EP3808925B1 - Schloss für einen öffnungsflügel eines kraftfahrzeugs - Google Patents

Schloss für einen öffnungsflügel eines kraftfahrzeugs Download PDF

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Publication number
EP3808925B1
EP3808925B1 EP20200698.7A EP20200698A EP3808925B1 EP 3808925 B1 EP3808925 B1 EP 3808925B1 EP 20200698 A EP20200698 A EP 20200698A EP 3808925 B1 EP3808925 B1 EP 3808925B1
Authority
EP
European Patent Office
Prior art keywords
inhibition
activation
lever
latch
lock
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20200698.7A
Other languages
English (en)
French (fr)
Other versions
EP3808925A1 (de
Inventor
Jean-Baptiste Grislain
Jean Marc Verbrugghe
François DEBROUCKE
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.)
Minebea AccessSolutions France SAS
Original Assignee
U Shin France SAS
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 U Shin France SAS filed Critical U Shin France SAS
Publication of EP3808925A1 publication Critical patent/EP3808925A1/de
Application granted granted Critical
Publication of EP3808925B1 publication Critical patent/EP3808925B1/de
Active legal-status Critical Current
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/44—Burglar prevention, e.g. protecting against opening by unauthorised tools
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B17/00—Accessories in connection with locks
    • E05B17/20—Means independent of the locking mechanism for preventing unauthorised opening, e.g. for securing the bolt in the fastening position
    • 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
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
    • E05B77/283—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking initiated by hand actuation, e.g. by using a mechanical key
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/36—Locks for passenger or like doors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/36—Locks for passenger or like doors
    • E05B83/42—Locks for passenger or like doors for large commercial vehicles, e.g. trucks, construction vehicles or vehicles for mass transport
    • 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
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • 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
    • E05B85/243—Bolts rotating about an axis with a bifurcated bolt

Definitions

  • the invention relates to a lock for a motor vehicle door, in particular for a vehicle door such as a door, a tailgate, or a motor vehicle trunk.
  • a motor vehicle lock is intended to be mounted fixed on a motor vehicle door and typically comprises a bolt intended to be moved, for example by pivoting during closing in one direction around a striker plate fixed to the structure of the motor vehicle in order to ensure the closing of the opening.
  • the opening of the leaf is permitted by a reverse movement such as a rotation of the bolt in the opposite direction.
  • the rotation in the opposite direction when opening the sash follows the movement of the exterior or interior handle which is connected to the lock by a control means which generally acts on an opening lever in order to make the latter pivot. which in turn releases the bolt via a latch in the desired direction.
  • the authorization to open the lock is also controlled by the vehicle key, either mechanically or electrically by an electrical signal.
  • the locks generally comprise, in addition to a function or a neutral state of unlocking, several functions or locking states which are the exterior locking which makes it possible to prevent the opening of the lock only from outside the vehicle, the interior locking, called “child safety”, which prevents the lock from being opened only from inside the vehicle, and the so-called “deadlocking" function, which prevents the lock from being opened both from inside and from outside.
  • functions or locking states which are the exterior locking which makes it possible to prevent the opening of the lock only from outside the vehicle, the interior locking, called “child safety”, which prevents the lock from being opened only from inside the vehicle, and the so-called “deadlocking" function, which prevents the lock from being opened both from inside and from outside.
  • a double-acting lock has in particular a locking effect and an unlocking effect, which is connected to a control unit via three conductors, two of which are used for power transfer and one for information transfer.
  • the so-called triple effect door locks have two locking states, a first "condemnation" state in which the door is locked and a second "deadlocking" state which corresponds to a locking mode in which the lock is unpickable and can only be unlocked electrically.
  • the manufacturers add additional security by using an interface which makes it possible to lock the door, independently of the lock.
  • the invention aims to solve all or part of these drawbacks by proposing a lock for a motor vehicle door which is simple and reliable, and by using a mechanism which is integrated into the lock while making it possible to protect and secure the user from external mechanical or electrical attacks.
  • the invention also aims to provide a solution which is not intrusive, which coexists with the functions of the lock in an activation cycle and which is scalable up to centralized activation.
  • a user has a centralized activation and deactivation means for inhibiting, from this said command, all the vehicle lock control means.
  • This command is distinct in particular from the user interfaces connected to the secondary mechanisms.
  • the secondary mechanism controls the main mechanism.
  • the user interfaces (In) make it possible to act on the secondary mechanisms to authorize them to control the main mechanism to release the bolt and open the lock.
  • the means for activating and deactivating the inhibition mechanism are configured to be located in the interior space of the vehicle, such as in the passenger compartment of the vehicle.
