EP3375961B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP3375961B1
EP3375961B1 EP18164203.4A EP18164203A EP3375961B1 EP 3375961 B1 EP3375961 B1 EP 3375961B1 EP 18164203 A EP18164203 A EP 18164203A EP 3375961 B1 EP3375961 B1 EP 3375961B1
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EP
European Patent Office
Prior art keywords
pawl
latch
locking
motor vehicle
primary pawl
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
EP18164203.4A
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German (de)
English (en)
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EP3375961A1 (fr
Inventor
Ludger Graute
Serkan Gülkan
Holub Petr VIDOMUS
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
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Brose Schliesssysteme GmbH and Co KG
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Classifications

    • 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
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • 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
    • 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
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/66—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status
    • E05B81/68—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status by sensing the position of the detent

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1.
  • the motor vehicle lock in question is used in all types of locking elements of a motor vehicle. These include, for example, side doors, in particular sliding doors, tailgates, boot lids, engine hoods, luggage compartment floors or the like of a motor vehicle.
  • the well-known motor vehicle lock ( US 3,386,761A ), from which the invention is based, is equipped with a latch and a pawl arrangement, the latch in an open position, a pre-closed position and a main closed position is pivotable.
  • the lock latch located in one of the two closed positions is in holding engagement with a locking wedge that is usually fixed to the body.
  • the lock latch is assigned a pawl arrangement, which locks the lock latch in the pre-locked position when the motor vehicle lock is in a pre-locked state and locks the lock latch in the main closed position in a main lock state.
  • the pawl assembly has a pivotable primary pawl which is pivotable into two locked positions for engagement with the latch in the pre-locked state and in the main locked state, and into an open position for releasing the latch.
  • pivoting direction of pivoting components such as the lock latch and primary pawl from an open position to a closed position
  • closing pivoting direction The pivoting direction of pivoting components
  • open pivoting direction The pivoting direction from a closed position to an open position
  • the engagement between the lock latch and the primary pawl is such that the primary pawl always pushes in its opening pivoting direction in the closed states.
  • a secondary pawl ensures that the primary pawl is locked against pivoting in its opening direction in the closed states.
  • the urging of the primary pawl in its opening pivoting direction which is due to the engagement with the latch bolt, is also briefly referred to below as the "opening tendency" of the primary pawl.
  • a corresponding urge in the closing/pivoting direction is also briefly referred to below as the “closing tendency" of the primary pawl.
  • the pawl arrangement in the known motor vehicle lock enables a considerable reduction in the actuating forces and actuating noise associated with opening the motor vehicle lock.
  • a disadvantage is the fact that, especially in the course of the adjustment of the lock latch in the closing direction, an undesired hindrance of the adjustment of the primary pawl by the secondary pawl is to be noted.
  • the secondary pawl does not allow the primary pawl to move in its opening pivoting direction. This inevitably means that the primary locking pawl in the main locking state has to be further in the closing pivoting direction than in the pre-locking state.
  • the necessary constructive consequence is the equipment of the secondary pawl with two detents for the primary pawl, which leads to increased costs and increased space requirements.
  • a pawl arrangement is provided whose primary pawl has a locking tendency in the main locking state and an opening tendency in the pre-locking state.
  • the invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the structural design is simplified and the installation space requirements are reduced.
  • the proposed teaching is based on the fundamental consideration that the primary pawl only pushes in one of the two locking states through engagement with the lock latch in the opening pivoting direction of the primary pawl, i.e. it is equipped with an opening tendency.
  • the relevant closed state is preferably the main closed state, since the reduction of actuating forces and actuation noises is particularly important in the main closed state.
  • the structural flexibility in the design of the motor vehicle lock is increased in that the engagement between the lock latch and the primary pawl required for the pre-locking state can be designed freely without having to implement an opening tendency of the primary pawl.
  • an actuating lever is provided which can be brought into engagement with the pawl arrangement from the pre-locked state to release the latch bolt, the primary pawl being lifted directly in the pre-locked state by engagement with the actuating lever.
  • the term "primary pawl” does not mean that a secondary pawl must necessarily be provided. In any case, it is fundamentally conceivable that the locking of the primary pawl against pivoting in the opening pivoting direction is realized by a corresponding spring system or the like. In the particularly preferred embodiment according to claim 2, however, it is the case that a pivotable secondary pawl is provided, with which the primary pawl can be locked against displacement in its opening pivoting direction.
  • the primary locking pawl is equipped with an opening tendency in the main locking state and with a closing tendency in the pre-locking state.
  • the secondary pawl is not required in the pre-closed state for locking the primary pawl, since the primary pawl urges in its closing pivoting direction anyway.
