EP2880232A2 - Ensemble de serrure de véhicule automobile - Google Patents

Ensemble de serrure de véhicule automobile

Info

Publication number
EP2880232A2
EP2880232A2 EP13742222.6A EP13742222A EP2880232A2 EP 2880232 A2 EP2880232 A2 EP 2880232A2 EP 13742222 A EP13742222 A EP 13742222A EP 2880232 A2 EP2880232 A2 EP 2880232A2
Authority
EP
European Patent Office
Prior art keywords
actuating lever
pawl
lever
arrangement
motor vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13742222.6A
Other languages
German (de)
English (en)
Other versions
EP2880232B2 (fr
EP2880232B1 (fr
Inventor
David Rosales
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
Family has litigation
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Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2880232A2 publication Critical patent/EP2880232A2/fr
Application granted granted Critical
Publication of EP2880232B1 publication Critical patent/EP2880232B1/fr
Publication of EP2880232B2 publication Critical patent/EP2880232B2/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • 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
    • E05B77/12—Automatic locking or unlocking at the moment of collision
    • 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
    • E05B77/54—Automatic securing or unlocking of bolts triggered by certain vehicle parameters, e.g. exceeding a speed threshold
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C3/00—Fastening devices with bolts moving pivotally or rotatively
    • E05C3/12—Fastening devices with bolts moving pivotally or rotatively with latching action
    • E05C3/16—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C3/00—Fastening devices with bolts moving pivotally or rotatively
    • E05C3/12—Fastening devices with bolts moving pivotally or rotatively with latching action
    • E05C3/16—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch
    • E05C3/22—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch the bolt being spring controlled
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a motor vehicle lock arrangement with the features of the preamble of claim 1, a motor vehicle lock having the features of the preamble of claim 15 and a door handle having the features of the preamble of claim 16.
  • the motor vehicle lock arrangement in question is in any case equipped with a motor vehicle lock.
  • the motor vehicle lock arrangement is also regularly equipped with a door handle, in particular with a door inside handle and / or outside door handle, in order to be able to open the motor vehicle lock via a corresponding user operation.
  • the term "motor vehicle lock” is to be construed broadly in this case.It covers all types of door locks, hood locks or flap locks. In the present case, the focus is on the motor vehicle lock associated with a door of a motor vehicle.This is not restrictive.
  • crash safety of the motor vehicle lock arrangement in question is becoming increasingly important today. It is in the present sense to ensure that the doors of the motor vehicle do not jump open due to the high crash accelerations occurring in the event of a crash.
  • a side impact can, for example, cause an outside door handle to "stand still” due to its inertia, resulting overall in a relative movement between the outside door handle and the vehicle door. The result is a self-acting and of course undesired actuation process due to the crash accelerations.
  • the well-known motor vehicle lock arrangement (DE 20 2009 017 667 Ul), from which the invention proceeds, is equipped with a motor vehicle lock having the usual closing elements lock latch and Sperrkiinke, wherein the pawl can be lifted in a likewise conventional manner by means of an actuating lever.
  • a switchable coupling arrangement is regularly arranged between the actuating lever and the pawl, via which, depending on the lock state of the motor vehicle lock, a drive connection between the actuating lever and the pawl can be produced or separated.
  • a separate from the operating lever crash element is provided in the known motor vehicle lock assembly, which blocks the operating lever in the event of a crash.
  • the invention is based on the problem, the known motor vehicle lock assembly to design and further develop that the crash safety is increased in terms of unwanted, crash-related lifting of the pawl.
  • the actuating lever cooperates in a very specific way with the coupling arrangement between the actuating lever and the pawl, namely such that the actuating lever disengages the engaged clutch assembly when adjusted in its unactuated state and disengages the disengaged coupling arrangement in the disengaged state and that Engaging the clutch assembly locks during its unactuated state and releases only in the course of its operation.
  • this interaction between the actuating lever and the clutch arrangement ensures that the clutch assembly is always disengaged when the operating lever is unactuated.
