GB2114209A - Closing and locking system for vehicle doors - Google Patents

Abstract

The system has a separate control unit (2) ad locking unit (3), wherein the control unit has components which are not loaded by lock operating forces and wherein the parts carrying such forces are arranged exclusively on the locking unit. A lock catch member (5) is movable by means of a control member (14) in the control unit, the movement of the control member (14) being selectively prevented by two blocking members (20) (21) which are, in turn movable by control actuating elements. The main control is incorporated in the system installed in the driver's door and is linked by servo means to other systems installed in the other doors of the vehicle. <IMAGE>

Description

SPECIFICATION Closing and locking system The invention relates to a closing and locking system for centrally locking and unlocking locks in motor vehicle doors.

A wide range of different constructions of central closing and locking systems are known.

They operate pneumatically or electrically and are actuated from the locking cylinder of the driver's door or the front passenger door. On leaving the vehicle, the driver only needs to lock his door and all other doors are automatically locked. The locking action is transmitted to the front passenger door, the rear doors and the boot lid by pneumatic, electric-motor or electromagnetic drive means. A common feature of all central locking systems is that the drive for the individual locks directly engages, by means of connecting rods, a lever of the door lock which has a latch, in order to LOCK or UNLOCK the latch. As relatively high spring forces have to be overcome when the levers move from one stable position into the other, the drive units must also be of correspondingly large dimensions.In particular, mounting the drive units which are generally of large volume in the space available gives rise to difficulties.

Added to this is that fact that central locking systems do not have the safety factor which is generally attributed thereto. More specifically, motor vehicles are relatively easy to open if their closing and locking systems cannot be further additonally LOCKED (SAFETY LOCKING ACTION).

In addition, it repeatedly occurs, in particular in the case of expensive vehicles, that master keys are made while the vehicle is in the workshop.

It is has therefore already been proposed that the closing and locking system be provided with two keys, namely a first key or normal key for LOCKING the vehicle and a second key or safety key which the owner of the vehicle should never let out of his hands and which is such that it can lock the closing and locking system into the "SAFETY LOCKED" position. In that condition, the doors of the vehicle cannot be opened either by means of the external or internal actuating elements, or by way of the internal locking knob or button on a rear door or by way of the lock cylinder for the normal key. Those systems are therefore so designed that, once the vehicle has been closed, it can only be opened again with the safety key. There would therefore be no avail in using a normal key which had been made illegally when the vehicle was in for inspection, in order to open the vehicle.

Now, the aim of the present invention is to provide a closing and locking system for motor vehicle doors, the individual elements of which are movable with low actuating forces so that it is also possible to use low-volume motors or drive units. In addition, the closing and locking system is to be such that it can be used, on the buildingbrick or modular principle, for different kinds of door locks, that is to say, for the driver's door, front passenger door or rear doors and for various closing and locking systems such as systems with or without central locking or additional safety locking means.Finally, the invention requires that all actuating elements are movable, and are therefore not blocked, that is to say, the stroke movement thereof is idle and has no effect, in the positions referred to as LOCKED (hereinafter referred to as LOC.) and SAFETY LOCKED (hereinafter referred to as SL).

In the present invention the closing and locking system is divided into a separate control unit and a separate locking unit, wherein the control unit has components which are not loaded by closing forces and the parts carrying forces are arranged on the locking unit.

Dividing the system into two separate component parts permits the mechanical elements which form the control unit to be of a light construction so that there is no need for large, heavy drive units for actuating same. In addition, the system can be divided on the modular principle by separation into two independent units, comparativeiy easily, for the components required for the respective doors or the various closing and locking devices can be easily added to a very simple control unit which serves as a base unit, wherein moreover the locking unit is the same for all doors or door locks.

The invention will now be described in greater detail with reference to embodiments which are illustrated in the accompanying drawings in which: Figure 1 is a diagrammatic view showing the basic principle of the closing and locking system in the position LOC. and SL., which is suitable for a driver's door; Figure 2 shows a diagrammatic view as in Figure 1, but showing the front passenger door; Figure 3 shows a diagrammatic view of the closing and locking system of a rear door in the position LOC. and Figure 4 shows a diagrammatic view of the closing and locking system with the components of all doors in the OPEN position.