  • the locking of the lock latch in the main locking state can be designed largely independently of locking the lock latch in the pre-locking state.
  • the further preferred embodiment according to claim 9 takes into account the fact that, according to the proposal, different blocking mechanisms act in the two closed states. Particularly in the event that the primary pawl tends to close in the pre-locked state, it can be advantageous for the actuating lever provided for opening the motor vehicle lock to be able to engage with the primary pawl to pivot the primary pawl in its opening pivoting direction. To open the motor vehicle lock from the main locking state, the actuating lever can be brought into engagement with the secondary pawl.
  • Another interesting aspect of the proposed solution is the possibility of a particularly cost-effective query of the respective lock status if, as proposed in claim 12, a first sensor element for determining the position of the primary pawl or a second sensor element for determining the position of the secondary pawl are provided. Since both the primary pawl and the secondary pawl can assume different positions in the main locking state and in the pre-locking state, all relevant states can be detected with simple means by using simple sensor switches.
  • the motor vehicle lock shown can be used on almost all locking elements of a motor vehicle. In this respect, reference may be made to the introductory part of the description.
  • the motor vehicle lock shown is equipped with a lock latch 1 and a pawl arrangement 2 as is customary per se.
  • the lock latch 1 is in the in 1 shown open position, in the Figure 2a ) shown pre-locking position and into the in Figure 3a ) main locking position shown can be pivoted. It is preferably spring-biased in its opening pivoting direction 4 .
  • the lock latch 1 located in one of the two closed positions is in holding engagement with a striker 3 or the like.
  • the motor vehicle lock is preferably arranged on the relevant motor vehicle door or the like, and the striker 3 is arranged on the motor vehicle body.
  • the pawl arrangement 2 has a pivotable primary pawl 2a, which can be moved into at least one closed position ( 2 , 3 ) is pivotable and is preferably spring-biased in its closing pivoting direction 5a.
  • the primary pawl 2a can be brought into slightly different closed positions depending on the position of the latch bolt 1 .
  • the primary pawl 2a is in the main locking position when the lock latch 1 ( Figure 3a )) dropped in deeper than when the lock latch 1 is in the pre-locked position ( Figure 2a )). This emerges from a synopsis of the 3 with the 2 .
  • the primary pawl 2a can only be pivoted into a single closed position, which is independent of the position of the lock latch 1 .
  • the lock latch 1 By pivoting the primary pawl 2a into one of its closed positions, the lock latch 1 is in the pre-locked position ( Figure 2a )) and the main closed position ( Figure 3a )) against pivoting in the opening pivoting direction 4 of the lock latch 1 can be blocked.
  • the lock latch 1 does not have to be locked necessarily due to the engagement between the primary pawl 2a and the latch bolt 1 itself.
  • the actual locking of the lock latch 1 can in principle take place elsewhere, for example by a secondary pawl 2b, as will be explained below.
  • the primary pawl 2a can also be pivoted into at least one open position, in which it releases the lock latch 1 with regard to pivoting in its opening pivot direction 4 .
  • An open position of the primary pawl 2a is in 1 shown.
  • the pawl arrangement 2 releases the latch 1 in its opening pivoting direction 4, so that as a result there is no holding engagement between the latch 1 and the striker 3 or the like.
  • the lock latch 1 is in a pre-locked state, as in 2 shown locked by the primary pawl 2 in the pre-locked position.
  • the lock latch 1 is as in 3 shown locked by the primary pawl 2a in the main closed position.
  • the latch bolt 1 pushes in its opening pivoting direction 4, which is the clockwise pivoting direction in the drawing.
  • This opening tendency of the lock latch 1 results primarily from the holding engagement with the striker 3, which exerts a corresponding torque in the opening pivoting direction 4 of the lock latch 1.
  • the primary pawl 2a is only in one of the two closed states, here and preferably in the main closed state ( Figure 3a )), by engaging with the latch bolt 1 in the opening pivoting direction 4 of the primary pawl 2a.
  • the motor vehicle lock is preferably equipped with a pivotable secondary pawl 2b, with which the primary pawl 2a can be locked against displacement in its opening pivoting direction 4.
  • the secondary pawl 2b is spring-biased here in its closing pivoting direction 16a.
  • the locking of the primary pawl 2a by the secondary pawl 2b is in Figure 3a ) shown.
  • the secondary pawl 2b is equipped with a catch 6 equipped, which can be brought into engagement with a counter catch 7 on the primary pawl 2a.
  • the primary locking pawl 2a is equipped with an opening tendency in the main locking state and with a closing tendency in the pre-locking state, as already explained.
  • Figure 3a pushes the primary pawl 2a, driven by the opening tendency of the latch bolt 1, clockwise, while the primary pawl 2a in Figure 2a ), in turn driven by the opening tendency of the lock latch 1, pushes counterclockwise.
  • the engagement between the primary pawl 2a and the first catch 10 of the lock latch 1 is therefore self-locking.
  • the lock latch 1 is designed like a disc in the illustrated and preferred embodiment. It can be pivoted about the pivot axis 8 and has an inlet mouth 9 for the closing wedge 3 or the like.
  • the lock latch 1 is also equipped on its periphery with a first catch 10 and a main catch 11, each for engagement with the primary pawl 2a.
  • the term "lock” is to be understood broadly. This is quite generally an engagement section on the lock latch 1 for the holding engagement with the primary pawl 2a. A locking in the narrower sense is not necessarily associated with this intervention.