  • the preferred embodiments according to claims 3 to 5 relate to preferred Au s! variants, which ensure that the operating lever can perform an idle stroke at most by crash-induced accelerations.
  • the coupling arrangement is part of a lock mechanism which is locked and unlocked in a conventional manner. These are regularly stationary states, which are preferably set via a central locking lever.
  • the further preferred embodiments according to claims 7 to 11 relate to advantageous variants for the realization of Caribbeanw i rkens between the actuating lever and the clutch assembly.
  • claims 8 to 1 1 this finds a transmission lever application, with a simple way a predetermined translation behavior can be adjusted so that the release of the clutch assembly can take place in a very first operating portion of the actuating movement.
  • a particularly easy to implement embodiment of the transmission lever shows claim 1 1, after which the transmission lever is designed in a variant of the manner of a leg spring.
  • the motor vehicle lock of the proposed motor vehicle suspension arrangement is claimed as such. All variants explained here with the associated advantages to the motor vehicle lock arrangement are applicable to the motor vehicle lock.
  • a door handle for lifting the pawl of a motor vehicle lock is claimed as such.
  • Such a door handle is preferably coupled in the mounted state via a Bowden cable with the motor vehicle lock.
  • an actuating lever of the door handle is provided for lifting the pawl, wherein between the actuating lever and the pawl, so in the drive train between the actuating lever and the pawl, a switchable coupling arrangement of the door handle is arranged on the engaged state in a drive connection between the actuating lever and the pawl can be produced and in the disengaged state, the drive connection between the actuating lever and the pawl is separable.
  • the actuating lever cooperates with the clutch assembly such that the actuating lever disengages the engaged clutch assembly in its unactuated state disengages the disengaged clutch assembly in the disengaged state and locks the engagement of the clutch assembly during its unactuated state and only in As part of his operation releases.
  • the further teaching corresponds to the functional principle of the proposed motor vehicle lock arrangement, wherein in any case the actuating lever and possibly also the coupling arrangement are accommodated in the door handle.
  • the actuating lever and possibly also the coupling arrangement are accommodated in the door handle.
  • the coupling arrangement may be on all statements on the proposed motor vehicle lock arrangement ver.
  • the invention will be explained in more detail with reference to a drawing illustrating only exemplary embodiments. In the drawing shows
  • FIG. 2 shows the arrangement of FIG. 1 in normal operation at schbetätigtem
  • FIG. 3 shows the arrangement of FIG. 1 in normal operation at vollbetätigtem
  • FIG. 4 shows the arrangement according to FIG. 1 in the event of a crash in the event of a crash-actuated operating lever
  • FIG. 5 shows the arrangement of FIG. 1 in normal operation with a in the
  • Locking position located central locking lever
  • the proposed motor vehicle lock arrangement is equipped with a motor vehicle lock.
  • the motor vehicle lock is equipped with the usual closing elements latch 1 and pawl 2, wherein the latch 1 is adjustable in an open position, in a main closing position shown in the drawing and possibly in a Vorsch practitioner.
  • the lock catch 1 acts likewise in the usual way. with a in Fig. 1 only indicated locking wedge 3 o. The like. Together, which is preferably arranged body-fixed.
  • the pawl 2 can be brought into the position shown in Figs. 1, 2 and 4 to 6, sunken position in which it holds the latch 1 in the respective closed position.
  • the pawl 2 is biased here and preferably in its retracted position and can be brought into an excavated position in which it is out of engagement with the latch (FIG. 3), so that the latch 1 in FIG. 3 pivot counterclockwise into the open position can.
  • an operating lever 4 is provided for lifting the pawl 2, for lifting the pawl 2, an operating lever 4 is provided.
  • the actuating lever 4 is an external operating lever, which is transmitted via a power transmission element, here via a Bowden cable 5, to an outside door handle 17 only indicated in FIG.
  • a power transmission element here via a Bowden cable 5
  • the pawl 2 can be lifted via an operation of the outside door handle 17, provided that the still to be explained lock state of Kra ftGermanschiff.
  • a switchable coupling assembly 6 is arranged between the actuating lever 4 and the pawl 2. This means that the clutch assembly 6 is located in the drive train between the operating lever 4 and pawl 2.