  • the deactivation means are mechanical, and the activation means are mechanical or electrical.
  • the activation and deactivation means comprise at least one cable or linkage connected to a mechanical interface, the mechanical interface being in translation such as a button or in rotation such as a lever.
  • a mechanical interface being in translation such as a button or in rotation such as a lever.
  • the activation and deactivation means have a mechanical interface located directly on an outer surface of the lock.
  • activation and deactivation means have a mechanical interface on the outer surface of the lock allows a user to have access to and control these activation and deactivation means from the passenger compartment of the vehicle.
  • the lock is configured to be locked by the inhibition mechanism only if the opening of the vehicle is in a closed position.
  • the inhibition mechanism is preferably configured to inhibit the unlocking and/or deadlocking mechanism(s) in addition to all the control means of the main mechanism, from the activation and deactivation means , concurrently.
  • the activation of the activation and deactivation means requires the lock to be condemned.
  • the activation of the activation and deactivation means is carried out simultaneously with locking and/or deadlocking.
  • the figure 1 represents a vehicle 1 of the truck or heavy goods vehicle type.
  • a vehicle generally comprises a tug or tractor carrier 2 incorporating a cabin for the driver of vehicle 1 and designed to pull a trailer or semi-trailer 3.
  • the present invention can also be applied to vehicles of the VAN type, van cars or motorhomes.
  • the vehicle 1 comprises in particular openings 4 allowing access to the cabin which generally includes a space to allow the driver to sleep in his vehicle 1. During these periods of rest in particular, there is a need to guarantee the user inviolability of his vehicle 1 so as to ensure both the safety of its user and to avoid the theft of the vehicle 1 and/or the equipment which it transports. This also applies to the openings 4 of the trailer 3 leading to the transported load.
  • the present invention aims to prevent this type of attack.
  • a lock 10 of a motor vehicle 1 is intended to be mounted fixed on an opening 4 of a motor vehicle 1 and typically comprises a bolt 11 intended to be moved, for example by pivoting during closing in one direction around a striker plate (not illustrated) fixed to the structure of the motor vehicle 1 in order to ensure the closure of the opening 4.
  • the opening of the opening 4 is permitted by a reverse movement such as a rotation of the bolt 11 in the opposite direction.
  • the rotation in the opposite direction when opening the sash 4 follows the movement of the exterior or interior handle 5 which is connected to the lock by a control means which generally acts on an opening lever in order to pivot the latter which in turn releases the bolt 11 via a hooking device in the desired direction.
  • the open or closed state of the lock 10 is also controlled by the vehicle key, either mechanically or electrically by an electrical signal to lock or unlock the opening of the vehicle. .
  • the opening of an opening 4 allowing access to the vehicle is done by means of a plurality of user interfaces
  • the outer handle 5 forming a first interface I1
  • an inner handle forming a second interface I2
  • the vehicle key mechanically and electrically respectively forming a third and a fourth interface I4, I3.
  • the lock 10 comprises a main mechanism 6 configured to move the bolt between an open position and a closed position in which the bolt 11 is itself configured to cooperate with the keeper.
  • the lock 10 comprises control means 12 for controlling the main mechanism 6, the control means 12 notably comprising these user interfaces I1, I2, I3, I4 as well as secondary mechanisms 7 mechanically connected to the main mechanism 6 to control it.
  • the actuation of one of the interfaces I1, I2, I3, I4 by the user allows the activation of the corresponding secondary mechanism 7 which in turn controls, successively or concomitantly, the main mechanism 6 acting on the bolt 11 .
  • the lock 10 comprises an inhibition mechanism 13 configured to inhibit all the control means 12 of the main mechanism 6 from an activation and deactivation means 14 forming a separate control of the mechanism of inhibit 13.
  • a user has a means of activation and deactivation 14 centralized to inhibit from this said command, all the control means 12 of the lock 10.
  • a person who would like to open the vehicle 1 manually by manipulating the interior or exterior handle 5, or unlocking electrically from a signal emitted via an electrical harness or mechanically from the interface coming from the key could in no case enter the vehicle 1 without intervening on the activation and deactivation means 14.
  • the actuation of any of the known user interfaces In on the vehicle (handle, key in particular) has no effect on the main mechanism 6 when the inhibition mechanism 13 is activated.
  • FIG 3 and 4 illustrate views of the secondary 7 and main 6 mechanisms of a lock 10 according to one embodiment.
  • the lock 10 comprises a pivoting bolt 11 intended to cooperate with a keeper (not shown).
  • the bolt 11 is thus capable of pivoting around its axis A11 between an angular position of imprisonment of a striker and a release position of the striker.