  • the first catch 10 and the main catch 11 each form an end stop for the adjustability of the primary pawl 2a in the closing pivoting direction 5a.
  • the primary pawl 2a is in the pre-closed state with the first catch 10 in locking engagement.
  • Figure 3a shows, on the other hand, that the primary pawl 2a is in locking engagement with the main catch 11 in the main locking state stands.
  • the primary pawl 2a has an engagement portion 12 for engagement with the first pawl 10 and the main pawl 11 .
  • the engagement section 12 can have a subsection associated with the first catch 10 and, separately therefrom, a subsection associated with the main catch 11 .
  • the design of the first catch 10 and main catch 11 of the lock latch 1 is interesting in the exemplary embodiment shown.
  • the first catch 10 has an engagement surface 10a here, which extends essentially radially in relation to the pivot axis 8 of the lock latch 1 or even in relation to a radial alignment forms an undercut.
  • the engagement surface 10a forms a snap fit for the primary pawl 2a.
  • the engagement surface 11a thus forms a run-on slope for the primary pawl 2a.
  • starting slope refers here to an adjustment of the lock latch 1 in the closing pivoting direction 4a.
  • the engagement between the latch bolt 1 and the primary pawl 2a is such that the lines of action 13, 14 of the resulting engagement forces between the latch bolt 1 and the primary pawl 2a pass on opposite sides of the pivot axis 15 of the primary pawl 2a.
  • Figure 2a shows for the pre-locking state that the line of action 13 of force runs right past the pivot axis 15 of the primary pawl 2a.
  • Figure 3a shows for the main locking state that the line of action 14 of force passes to the left of the pivot axis 15 of the primary pawl 2a.
  • the secondary pawl 2b is also in at least one closed position ( Figure 3a )), in which it locks the primary pawl 2a against displacement in its opening pivot direction 5 and in at least one open position ( Figure 3b )), in which it releases the primary pawl 2a, pivotable.
  • a closed state here in the main closed state ( Figure 3a )
  • the secondary pawl 2b urges in the closing pivoting direction 16 by engaging with the primary pawl 2a urging in its opening pivoting direction 5.
  • the secondary pawl 2b has a closing tendency to, so that the engagement between the primary pawl 2a and the secondary pawl 2b is so far self-locking.
  • the operating lever 17 is engageable with the primary pawl 2 to pivot the primary pawl 2 in its opening pivoting direction.
  • Figure 2b shows that pivoting the actuating lever 17 about the pivot axis 18 of the actuating lever 17, in 2 clockwise, leading to the engagement of an actuating contour 19 on the actuating lever 17 with an actuating counter-contour 20 on the primary pawl 2a. Since the primary pawl 2a can be moved largely freely from the secondary pawl 2b in the pre-closed state, the primary pawl 2a is lifted out directly by engaging with the actuating lever 17 .
  • a synopsis of 2a) and 2b ) show the beginning of the actuation of the actuation lever 17. Further actuation of the actuation lever 17 then leads, as explained above, to lifting of the primary pawl 2a via the engagement between the actuation contour 19 and the actuation counter-contour 20.
  • the actuating lever 17 can also be brought into engagement with the secondary pawl 2b in order to pivot the secondary pawl 2b in its opening pivoting direction 16 .
  • Figure 3b shows how a second actuating contour 21 on the actuating lever 17 can be brought into engagement with a second actuating counter-contour 22 on the secondary pawl 2b in order to pivot the secondary pawl 2b in its opening pivoting direction 16. This is how in 3 shown relevant for opening the motor vehicle lock in the main locking state.
  • the primary pawl 2a assumes a different position in the pre-closed state than in the main closed state.
  • the closed position of the primary pawl 2a in the main closed state can be further in the closing pivoting direction 5a than the closed position in the pre-closed state. It is then preferably the case that the peripheral section 23 of the lock latch 1 between the first catch 10 and the main catch 11 follows a course in the form of a segment of a circle in relation to the pivot axis 8 of the lock latch 1 .
  • a first sensor element 24, here and preferably a first sensor switch 24, is provided for determining the position of the primary pawl 2a and a second sensor element 25, here and preferably a second sensor switch 25, for determining the position of the secondary pawl 2b .
  • the respective current states "0" and "1" are shown next to the respective sensor switches 24, 25 in the drawing.
  • sensor elements 24, 25 can be used to detect the state of the motor vehicle lock.
  • the sensor elements 24, 25 are simple sensor switches, in particular microswitches. It is also conceivable to use Hall sensors, inductive sensors or the like.
  • the actuating lever 17 can in principle be actuated manually.
  • the actuating lever 17 is then preferably coupled to an outside door handle or to an inside door handle via a Bowden cable.
  • the actuating lever 17 is provided as a motor by means of a drive motor M, which is coupled to the actuating lever 17 via a cable drive S.
  • the proposed solution, with which only small actuating forces are required, is particularly advantageous here.
  • the primary pawl 2a can be brought into a total of three positions, namely into a position corresponding to the open state ( 1 ), to a position corresponding to the pre-locked state ( Fig. 2 a) ) and in a position corresponding to the main locking state ( Figure 3a )). Due to the fact that the secondary pawl 2b assumes a different position in the pre-locked state than in the main locked state, all positions of the primary pawl 2a can be detected with the two above sensor elements 24, 25 without so-called "blind spots" arising when the respective lock state is queried.
  • the two sensor elements 24, 25 only have to have two states, namely the states “0” and “1” mentioned above, is particularly advantageous.
  • the "0" state preferably corresponds to the "switch closed” switching state and the "1” state preferably corresponds to the "switch open” switching state or vice versa.

