country code: AT

Ref legal event code: REF

Ref document number: 946450

Country of ref document: AT

Kind code of ref document: T

Effective date: 20171115

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502014006219

Country of ref document: DE

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2654491

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20180213

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20171115

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180215

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180216

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180215

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502014006219

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

26N No opposition filed

Effective date: 20180817

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20180930

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180902

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180902

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180930

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180930

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20140902

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20171115

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20171115

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180315

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20200812

Year of fee payment: 7

Ref country code: CZ

Payment date: 20200826

Year of fee payment: 7

Ref country code: GB

Payment date: 20200826

Year of fee payment: 7

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 946450

Country of ref document: AT

Kind code of ref document: T

Effective date: 20190902

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20200812

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190902

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20200930

Year of fee payment: 7

Ref country code: ES

Payment date: 20201015

Year of fee payment: 7

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502014006219

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20210902

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210902

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210902

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210930

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220401

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20221028

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210902

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210903