A closing and locking system 1 for installation in any motor vehicle door comprises a control unit 2 and a locking unit 3 which alone carries the closing or locking forces. The locking unit 3 includes a lock latch 4 which is pivotally or rotatably mounted on the motor vehicle door, and an associated spring-loaded catch or detent member 5 which is known in principle. The latch 4 and the catch member 5 together hold the vehicle door on a locking dog 6 which is arranged for example on the B-column or pillar of the motor vehicle frame structure, in known manner.

In principle, provided in a driver's door are an internal door actuating element 7 and an external door actuating element 8, as shown in Figure 1. In addition, the driver's door has an internal locking knob or button 9 and a lock cylinder 10 for the normal locking or closing action. The internal locking knob or button 9 and the cylinder 10 are coupled together so that, upon selective actuation, they jointly lock into the positions OPEN and LOC.

Finally, a locking system 1 in accordance with the invention is preferably also provided with a safety locking arrangement, and for that purpose either has a separate lock cylinder 11 (safety lock cylinder) or the function of the safety lock cylinder 11 is integrated in the lock cylinder 10 in such a way that the safety locking arrangement can be closed by means of that lock cylinder only when a second key is used. That means that, although the control unit 2 can be put into the positions OPEN and LOCKED by means of the first or normal key, the assembly can only be put into the position SL., by means of the second or safety key.In addition, the cylinder 11 and the cylinder 10 are coupled together in such a way that the cylinder 10 which is in the position LOC. is also moved into the position OPEN when the cylinder 11 is actuated in the direction OPEN.

Both the normal locking arrangement with the normal lock cylinder 10 and the safety locking arrangement with the safety lock cylinder 11 are preferably in the form of central locking assemblies and for that purpose have contact maker members 12 and 1 2a respectively and sensors 1 3 and 1 3a respectively, which transmit electrical or pneumatic signals to the control units or actuating members of the respective other doors.

As a central component, the control unit 2 has a control member 14 which is connected to the catch member 5. In the embodiment illustrated in Figure 1, the control member 14 is a springloaded, pivotally mounted member which is connected to the catch member 5, by way of a pivotally connected intermediate member 1 5.

With respect to the axes of rotation as indicated at 16 and 17 of the catch member 5 and the control member 14 respectively, the associated springs 1 8 and 1 9 pull in opposite directions. The spring 18 urges the catch member 5 in the anticlockwise direction, while the spring 1 9 urges the control member 14 in the clockwise direction. In addition, pivotal movement of the control member 14 in the clockwise direction is necessary, or a pivotal movement in that direction must be possible, in order for the catch member 5 to be able to pivot into its release position. The control member 14 cannot move in the anticlockwise direction, because that is prevented by the catch member 5 bearing against the lock latch 4.

Two blocking members 20 and 21 freely movabiy engage the control member 14 in the direction of locking and releasing it respectively.

One blocking member 20 is controlled by the components of the normal locking arrangement, comprising parts 7 to 10, while the blocking member 21 is controlled by the components forming the safety locking arrangement, or the safety lock cylinder 11.

In the embodiment illustrated in Figure 1, the blocking members 20 and 21 are each a doublearmed pivotal member which is mounted pivotally about a rotary axis as indicated at 22 and 23 respectively, the pivotal members bearing against the control member 14 in the positions LOC. and SL. respectively, in such a way that the control member 14 is not pivotal in the clockwise direction. Also pivotally connected to the arm 24 of the blocking member 20 is an intermediate member 26 which is displaceable by means of the internal locking knob or button 9 or the cylinder 10. Those two components engage into the control unit 2, by means of a connecting element 27, and are there pivotally connected to the intermediate member 26.When the internal locking knob or button 9 and thus also the cylinder 10 are in the position LOC. as shown in Figure 1, then the arm 24 of the blocking member 20 bears against the control member 14, whereby the latter cannot move into the position OPEN (in the clockwise direction in Figure 1).