  • the coupling arrangement 6 In the engaged state (FIGS. 2, 3), the coupling arrangement 6 here establishes a drive connection between the actuating lever 4 and the pawl 2.
  • the disengaged state FIGGS. 1, 4 to 6
  • the coupling arrangement 6 separates the drive connection between actuating lever 4 and pawl 2.
  • the clutch assembly 6 is drivingly located between the operating lever 4 and a pawl lever 7, which in turn acts on the pawl 2.
  • a lifting of the pawl 2 thus takes place via the actuating lever 4 and the pawl lever. 7
  • the clutch assembly 6 is equipped with an adjustable coupling element 6a, which is designed in a manner yet to be explained as a resilient bendable wire.
  • the coupling element 6a has two parallel, blocking ratchet lever-side control edges 8 and on the other hand associated with an operating lever side control edge 9.
  • control edges 8, 9 are aligned substantially perpendicular to the extension of the wire-shaped coupling element 6a.
  • the respectively transmitted force is oriented substantially perpendicular to the extension of the wire-shaped coupling element 6a.
  • the coupling element 6a is now in a disengaged position (Fig. 1) can be brought, in which it is in any case disengaged from the operating lever side control edge 9, so that the actuating lever 4 in its operation, in the drawing counterclockwise, would basically perform a no-load, if the coupling element 6a would remain in its disengaged position.
  • the coupling element 6a can also be adjusted into a coupling position (FIG. 2) in which it engages or can be brought into engagement both with the locking-pawl-side control edges 8 and with the control-lever-side control edge 9.
  • the coupling element 6a provides here a drive connection between the actuating lever 4 and the pawl lever 7 and thus to the pawl 2 ago. An actuation of the actuating lever 4 leads to the lifting of the pawl 2, as shown in Fig. 3.
  • the actuating lever 4 cooperates with the coupling arrangement 6 in such a way that the actuating lever 4 disengages the possibly engaged clutch arrangement 6 when adjusted to its unactuated state (FIG. 1) and leaves the possibly disengaged clutch arrangement 6 in the disengaged state and the engagement of the clutch arrangement 6 during its unactuated state blocks and releases only in the course of its operation (Fig. 2, 3). How this is done in detail is explained below. It is essential, first, that an adjustment of the actuating lever 4 in its unactuated state (FIG. 1) always ends with the disengaged coupling arrangement 6.
  • locking the Einkuppeins the clutch assembly * 4 is widely understood in the present case. It generally means that the engagement of the clutch assembly 6 is prevented, wherein a power flow between the operating lever 4 and the Kupplungselemcnt 6a need not be provided constantly.
  • the coupling element 6a is temporarily held in the disengaging position within the scope of a central locking function to be explained, so that the engagement by the actuating lever 4 is still blocked, but there is no adhesion between the actuating lever 4 and the coupling element 6a. In that regard, in the locked state even a certain clearance between the operating lever 4 and the coupling element 6a may be present.
  • the clutch assembly 6 here and preferably spring-driven in the course of actuation of the actuating lever 4 is engageable such that the pawl 2 in normal operation by a further actuation of the actuating lever 4 can be lifted.
  • a complete actuating stroke thus initially comprises the engagement of the clutch assembly 6 and then the lifting of the pawl 2, provided that the operation of the actuating lever 4 in normal operation, ie with a normal Betuschistsge- speed.
  • the term "normal operation" is different in the present case from the operation in the event of a crash. The normal operation is characterized in particular by the fact that the actuation of the actuating lever with normal operating speed, which is usually due to a manual user operation, takes place.
  • the engagement of the clutch assembly 6 is due to inertia always with a certain delay after release by the actuating lever 4.
  • the inertial behavior of the coupling element 6a and the components involved in the adjustment of the coupling element 6a plays the essential role.
  • the inertia-related delay when engaging the clutch assembly 6 is proposed to be used to convert a crash-related, unwanted operation of the operating lever 4 in a no-lift. Specifically, it is proposed that upon actuation of the actuating lever 4 with an operating speed which is above a predetermined limit speed, here and preferably by crash occurring in the event of a crash acceleration, the operating lever 4 performs an idle stroke because of here and preferably inertia delayed Einkuppeins the clutch assembly 6. This is shown in Fig. 4.
  • the actuation of the actuating lever 4 comprises a release stroke, which is accompanied by the release of the clutch assembly 6 for engaging.