  • the bolt 11 preferably has the shape of a fork defining a notch 20 capable of receiving the striker.
  • the bolt 11 In the closed position of the lock 10, the bolt 11 is locked in rotation by a pivoting pawl 8, preventing the rotation of the bolt 11.
  • the pawl 8 of the main mechanism 6 is configured to be driven in rotation by a central opening lever 9
  • the central opening lever 9 is configured to bear on the pawl 8 directly or via a part which is integral with it and able to move said pawl 8 into its retracted angular position.
  • the pawl 8 is preferably associated with a spring-type return means (not shown) to return the pawl 8 to the angular locking position.
  • the pawl 8 is capable of pivoting about its axis A8 between an angular locking position in which the pawl 8 is capable of cooperating in abutment with a notch of the bolt 11 so as to retain said bolt 11 in position strike trap and a retracted angular position in which the bolt 11 is free to rotate about its axis A11.
  • the bolt 11 is able to rotate around its axis of rotation A11 parallel to an axis of rotation A8 of the pawl 8.
  • the central opening lever 9 is also able to rotate around an axis of rotation A9 parallel to A11 and A8. This makes it possible to improve the compactness of the lock according to the invention.
  • the actuation of the external handle 5 forming a first interface I1 allows the driving of the secondary mechanism 71 which is associated with it.
  • the first interface I1 comprises the exterior handle of the vehicle 1 associated with the lock 10.
  • the handle 5 is connected to a transmission cable (not shown) of the Bowden cable or rod type, making it possible to control the secondary mechanism 71.
  • This transmission cable is connected at a first end to the external handle 5 in question and, to a second end, to an opening lever 21 of the exterior handle 5.
  • the opening lever 21 is rotatable around an axis of rotation A21 which is here coaxial with the axis of rotation A9 of the central lever of opening 9.
  • the secondary mechanism 71 is configured so that the movement of the opening lever 21 controlled by the first interface I1 causes in its movement the central opening lever 9, this when the inhibition mechanism 13 is not activated. that is to say that it is not in a position to inhibit the control means 12 of the main mechanism.
  • This inhibition mechanism 13 will be described in more detail below.
  • the actuation of the first user interface causes the activation of the secondary mechanism 71 itself mechanically connected to the main mechanism 6 to control it and therefore control the bolt 11.
  • the actuation of the interior handle forming the second interface I2 enables the secondary mechanism 72 associated with it to be driven.
  • the second interface I2 comprises the interior handle (not shown) of the vehicle 1 associated with the lock 10.
  • the interior handle is connected to a transmission cable 30 of the Bowden cable or rod type, making it possible to control the secondary mechanism 72.
  • This transmission cable 30 is connected at a first end to the associated interior handle and, at a second end, to an opening lever 31 of said interior handle.
  • This opening lever 31 is configured to drive, by means of a pin 32, an intermediate lever 33 which is configured to drive the central opening lever 9.
  • the opening 31 and intermediate 33 levers are rotatably mounted way coaxial around the same axis of rotation A31.
  • the actuation of the second user interface I2 causes the activation of the secondary mechanism 72 comprising in particular these levers 31, 33, said secondary mechanism 72 being itself mechanically connected to the main mechanism 6 to control it and therefore to control the bolt 11.
  • the lock comprises a secondary mechanism 74 to which it is connected.
  • This secondary mechanism 74 includes a driver 40 electrically controlled and comprising a driving toothed wheel 41 and a coaxial driven wheel 42, the wheel toothed drive 41 being able to drive the driven wheel 42 in rotation by means of a drive member formed by their rotation shaft.
  • the driver 40 is driven in rotation by a motor 43 and endless screw 44 assembly known per se.
  • Motor 43 is capable of rotating the worm in both possible directions of rotation.
  • the rotation of the endless screw 44 is such as to cause the driving toothed wheel 41 to turn.
  • Which wheel 41 is capable of turning the driven wheel 42 which engages a rack 61 of a transfer lever is able to move said transfer lever 60 in translation.
  • This transfer lever 60 is itself able to act on the first secondary mechanism 71 to move the central opening lever 9.
  • the lock comprises a secondary mechanism 73 to which it is connected.
  • a conventional lock comprises on the one hand a fixed body called a stator, mounted integral with the closing mechanism and/or the opening, and on the other hand, a rotor forming a barrel, of generally cylindrical shape, nested in the fixed body and having a housing that can accommodate a key.
  • the barrel is integral with a drive wheel 51 able to drive the driven wheel 52 in rotation by meshing it, the latter being configured to move the transfer lever 60 by means of a drive 53 secured to the driven wheel 52 and engaged with the transfer lever 60.