The internal door actuating element 7 is connected to a second arm 28 of the blocking member 20. An intermediate member 29 is pivotally connected to the second arm 28 and is connected by way of a movement compensating member 30 (slot) to the internal door actuating element 7 which engages with a connecting element 31 into the control unit 2. When the internal door actuating element 7 is pulled, the blocking member 20 pivots in the direction OPEN (in an anti-clockwise direction) and, in so doing, displaces the internal locking knob or button 9 and the cylinder 10 into a position which is displaced outwardly with respect to the position shown in Figure 1, into the position OPEN, against the force of a spring 32, by way of the intermediate member 26, the end 33 of which is pivoted to the connecting element 27.

A movement compensating member 34 (slot) is disposed on the one arm 35 of a double-armed lever 37 which is pivotal about an axis of rotation as indicated at 36, the other arm 38 of the lever 37 controlling a longitudinally displaceable and pivotal intermediate member 39. The free end 40 of the arm 38 engages into a movement compensating member or slot 41 at one end of the intermediate member 39, which is pivotal about the same axis of rotation 22 as the blocking member 20. So that the intermediate member 39 can be displaced in the direction of its longitudinal axis, it is mounted on the axis 22, by means of a movement compensating member or slot 42.

Finally, the intermediate member 39 also has a third movement compensating member or slot 43 which is also operative in the longitudinal direction and to which one free end of a connecting element 44 is pivoted. The second free end of the connecting element 44 is connected to a spring-loaded bell crank lever 46 which is pivotal about an axis of rotation 45 and which is also pivotally engaged by a connecting element 47 which leads to the external door actuating element 8. When the lever 46 is pivoted by the external door actuating element 8 being pulled or pressed, then, by way of the connecting element 44, that results in the same manner in a pivotal movement of the intermediate member 39 about the axis 22.When, by virtue of actuation of the internal locking knob or button 9 or the cylinder 10, the lever 37 pivots about its axis of rotation 36, that results in longitudinal movement of the intermediate member 39.

Finally, also arranged on the intermediate member 39 is an entrainment member 48 which is connected to a servo or setting member 51 by way of a linkage 50 including a pivot 49. The member 51 has two stable limit positions and is controlled by the cylinder 10 of the normal locking means.

The function of the entrainment member 48, in the position OPEN as shown in Figure 4, is to pivot the blocking member 20 about the axis 22 in the direction OPEN in an anti-clockwise direction when the external door actuating element 8 is pulled. For that purpose, the entrainment member 48 engages approximately at the pivotal connection 52 of the intermediate member 29 on the blocking member 20. The member 51 is actuated electrically or pneumatically by way of lines 53 (not shown in greater detail) which are connected to sensors and contact maker means corresponding to the sensors 1 3 and the contact maker means 12.

In the position LOC. and SL. as shown in Figure 1, the internal door actuating element 7 is inoperative (idle stroke motion) in respect of the safety lock cylinder 11. It can be pulled outwardly, in which case it opens the cylinder 10 for the normal locking arrangement and the internal locking knob or button 9, but the control member 14 cannot pivot any further because it is blocked by the blocking member 21. The external door actuating element 8 is movable, and its stroke motion is an inoperative or idle movement for the lever 46 is pivotal, whereby it deflects the entrainment member 48 past the blocking member 20, about the axis 22. The safety locking arrangement with the associated cylinder 11 is also engaged with the result that the arm 25 of the blocking member 21 is blockingly disposed in front of the control member 14.