  • the release stroke results from the transition from Fig. 1 to Fig. 2.
  • the actuation of the actuating lever 4 comprises a tripping stroke, which is accompanied - in the meantime - engaged clutch assembly 6 with the lifting of the pawl 2.
  • the tripping stroke results from the transition from FIG. 2 to FIG. 3.
  • the tripping stroke directly adjoins the release stroke.
  • the design of the release stroke, in particular the expansion of the release stroke is of particular importance for the proposed solution. if a crash-induced actuation of the actuating lever 4 is to be converted into an idle stroke.
  • the time required to pass through the release hub is less than that for coupling particular inertia needed time.
  • the engagement of the clutch assembly 6 is therefore not completed, so that no release of the pawl 2 takes place in the release stroke.
  • the operating lever 4 executes an idle stroke (FIG. 4).
  • the coupling arrangement 6 can be provided exclusively for increasing the crash safety in the above sense.
  • the clutch assembly 6 but also used for setting lock states of the motor vehicle lock.
  • the coupling assembly 6 is part of a lock mechanism 10, which serves to set different lock states.
  • the lock mechanism 10 is in at least one locking state in which the clutch assembly 6 is disengaged, and in at least one unlocking state in which the clutch assembly 6 is engaged brought.
  • the lock mechanism 10 can preferably be brought into the respective states by motor, which basically corresponds to a central locking function.
  • the lock mechanism 10 is preferably provided with a central locking ungshebel 1 1 equipped, which is merely indicated in Fig. 5.
  • the Zentra 1 verri egel ungshebel 1 1 is in the locking position shown in Fig. 5 and in a not shown Entri gelation stel 1 ung brought, the central locking lever 1 1 disengages the clutch assembly 6 in its locking position.
  • the central locking lever 1 1 In its unlocking position, not shown, which corresponds, starting from the position shown in Fig. 5, an upwardly pivoted position, the central locking lever 1 1, the engagement of the clutch assembly 6 is preferably free.
  • the fact that the actuating lever 4 and the central locking lever 11 act on the coupling arrangement 6 in the manner of an OR connection is interesting in the exemplary embodiment shown, which is preferred. As long as the operating lever 4 is in its unactuated state or the central locking lever 1 1 in its locking ungsstel 1 is un, the clutch assembly 6 is necessarily in its disengaged state.
  • the actuating lever 4 it is conceivable for the actuating lever 4 to interact directly with the coupling element 6a in order to block the engagement of the coupling arrangement 6.
  • the actuating lever 4 cooperates with the coupling arrangement 6 via a transmission arrangement 12.
  • the transmission assembly 12 is designed as a translation arrangement such that an actuating lever side initiated movement is transferred into a larger coupling element side derived movement.
  • a particularly simple way of realizing the transmission arrangement 12 consists of equipping the transmission arrangement 12 with a pivotable transmission lever 13, so that the actuating lever 4 is coupled via the pivotable transmission lever 13 to the coupling arrangement 6, here to the coupling element 6a.
  • the transmission lever 13 can basically be pivotally articulated stationary. Here and preferably, however, the transmission lever 13 is articulated pivotably on the actuating lever 4 about a transmission lever axis 13a.
  • a stop 14 is provided, with which the transmission lever 13 comes into engagement with an adjustment of the actuating lever 4 in its unactuated state and disengages the clutch assembly 6 and disengages the clutch assembly 6 blocks.
  • a first lever arm 15 engages with the stop 14 (Fig. 2), resulting in a pivoting of the transmission lever 13 about its axis 13a in Fig. 2 against the Clockwise leads.
  • a second lever arm 16 of the transmission lever 13 presses the Coupling element 6a in Fig. 2 down, ie in the disengaged position, so that when reaching the state shown in Fig. 1, a clutch engagement of the clutch assembly 6 via the transmission lever 13 is locked.
  • the effective stop lever arm 15 is shorter than the effective clutch-side lever arm 16.
  • the two lever arms 15, 16 extend in different directions from the transmission lever axis 13a.
  • Fig. 1 shows that the two lever arms 15, 16 even extend in substantially opposite directions from the transmission lever axis 13a.
  • the transmission lever 13 may be a simple plastic or sheet metal part.
  • a particularly cost-producible variant shows the illustration of FIG. 6, in which the transmission lever 13 is configured from a resiliently flexible wire or strip.