  • connection between the bolt and the lock 10 can be made by a rod or a gimbal.
  • the transfer lever 60 is able to act on the first secondary mechanism 71 to move the central opening lever 9.
  • the figure 5 , 6 and 7 illustrate detailed views of the secondary mechanism 7 configured to be actuated by an interior handle I2 of the vehicle 1 and part of the inhibition mechanism 13 acting on this secondary mechanism 7.
  • the interior handle I2 is connected to a transmission cable 30 of the Bowden cable type making it possible to control the secondary mechanism 72.
  • This transmission cable 30 is connected at a first end to the associated interior handle and, at a second end, to a leg of an opening lever 31 of said interior handle movable in rotation about an axis A31.
  • This opening lever 31 is configured to drive, by means of a pin 32, an intermediate lever 33 which is configured to drive the central opening lever 9.
  • the intermediate lever 33 is rotatable around an axis of rotation A33, coaxial with the axis A31 of rotation of the opening lever 31.
  • the pin 31 is engaged at a first part 331 of the intermediate lever 33 and has a second part 332 opposite the first part 331 with respect to the axis of rotation A33, the second part 332 being configured to cooperate with the central opening lever 9 to drive it in rotation and control the main mechanism 6.
  • the pin passes through a window 333 of the first part 331 of the intermediate lever 33, this window having a substantially rectangular shape extending radially relative to the axis of rotation A33 of said intermediate lever 33 so that the pin is free in translation in this window in this radial direction.
  • the lock includes an inhibition mechanism 13 configured to inhibit all the control means of the main mechanism 6.
  • the inhibition mechanism 13 includes an activation and deactivation means 14 of the push button type (not illustrated). This button 14 is connected to a transmission cable 141 of the Bowden cable type making it possible to control the inhibition mechanism 13.
  • This transmission cable 141 is connected at a first end to the activation and deactivation means 14 and, at a second end, to an inhibition control lever 80 movable in rotation around an axis of rotation A80.
  • This inhibition control lever 80 is mechanically linked to a disengagement and clutch lever 81 of the secondary mechanism 72 by means of a connecting rod 82. More precisely, the inhibition mechanism 13 allows, during its activation from the activation and deactivation button 14, to disengage the secondary mechanism 72 so as to inhibit this control means ⁇ I2, 72 ⁇ .
  • the disengagement and clutch lever 81 has an oblong window 810 configured to be traversed by a rotation shaft coaxial with the axis of rotation A31 of the opening lever 31 also coaxial with the axis of rotation A33 of the intermediate lever 33 .
  • the disengagement and clutch lever 81 Due to the oblong characteristic of this window 810, the disengagement and clutch lever 81 has both a degree of freedom in rotation around the axis of rotation A31, A33 and a degree of freedom in translation, according to a direction radial to this axis.
  • the disengagement and clutch lever 81 also has a generally circular groove 811 extending over a bounded angular sector less than 90 degrees, and of the order here of approximately 70 degrees.
  • This groove 811 extends around an axis parallel to the axes A31 and A33, and not necessarily coaxial given the degree of translational mobility of the part guided in the oblong window 810.
  • This groove 811 is dimensioned so as to be able to guide the pin 32 which passes through it.
  • the width of the groove corresponding to the dimension of the groove taken radially relative to the center of its circular shape, corresponds at least locally to the diameter of the pin 32 that it receives.
  • the opening lever 31 is arranged between, and in particular interposed between the intermediate lever 33 and the disengagement and clutch lever 81.
  • This opening 311 has, similarly to the groove 811, a generally circular shape extending over a bounded angular sector less than 90 degrees. This opening 311 extends around the axis of rotation A31 forming the center of its circular shape.
  • This opening 311 forms a path for the pawn along this angular sector around the axis A31 and has a notch 312 formed by a space open radially on the opening 311, the notch 312 being located radially towards the outside of the opening 311 with respect to the axis of rotation A31 and configured to enclose the pin 32 when it is housed there.
  • the inhibition control lever 80 comprises a protrusion 801 configured to come into contact and bear against a predefined zone of a transfer lever 60 and which, when said inhibition control lever 80 is pivoted, it causes in its travel the transfer lever 60 in translation.
  • An inhibition protuberance 802 also makes it possible to lock the transfer lever 60 once translated. This protrusion 802 thus ensures a blocking function of the transfer lever 60 after its translation towards the inhibition position by the inhibition mechanism 13.