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  • Lock And Its Accessories (AREA)

Claims (15)

  1. Serrure de véhicule automobile comprenant un loquet de serrure (1) et un ensemble formant cliquet de blocage (2), le loquet de serrure (1) pouvant pivoter dans une position de pré-fermeture et dans une position de fermeture principale, le loquet de serrure (1), se trouvant dans l'une des deux positions de fermeture, étant en engagement de maintien avec une clavette de fermeture (3) ou similaire lorsque la serrure de véhicule automobile est montée,
    l'ensemble formant cliquet de blocage (2) comportant un cliquet de blocage principal pivotant (2a) qui peut être pivoté dans au moins une position de fermeture, ce pour quoi le loquet de serrure (1) peut être bloqué dans la position de pré-fermeture et la position de fermeture principale afin d'empêcher un pivotement dans son sens de pivotement d'ouverture (4), et qui peut être pivoté dans au moins une position d'ouverture dans laquelle il libère le loquet de serrure (1),
    le loquet de serrure (1) étant bloqué dans la position de pré-fermeture au moyen du cliquet de blocage principal (2a) dans un état de pré-fermeture et étant bloqué dans la position de fermeture principale dans un état de fermeture principal au moyen du cliquet de blocage principal (2a),
    le loquet de serrure (1) poussant dans le sens de pivotement d'ouverture (4) du loquet de serrure (1) dans les deux états de fermeture, et
    le cliquet de blocage principal (2a) ne poussant dans le sens de pivotement d'ouverture du cliquet de blocage principal (2a) que dans l'un des deux états de fermeture, en particulier dans l'état de fermeture principal, par l'engagement avec le loquet de serrure (1),
    caractérisé en ce que ce
    un levier d'actionnement (17) est prévu qui peut être amené en engagement avec l'ensemble formant cliquet de blocage (2) à partir de l'état pré-fermeture pour libérer le loquet de serrure (1), le cliquet de blocage principal (2a) étant soulevé directement dans l'état de pré-fermeture par engagement avec le levier d'actionnement (17).
  2. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce qu'un cliquet de blocage secondaire pivotant (2b) est prévu qui permet de bloquer le cliquet de blocage principal (2a) pour empêcher un déplacement dans son sens de pivotement d'ouverture (5).
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que le cliquet de blocage principal (2a) pousse dans son sens de pivotement d'ouverture (5) par l'engagement avec le loquet de serrure (1) dans l'état de fermeture principal et pousse dans son sens de pivotement de fermeture (5a) dans l'état de pré-fermeture, ou en ce que le cliquet de blocage principal (2a) pousse dans son sens de pivotement de fermeture (5a) par l'engagement avec le loquet de serrure (1) dans l'état de fermeture principal et pousse dans son sens de pivotement d'ouverture (5) dans l'état de pré-fermeture.
  4. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que le loquet de serrure (1) comporte un premier ergot (10) et un ergot principal (11) sur sa périphérie et en ce que le cliquet de blocage principal (2a) est en engagement de blocage avec le premier ergot (10) et l'ergot principal (11) dans l'état de pré-fermeture et dans l'état de fermeture principal, de préférence en ce que le cliquet de blocage principal (2a) comporte une portion d'engagement (12) destinée à s'engager avec le deuxième ergot (10) et l'ergot principal (11).
  5. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que le premier ergot (10) comporte une surface d'engagement (10a) qui forme un siège d'encliquetage pour le cliquet de blocage principal (2a), et/ou en ce que l'ergot principal (11) comporte une surface d'engagement (11a) qui forme un biseau de butée pour le cliquet de blocage principal (2a).