In the position OPEN as shown in Figure 4, the blocking member 21 is pivoted away from the control member 14 and therefore no longerblocks it, by suitable movement of the cylinder 11. The entrainment member 48 is moved into a position of bearing against the blocking member 20 by way of the cylinder 10 of the normal locking arrangement and the setting member 51 which is controlled thereby, so that, by pulling on the external door actuating element 8, the bell crank lever 46, the intermediate member 39 with the entrainment member 48 and thus also the blocking member 20 can be pivoted, whereby the arm 24 of the member 20 releases the control member 14. Therefore, the control member 14 no longer blocks the catch member 5, so that the door can be opened.Substantially the same procedure occurs when the internal door actuating element 7 is pulled, as shown in Figure 4, for in that case the intermediate member 29 pivots the blocking member 20 in the direction OPEN, the arm 24 thereof releasing the control member 14. The intermediate member 26 also does not prevent movement in the direction OPEN, for it is displaceable in the longitudinal direction by virtue of the movement compensating member 34, because the connecting element 27 with the internal locking knob or button 9 and the cylinder 10 are in the outwardly displaced position OPEN. In addition, in comparison with the inclined position in the blocking condition, the lever 37 when in the position OPEN occupies a position which is shown horizontally in Figure 4.

The control unit 2 shown in Figure 1 can be easily adapted without major modification to the particularities of the various doors of a motor vehicle, for which purpose, as shown in Figure 2, for use on a front passenger door, without safety cylinder 11, it is only necessary additionally to provide a further setting member 54. The member 54 receives for example electrical pulses by way of the lines 55 from the sensors 1 3a of the control unit 2 shown in Figure 1. All the other components are the same.

Finally, the control unit 56 of the closing and locking system 57 of a rear motor vehicle door differs from that of a front passenger door as shown in Figure 2, only by the additional provision of a child safety lock 58 which is shown in purely diagrammatic form in Figure 3 by a coupling element 59 for the intermediate member 62 which is formed of two parts 60 and 61. In addition, this arrangement does not include the lock cylinder for the normal lock arrangement, which cylinder engages the connecting element 27. All the other components are the same as in the control unit shown in Figure 2 in respect of the front passenger door, that is to say, this arrangement also has a setting member 54 for pivoting the blocking member 21, which is preferably effected by way of an interposed pivotally connected intermediate member 63.

All parts of the control unit 2 or 56 may desirably be disposed in a housing 64 from which extend the intermediate member 1 5 and the connecting elements 27, 31 and 47, as well as the connecting members for the entrainment means of the cylinders 10, 11 and the connecting lines for the setting members 51, 55.

Finally, the setting member 51 is not absolutely necessary in the control unit 2 shown in Figure 1 for the driver's door, if the central locking arrangement is only actuated from the driver's side.

In principle, various modifications and alterations may be made within the iimits of design possibilities, without thereby departing from the concept of the invention.

Claims (8)

Claims

1. A closing and locking system for the centralised locking and unlocking of locks on motor vehicle doors, comprising a control unit and a locking unit, wherein the control unit has components which are not subject to the forces employed in operating the locks and wherein the parts subject to those forces are arranged exclusively on the locking unit.

2. A closing and locking system according to claim 1 wherein all control operations which originate from actuating elements for opening, locking and holding blocked the motor vehicle door are combined in the control unit, and the motor vehicle door may be opened only when a release pulse has previously been applied to the locking unit by the control unit.

3. A closing and locking system according to claim 1 or claim 2 wherein the locking means comprises a lock latch with locking dog and a detent member or equivalent components.

4. A closing and locking system according to claim 1,2 or 3 wherein the locking means is directly connected to the control unit.

5. A closing and locking system according to claim 1 wherein drive elements for servo members are disposed in the control unit.

6. A closing and locking system according to claim 1 including, in the control unit, a control member for blocking or releasing a catch member of the locking unit, the control member being blockable by two independently actuated blocking members.

7. A closing and locking system according to claim 6 wherein one blocking member is controllable by the lock actuating means of a normal locking arrangement and the other blocking member is controllable by the actuating means of a safety locking arrangement.

8. Apparatus for operating the lock of a vehicle door and for controlling or being controlled by corresponding apparatus in one or more other doors of the same vehicle constructed and arranged substantially as hereinbefore described and shown in Figure 1, or with reference to any of Figures 2-4 of the accompanying drawings.