  • the figure 8 , 9 and 10 illustrate detailed views of the secondary mechanism 7 configured to be actuated by an exterior handle 5 of the vehicle 1 and part of the inhibition mechanism 13 acting on this secondary mechanism 7.
  • the outer handle 5 is connected to a transmission cable (not shown) of the Bowden cable type making it possible to control the first secondary mechanism 71.
  • This transmission cable is connected at a first end to said outer handle 5 and, at a second end, to an opening lever 21 of the exterior handle 5, at a fixing interface 210 of the opening lever.
  • the opening lever 21 is rotatable around an axis of rotation A21 coaxial with the axis of rotation A9 of the central opening lever 9.
  • the opening lever 21 has the shape of a hook, one end of which moves said central opening lever 9 when the secondary mechanism 71 is activated by the first interface I1.
  • This movement, or drive of the central opening lever 9 is indirect, that is to say that an intermediate piece is located between the opening lever 21 and the central opening lever 9, in particular interposed between these two levers 9 , 21 during this training.
  • This intermediate part is a clutch and disengagement lever 22 rotatable around an axis of rotation A22, parallel to the axis of rotation A21, even coaxial with the axes A9 and A21 when the inhibition mechanism 13 is inactive. .
  • the figure 11 , 12 and 13 illustrate detailed views of the secondary mechanisms configured to be actuated by a key, either mechanically or electrically by an electrical signal, and a part of the inhibition mechanism 13 acting indirectly on these secondary mechanisms, according to this embodiment.
  • the key is configured to actuate the secondary mechanisms 73, 74 of the lock 10.
  • the third secondary mechanism 74 comprises a driver 40 electrically controlled and comprising a driving toothed wheel 41 and a coaxial driven wheel 42, the driving toothed wheel 41 being able to drive the driven wheel 42 in rotation by means of a drive member formed by their common rotating shaft.
  • the driver 40 is driven in rotation by a motor 43 and endless screw 44 assembly known per se.
  • Motor 43 is capable of rotating the worm in both possible directions of rotation.
  • the rotation of the worm screw 44 is such as to cause the driving toothed wheel 41 to turn.
  • Which wheel 41 is able to turn the driven wheel 42 which engages the rack 61 of the transfer lever to move said transfer lever 60 in translation.
  • This transfer lever 60 is for its part capable of acting on the first secondary mechanism 71 to move the central opening lever 9.
  • the motor is electrically controlled by the user's key.
  • the key also comes to cooperate mechanically with the fourth interface I3 formed by the barrel configured to receive the stem of the key, the lock comprises a secondary mechanism 73 to which it is connected.
  • the barrel is integral with a drive wheel 51 able to drive the driven wheel 52 in rotation by meshing it, the latter being configured to move the transfer lever 60 by means of a drive member 53 integral with the driven wheel 52 and in engagement with the transfer lever 60.
  • the transfer lever 60 is able to act on the first secondary mechanism 71 to move the central opening lever 9.
  • the inhibition control lever 80 comprises a protrusion 801 driving the transfer lever 60 in its travel in translation when the activation and deactivation means 14 is controlled, and drives the transfer lever in rotation. inhibition control 80 and a protrusion 802 to block said transfer lever 60 after its translation towards the inhibition position by the inhibition mechanism 13.
  • This transfer lever 60 here ensures the inhibition of these third and fourth secondary mechanisms and therefore of the control means 12 of the main mechanism 6 at the level of these interfaces I3 and I4. Indeed, in the locked position of the inhibition mechanism 13, the transfer lever 60 being blocked in translation, the rotation of the motor shaft 43 and the rotation of the barrel have no effect on said transfer lever 60.
  • the figure 14 , 15 and 16 illustrate detailed views of two activation and deactivation means 14 each forming a separate control of the inhibition mechanism 13, according to this embodiment.
  • the inhibition mechanism 13 comprises an activation and deactivation means 14 of the push button type (not shown), located on the outer surface 15 of the lock 10.
  • This button 14 is connected to a transmission cable 141 of the Bowden cable type making it possible to control the inhibition mechanism 13.
  • This transmission cable 141 is connected at a first end to the activation and deactivation means 14 and, at a second end, to a lever inhibition control 80 movable in rotation about an axis of rotation A80.
  • a second activation and deactivation means 14' is located at the level of the inhibition control lever 80.
  • a rotating pin 142 located on the outer surface 15 of the lock 10, comprising a head 143 having an indentation 144 able to receive the stem of the key so that, when the stem is housed in this cavity 144, the rotation of the key, and therefore of the rod, causes the rotation of the rotary pin 142.