  6. Serrure de véhicule automobile selon la revendication 5, caractérisée en ce que le cliquet de blocage secondaire (2b) peut pivoter dans au moins une position de fermeture, dans laquelle il bloque le cliquet de blocage principal (2a) pour empêcher un déplacement dans son sens de pivotement d'ouverture (5), et dans au moins une position d'ouverture dans laquelle il libère le cliquet de blocage principal (2a) .
  7. Serrure de véhicule automobile selon la revendication 5 ou 6, caractérisée en ce que, dans l'état de fermeture, notamment dans l'état de pré-fermeture, le cliquet de blocage secondaire (2b) pousse dans son sens de pivotement de fermeture (16a) par l'engagement avec le cliquet de blocage principal (2a) qui pousse dans son sens de pivotement d'ouverture (5).
  8. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que le levier d'actionnement (17) peut être amené en engagement avec l'ensemble formant cliquet de blocage (2) à partir de l'état de fermeture principal pour libérer le loquet de serrure (1).
  9. Serrure de véhicule automobile selon la revendication 8, caractérisée en ce que le levier d'actionnement (17) peut être amené en engagement avec le cliquet de blocage principal (2a) pour faire pivoter le cliquet de blocage principal (2a) dans son sens de pivotement d'ouverture (5) et en engagement avec le cliquet de blocage secondaire (2b) pour faire pivoter le cliquet de blocage secondaire (2b) dans son sens de pivotement d'ouverture (16).
  10. Serrure de véhicule automobile selon la revendication 8 ou 9, caractérisée en ce que l'actionnement du levier d'actionnement (17) fait pivoter le cliquet de blocage secondaire (2b) et le cliquet de blocage principal (2a) dans leur sens de pivotement d'ouverture respectif (16, 5) pour les sortir respectivement de l'état de fermeture principal et de l'état de pré-fermeture.
  11. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que le cliquet de blocage principal (2a) occupe dans l'état de pré-fermeture une position différente de celle dans l'état de fermeture principal et/ou en ce que le cliquet de blocage secondaire (2b) occupe dans l'état de pré-fermeture une position différente de celle dans l'état de fermeture principal.
  12. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce qu'un premier élément de détection (24), notamment un premier commutateur de détection (24), est prévu pour déterminer la position du cliquet de blocage principal (2a) et un deuxième élément de détection (25), en particulier un deuxième commutateur de détection (25), est prévu pour déterminer la position du cliquet de blocage secondaire (2b).
  13. Serrure de véhicule automobile selon la revendication 12, caractérisée en ce que le premier élément de détection (24) et le deuxième élément de détection (25) sont conçus comme des commutateurs de détection qui peuvent être amenés dans deux états différents pour détecter les états de la serrure.
  14. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que la position de fermeture du cliquet de blocage principal (2a) dans l'état de fermeture principal est située plus loin dans le sens de pivotement de fermeture (5a) que la position de fermeture du cliquet de blocage principal (2a) dans l'état de pré-fermeture.
  15. Serrure de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que la portion périphérique (23) du loquet de serrure (1) entre le premier ergot (10) et l'ergot principal (11) a une allure en forme de segment de cercle par rapport à l'axe de pivotement (8) du loquet de serrure (1).
EP18164203.4A 2013-05-17 2014-05-17 Serrure de véhicule automobile Active EP3375961B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201320004589 DE202013004589U1 (de) 2013-05-17 2013-05-17 Kraftfahrzeugschloss
EP14168757.4A EP2803796B1 (fr) 2013-05-17 2014-05-17 Serrure de véhicule automobile