  • the transmission lever 13 is configured in the manner of a leg spring, wherein the one spring leg provides the stop-side lever arm 15 and the other spring leg the coupling-side lever arm 16.
  • the spring coils of the leg spring as shown in Fig. 6, the pivot axis 13 a of the transmission lever 13 on the operating lever 4 ready.
  • the coupling arrangement 6 has an adjustable coupling element 6a, which is adjustable in a coupling position corresponding to the engaged state and in a disengaged state corresponding disengaging position.
  • the coupling element 6a is here and preferably a resiliently bendable wire or strip, which is bendable between the coupling position and the disengaging position.
  • Particularly advantageous is the fact that the coupling element 6a can be biased by its own spring elasticity in the coupling position.
  • the above-mentioned, spring-driven engagement of the clutch assembly 6 can be achieved in a particularly simple manner.
  • the operating lever side control edge 9 passes the coupling element 6a before the coupling element 6a has reached the engaged position. Accordingly, there is no drive connection between the operating lever 4 and the pawl lever 7, so that the actuating lever 4, as shown in Fig. 4, executes a no-lift.
  • the locking pawl lever 7 is pivotable about a pawl axis 7a, which is concentrically aligned with the actuating lever axis 4a of the actuating lever 4.
  • the coupling element 6a is preferably part of a vision kelfeder whose spring coils are aligned here and preferably parallel to the actuating lever axis 4a.
  • the latch axis la and the pawl axis 2a are aligned parallel to one another but perpendicular to the actuating lever axis 4a.
  • the pivot axis, not shown, of the central locking lever 11 is here and preferably aligned parallel to the actuating axis 4a. This results in a total arrangement in which in particular the operating lever 4 and the pawl lever 7 can nest together in a space-saving manner.
  • actuating lever 4 as mentioned above in the illustrated and thus far preferred exemplary embodiment is an external operating lever of the motor vehicle lock, which can be actuated via an outside door handle 17.
  • a door handle 17, in particular an outside door handle 17, is provided and that in any case the actuating lever 4, preferably also the coupling arrangement 6, is or are part of the door handle 17 and / or housed in the door handle 17 or . are.
  • the actuating lever 4 is then part of a handle of the door handle 17 or the handle itself.
  • the door handle 17, in particular the actuating lever 4 via the coupling arrangement 6, is then preferably by means of a Bowden o. The like.
  • the motor vehicle lock of the proposed motor vehicle lock arrangement is claimed as such.
  • the motor vehicle lock assembly which are suitable to describe the motor vehicle lock as such, may be referenced.
  • all the variants explained to the proposed motor vehicle lock arrangement, insofar as they relate to the motor vehicle lock, can be applied correspondingly to the further teaching.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un ensemble de serrure de véhicule automobile pourvu d'une serrure de véhicule automobile. La serrure de véhicule automobile comporte comme éléments de fermeture un loquet (1) et un cliquet d'arrêt (2). Le loquet (1) de la serrure peut être déplacé dans une position d'ouverture, dans une position de fermeture principale et éventuellement dans une position de pré-fermeture. Le cliquet d'arrêt (2) peut être déplacé dans une position engagée, dans laquelle il retient le loquet (1) de la serrure dans une position de fermeture, et dans une position dégagée, dans laquelle il n'est plus en prise avec le loquet (1) de la serrure. Un levier d'actionnement (4) est destiné à dégager le cliquet d'arrêt (2) en le levant, un ensemble d'accouplement débrayable (6) étant agencé entre le levier d'actionnement (4) et le cliquet d'arrêt (2). Cet ensemble permet, une fois embrayé, d'établir une liaison d'entraînement entre le levier d'actionnement (4) et le cliquet d'arrêt (2) et, une fois débrayé, de rompre la liaison d'entraînement entre le levier d'actionnement (4) et le cliquet d'arrêt (2). Selon l'invention, le levier d'actionnement (4) coopère avec l'ensemble d'accouplement (6), de telle manière que le levier d'actionnement (4), lorsqu'il se déplace dans son état non actionné, débraye l'ensemble d'accouplement (6) embrayé, laisse l'ensemble d'accouplement (6) débrayé dans l'état débrayé, empêche l'embrayage de l'ensemble d'accouplement (6) lorsque ce dernier n'est pas actionné, et ne l'autorise qu'au cours de l'actionnement de ce dernier.
EP13742222.6A 2012-07-31 2013-07-26 Ensemble de serrure de véhicule automobile Active EP2880232B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202012007312U DE202012007312U1 (de) 2012-07-31 2012-07-31 Kraftfahrzeugschlossanordnung
PCT/EP2013/065828 WO2014019960A2 (fr) 2012-07-31 2013-07-26 Ensemble de serrure de véhicule automobile