  • the rotary pin 142 further comprises a transmission member 145 engaged in a housing 146 of the clutch release and clutch lever 81 of the secondary mechanism 72 so that the rotation of the rotary pin 142 causes the rotation of the release lever and clutch 81, this without having to act on the inside handle of the opening.
  • the second activation and deactivation means 14' can be a pin activated directly by the user's hand.
  • activation and deactivation means 14, 14' of the inhibition mechanism 13 are located in the interior space of the vehicle, such as in the passenger compartment of the vehicle.
  • the user who wants to protect himself from any attack or any attempt to break into the vehicle can be in his cabin in complete safety and control, centrally with one of the means of activation and deactivation 14, 14', inhibition of all vehicle access interfaces.
  • Such activation and deactivation means 14, 14' are moreover discreet and are not as intrusive as those known from the prior art.
  • activation and deactivation means 14, 14' are here mechanical (button connected to a linkage or rotary pin).
  • activation means and the deactivation means can be distinct.
  • the activation means can be electrical, the deactivation means being mechanical, further guaranteeing the inviolability of access to vehicle 1.
  • the figure 17 and 18 illustrate detailed views of the lock making it possible to understand how, mechanically, the activation of the inhibition mechanism 13 is prohibited when the door of the vehicle 1 is open.
  • the pivoting bolt 11 is intended to cooperate with a keeper (not shown).
  • the bolt 11 is thus capable of pivoting around its axis A11 between an angular position of imprisonment of a striker and a release position of the striker.
  • the bolt 11 comprises a blocking lug 111 configured to come into the path of the transfer lever 60, at the level of a blocking zone 63 of said transfer lever 60, this when the bolt 11 is in the striker release position, at know when the opening is open or able to be opened, thus blocking any translation of the transfer lever 60.
  • the lock 10 is thus configured to be locked by the inhibition mechanism 13 only if the opening of the vehicle is in a closed position.
  • any locking mechanism of the transfer lever 60 or more generally any locking mechanism of the inhibition mechanism 13 depending on the position of the opening can provide an equivalent function.
  • the invention therefore makes it possible, by activating the inhibition mechanism 13, to simultaneously lock (prevent opening from the outside) the lock(s) of the vehicle.
  • the inhibition mechanism 13 can be assisted electronically.
  • the lock may have 600 sensors (see the figure 19 and 20 for example) making it possible to ensure the correct position of the parts, in particular of the bolt 11 or of the transfer lever 60 for example.
  • the figure 21 , 22 , 23 , 24 and 25 illustrate detailed views of part of the inhibition mechanism 13 at the level of its actuation by the activation and deactivation means 14, located on the outer surface 15 of the lock 10, making it possible to illustrate a mechanical memorization function of the inhibition mechanism 13 and an operating sequence (see the Figures 22A, 22B , 22C, 22D, 22E, 22F, 22G, 22H and 22I ), according to one embodiment.
  • the activation and deactivation means 14 causes the rotation of the inhibition control lever 80 around its axis A80, the lever at the same time driving during its rotation the protuberance 801, which moves the transfer lever 60 in translation along an axis substantially perpendicular to the force exerted by the cable 141 on the inhibition control lever 80.
  • a window 803 Radially between the axis A80 around which the inhibition control lever 80 pivots and the connection between the transmission cable 141, is located a window 803 substantially oblong inside which comes to cooperate an operating pin 92 of a locking lever 90.
  • This locking lever is configured to translate along an axis orthogonal to the axis of translation of the transfer lever 60.
  • a torsion spring 91 is interposed between the blocking lever and the inhibition control lever 80 and makes it possible to exert a constraint on the blocking lever 90 tending to push it towards the transfer lever 60.
  • blocking lever 90 is translated towards transfer lever 60 (see Figures 21, 22A, 22B and 22C ) until it comes into contact and abuts against a sliding surface 64 of said transfer lever 60, this being constrained by the spring 91 (see the figures 22D, 22E and 22F ).
  • This sliding surface 64 is located on a step or a recess 65 so that, still during the rotation of the inhibition control lever 80, the protrusion 801 moves the transfer lever 60 in translation until the lever locking block 90, then in contact and abutting against this sliding surface 64, reaches the limit of this recess 65 (see the figure 22G ) and, once this limit has been reached, it continues its translation in a hollow 66 delimited by this recess 65 to lodge there (see the figures 22H and 22I ).
  • the blocking lever 90 ensures blocking of the transfer lever 60, preventing it from returning to its initial position after its translation driven by the activation of the inhibition mechanism 13 by the mechanical actuation and user manual button 14.