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP14168757.4A Division EP2803796B1 (fr) 2013-05-17 2014-05-17 Serrure de véhicule automobile
EP14168757.4A Division-Into EP2803796B1 (fr) 2013-05-17 2014-05-17 Serrure de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3375961A1 EP3375961A1 (fr) 2018-09-19
EP3375961B1 true EP3375961B1 (fr) 2022-04-27

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EP18164203.4A Active EP3375961B1 (fr) 2013-05-17 2014-05-17 Serrure de véhicule automobile
EP14168757.4A Active EP2803796B1 (fr) 2013-05-17 2014-05-17 Serrure de véhicule automobile

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DE (1) DE202013004589U1 (fr)

Families Citing this family (14)

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DE202014105005U1 (de) 2014-10-20 2016-01-22 BROSE SCHLIEßSYSTEME GMBH & CO. KG Sperrwerk für eine Kraftfahrzeugkomponente
WO2016206665A1 (fr) * 2015-06-22 2016-12-29 Kiekert Ag Serrure de portière de véhicule à moteur
DE102016123328A1 (de) * 2016-12-02 2018-06-07 Witte Automotive Gmbh Schloss
DE102017122803A1 (de) 2017-09-29 2019-04-04 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102017124393A1 (de) 2017-10-19 2019-04-25 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102018102628A1 (de) 2018-02-06 2019-08-08 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102018117085A1 (de) 2018-07-14 2020-01-16 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
US11885159B2 (en) 2019-04-02 2024-01-30 Magna Closures Inc. Power actuator having cam-driven dual cable actuation mechanism for use with vehicular closure latch assembly
US11492826B2 (en) 2019-05-09 2022-11-08 Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft, Wuppertal Motor vehicle lock
DE102019130528A1 (de) * 2019-11-12 2021-05-12 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Fronthaubenverschluss für ein Kraftfahrzeug
DE102020105836A1 (de) 2020-03-04 2021-09-09 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102020115879A1 (de) 2020-06-16 2021-12-16 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102022129475A1 (de) 2022-11-08 2024-05-08 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss
DE102022134078A1 (de) 2022-12-20 2024-06-20 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss

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US3386761A (en) 1965-11-22 1968-06-04 Gen Motors Corp Vehicle body door latch and locking system
DE102007003948A1 (de) * 2006-11-22 2008-05-29 Kiekert Ag Schlosseinheit mit mehrteiliger Sperrklinke
EP2152990B1 (fr) * 2007-05-30 2011-08-24 Huf Hülsbeck & Fürst GmbH & Co. KG Fermeture pour véhicules
DE102007056251A1 (de) * 2007-07-24 2009-01-29 Kiekert Ag Kraftfahrzeugverschlussanordnung und Verfahren zu dessen Betrieb
DE102007045228A1 (de) 2007-09-21 2008-02-28 Daimler Ag Fahrzeugtürschloss
DE202009019025U1 (de) * 2009-08-31 2015-08-11 Kiekert Ag Kraftfahrzeugschloss
DE102009029023A1 (de) * 2009-08-31 2011-03-03 Kiekert Ag Kraftfahrzeugschloss
DE102010003500A1 (de) 2010-03-31 2011-10-06 Kiekert Ag Kraftfahrzeugschloss
CN103998704B (zh) * 2011-10-21 2017-02-22 开开特股份公司 具有多部件棘爪的锁止装置

Also Published As

Publication number Publication date
EP3375961A1 (fr) 2018-09-19
EP2803796A2 (fr) 2014-11-19
EP2803796B1 (fr) 2018-05-16
EP2803796A3 (fr) 2015-11-18
DE202013004589U1 (de) 2014-08-18

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