Publications (3)

Publication Number Publication Date
EP2880232A2 true EP2880232A2 (fr) 2015-06-10
EP2880232B1 EP2880232B1 (fr) 2017-03-08
EP2880232B2 EP2880232B2 (fr) 2023-08-30

Family

ID=48877246

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13742222.6A Active EP2880232B2 (fr) 2012-07-31 2013-07-26 Ensemble de serrure de véhicule automobile

Country Status (11)

Country Link
US (1) US10132106B2 (fr)
EP (1) EP2880232B2 (fr)
JP (1) JP6316290B2 (fr)
KR (1) KR101810303B1 (fr)
CN (1) CN104797768B (fr)
BR (1) BR112015002246B1 (fr)
DE (1) DE202012007312U1 (fr)
ES (1) ES2659576T5 (fr)
IN (1) IN2015DN00766A (fr)
MX (1) MX361170B (fr)
WO (1) WO2014019960A2 (fr)

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DE202009017667U1 (de) 2009-12-26 2011-05-05 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
DE202012007312U1 (de) 2012-07-31 2013-11-04 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschlossanordnung
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US9534425B2 (en) * 2013-12-05 2017-01-03 Kiekert Ag Lock for a motor vehicle
DE102014001490A1 (de) * 2014-01-28 2015-07-30 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
DE112014005894A5 (de) * 2013-12-21 2016-09-29 Kiekert Aktiengesellschaft Schloss für ein Kraftfahrzeug
US9611675B2 (en) 2014-05-23 2017-04-04 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle door lock arrangement
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DE102014004550A1 (de) 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
EP2980341B1 (fr) * 2014-07-31 2019-11-06 Brose Schliesssysteme GmbH & Co. KG Agencement de serrure de portière de véhicule automobile
DE102014014619A1 (de) 2014-09-25 2016-04-14 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraffahrzeugschloss
US9938754B2 (en) 2014-09-30 2018-04-10 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft Bowden cable arrangement
DE102014015477A1 (de) * 2014-10-18 2016-04-21 Daimler Ag Schließvorrichtung für eine Tür eines Fahrzeugs und Verfahren zum Betrieb einer Schließvorrichtung
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JP6316290B2 (ja) 2018-04-25
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ES2659576T3 (es) 2018-03-16
MX2015001388A (es) 2015-09-07
DE202012007312U1 (de) 2013-11-04
US20160024819A1 (en) 2016-01-28
EP2880232B2 (fr) 2023-08-30
MX361170B (es) 2018-11-29
WO2014019960A3 (fr) 2015-02-19
BR112015002246A2 (pt) 2017-07-04
CN104797768A (zh) 2015-07-22
CN104797768B (zh) 2017-06-09
KR20150036782A (ko) 2015-04-07
IN2015DN00766A (fr) 2015-07-03
KR101810303B1 (ko) 2017-12-18
EP2880232B1 (fr) 2017-03-08
US10132106B2 (en) 2018-11-20
BR112015002246B1 (pt) 2021-07-06

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