  • the locking lever In the event of an attempt at mechanical unlocking at the level of the key cylinder or by electrical impulse in the motor, the locking lever is then forced between a fixed structure S and the recess 65 of the transfer lever 60 (see the figure 25 ).
  • the inhibition mechanism 13 is further configured so that the reverse rotation of the inhibition control lever 80 towards deactivation does not cause in its travel the reverse translation of the transfer lever 60.
  • the window 803 of the inhibition control lever 80 has a larger dimension than the maneuver pin 92 of the blocking lever 90.
  • this maneuver pin 92 bears against a drive edge of this window 803 to drive the locking lever 90 in translation, but there is then a clearance J (see the figure 21 ) between said operating pin 92 and an opposite edge of said window 803 to the drive edge so that when the inhibition control lever 80 returns to position, the pin does not bear from the start of its translation against this opposite edge and does not cause the reverse translation of the locking lever 90 during a initial run.
  • Such play makes it possible, in the locking position of the locking lever 90, by direct actuation during a break-in attempt for example, not to cause the reverse rotation of the inhibition control lever 80.
  • the torsion spring 91 keeps the locking lever 90 locked against the transfer lever 60.
  • the operating pin 92 is then driven by the window 803 and brings back the blocking lever 90 in idle position.
  • the reverse rotation of the inhibition control lever 80 causes the protrusion 801 in its rotation which, in this direction of rotation, has no effect on the translation of the transfer lever 60. In this way, the deactivation of the inhibition mechanism 13 leaves the lock condemned since the transfer lever remains in its translated position, the opening remaining disengaged.
  • the figure 26 illustrates a diagram of the operation of a lock and the associated activation and deactivation means making it possible to understand in particular the activation, the prohibitions and the unlocking or deactivation of the function of the centralized inhibition mechanism.
  • the states E1, E2, E3, E4 and E5 designate states of the lock at a given moment of operation while the references A1 to A17 correspond to actions by the user on the lock.
  • This state E2 corresponds to a state in which the lock is unlocked, closed, that is to say that the bolt of the lock is retained by the pawl, and the interior opening unlocked. It is therefore understood that the actions of exterior opening A4 as interior A5 bring the lock back to the state E1 while its locking A6 brings the lock 10 into a new state E3 in which the lock is locked, closed, the interior opening unlocked , a user in the vehicle being able to exit.
  • the activation of the control means 12 of the inhibition mechanism 13 can be performed when the lock is in state E2 or in state E3. These activations A7 and A8 bring the lock into a new successive state E4 in which the lock is locked, closed, the interior opening locked.
  • the only action A13 preferably mechanical on the lock in state E4 consisting in deactivating the inhibition mechanism 13 of the control means 12, for example by a button located in the interior space of the vehicle cabin, makes it possible to modify the state of the lock 10 to a state E5 similar to the state E3 in which the lock 10 is locked, closed, the interior opening unlocked, a user in the vehicle being able to exit.
  • the invention allows, by performing a mechanical deactivation of the inhibition mechanism 13, to remain condemned (prevent opening from the outside) since by deactivating the function of the centralized inhibition mechanism, the external opening remains disengaged and pulling the handle, nothing happens.

Claims (10)

  1. Schloss (10) für einen Öffnungsflügel (4) eines Kraftfahrzeugs (1), umfassend einen Hauptmechanismus (6) zum Steuern eines Riegels (11), wobei der Riegel beweglich ist zwischen einer offenen Position und einer geschlossenen Position, in welcher der Riegel (11) ausgestaltet ist, mit einem Schließblech zusammenzuwirken, wobei das Schloss (10) Steuermittel (12) umfasst, um den Hauptmechanismus (6) zu steuern, wobei die Steuermittel (12) umfassen:
    - eine Vielzahl von Nebenmechanismen (7), die jeweils mit dem Hauptmechanismus (6) verbunden sind, um ihn zu steuern,
    - eine Vielzahl von Benutzerschnittstellen (In, I1, I2, I3, I4), die jeweils mit einem der Nebenmechanismen (7) verbunden sind, die ausgestaltet sind, von einem Benutzer betätigt zu werden, und welche die Aktivierung der Nebenmechanismen (7) ermöglichen,
    wobei das Schloss (10) einen Hemmmechanismus (13) umfasst, der ausgestaltet ist, alle Steuermittel (12) des Hauptmechanismus (6) zu hemmen, ausgehend von wenigstens einem Aktivierungs- und Deaktivierungsmittel (14, 14'), das einen Steuerung bildet, welche von dem Hemmmechanismus (13) verschieden ist,
    dadurch gekennzeichnet, dass der Hemmmechanismus (13) so ausgestaltet ist, dass eine mechanische Deaktivierung des Hemmmechanismus (13) die Öffnung des Öffnungsflügels (4) des Kraftfahrzeugs (1) von außen verhindert.
  2. Schloss (10) nach Anspruch 1, dadurch gekennzeichnet, dass die Aktivierungs- und Deaktivierungsmittel (14, 14') des Hemmmechanismus (13) ausgestaltet sind, im Innenraum des Fahrzeugs (1), wie etwa im Fahrgastraum des Fahrzeugs, angeordnet zu sein.
  3. Schloss (10) nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass die Deaktivierungsmittel mechanisch sind, und dadurch, dass die Aktivierungsmittel mechanisch oder elektrisch sind.
  4. Schloss (10) nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass die Aktivierungs- und Deaktivierungsmittel (14, 14') wenigstens ein Kabel (141) oder ein Gestänge umfassen, das mit einer mechanischen Schnittstelle verbunden ist, wobei die mechanische Schnittstelle in Translation agiert, wie etwa ein Knopf, oder in Rotation, wie etwa ein Hebel.
  5. Schloss (10) nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass die Aktivierungs- und Deaktivierungsmittel (14, 14') eine mechanische Schnittstelle aufweisen, die sich direkt auf einer Außenoberfläche (15) des Schlosses (10) befindet, die zum Fahrgastraum des Kraftfahrzeugs gerichtet ist, wodurch dem Benutzer eine Zugänglichkeit geboten wird.
  6. Schloss (10) nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass es weiter umfasst:
    - einen Riegel (11), der beweglich ist zwischen einer Schließblech-Einschlussposition und einer Schließblech-Freigabeposition,
    - eine Klinke, die beweglich ist zwischen einer Sperrposition, sodass der Riegel (11) in Schließblech-Einschlussposition gehalten wird, und einer eingefahrenen Position, in welcher der Riegel (11) um seine Achse (A11) frei drehbar ist,
    wobei das Schloss (10) weiter einen Verriegelungs- und/oder Superverriegelungsmechanismus umfasst, der ausgestaltet ist, eine Klinke (8) des Hauptmechanismus (6) zu hemmen.
  7. Schloss (10) nach Anspruch 6, dadurch gekennzeichnet, dass der Hemmmechanismus (13) ausgestaltet ist, den (die) Entriegelungs- und/oder Superentriegelungsmechanismus zusätzlich zu allen Steuermitteln des Hauptmechanismus, ausgehend von dem Aktivierungs- und Deaktivierungsmittel, gleichzeitig zu hemmen.
  8. Schloss (10) nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass die Aktivierung des Aktivierungs- und Deaktivierungsmittels (14) erfordert, dass das Schloss verriegelt ist.
  9. Schloss (10) nach irgendeinem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass die Aktivierung des Aktivierungs- und Deaktivierungsmittels (14) gleichzeitig mit der Verriegelung und/oder Superverriegelung erfolgt.
  10. Schloss (10) nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass:
    - wenigstens eine der Benutzerschnittstellen (I3, I4) einen Fahrzeugschlüssel umfasst und
    - wenigstens einer der Nebenmechanismen (7) ausgestaltet ist, von dem Fahrzeugschlüssel aktiviert zu werden.
EP20200698.7A 2019-10-16 2020-10-08 Schloss für einen öffnungsflügel eines kraftfahrzeugs Active EP3808925B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1911556A FR3102202B1 (fr) 2019-10-16 2019-10-16 Serrure pour un ouvrant de véhicule automobile

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EP3808925A1 EP3808925A1 (de) 2021-04-21
EP3808925B1 true EP3808925B1 (de) 2023-01-18

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CN113202362A (zh) * 2021-04-30 2021-08-03 东风商用车有限公司 一种具有双重锁止功能的车门锁体结构

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FR2614643B1 (fr) * 1987-04-29 1989-07-28 Rockwell Cim Ensemble de serrure de porte et d'un dispositif de condamnation anti-vol et anti-agression de cette serrure et serrure faisant partie de cet ensemble
GB2286222B (en) * 1994-01-28 1997-05-28 Valeo Security Systems Ltd Mechanical deadlock
JP2001349115A (ja) * 2000-06-12 2001-12-21 Toshitaka Saito 自動車用防犯装置
FR2823243B1 (fr) * 2001-04-04 2004-02-20 Valeo Securite Habitacle Ensemble de commande d'une serrure d'ouvrant de vehicule automobile
SE536380C2 (sv) 2012-02-13 2013-09-24 Scania Cv Ab Fasthållningsanordning för exempelvis fordonsluckor

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