JPS5852075B2 - A device that closes or locks the door, hood, or cover of a vehicle, or closes and locks the door, hood, and cover of a vehicle. - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic closing or locking or closing and locking device for doors of vehicles, particularly automobiles.

This device is installed on the vehicle during vehicle assembly or later and allows the passenger compartment door as well as other doors and pivot flaps, such as engine bonnets, trunk covers or special cargo doors, to be closed easily, reliably and completely. Used for automatic locking.

Numerous automatic closing and locking devices are known, including those with a closing device force accumulator.

Such closing and locking devices are installed on some types of passenger cars during assembly.

In these closing and locking devices, the force required for closing and locking may be a hydraulic power unit, a pneumatic negative pressure unit, a powerful electromagnet, an electric motor control drive, or the opening of the vehicle door. is removed from the spring, which has been tightened by.

Locking devices are generally controlled by a central control device.

Activation of the locking device may be activated by a switch lock when one of the two doors of the vehicle is externally locked, or by a signal from the speedometer shaft or other device that signals the movement of the vehicle. The purpose of these devices, which operate through electrical contacts or pneumatic valves, is to
To enable locking of one door to lock other doors, flaps, hoods and covers, and to lock all doors when the car is running.

Known devices of this type, which are used in aircraft as well as automobiles, require extremely large, technically complex, partially failure-prone and expensive means to achieve the above-mentioned purpose. do.

This is because the known devices mainly use hydraulically, pneumatically or electromagnetically actuated power plants, which are usually installed in motor vehicles for the purpose of door locking. .

Also, if the device is operated with negative pressure, which is usually created by the negative pressure in the intake pipe of a gasoline engine (which is not possible with diesel engines), there will be a large number of control valves and hose conduits to the door, as well as A negative pressure accumulator is also required.

In this case, leaks in the conduit and transmission systems that are difficult to identify often result in failure of the device.

Similar deficiencies are also found in hydraulic devices.

If, on the other hand, the device is operated by electromagnets, the electromagnets are large, heavy, expensive, require large amounts of current, and often require large batteries to be installed in the vehicle.

This is because the force required to reliably close a car door is about 500 newtons, and the force required to lock it is 50 newtons.

Furthermore, the control and coordination of pneumatic and hydraulic valves and relays for high currents requires significant construction costs.

Moreover, with the above-mentioned configuration, it is not possible to install the device into the vehicle not only at the time of assembly of the vehicle but also afterwards, or it is not possible to significantly modify the existing locking mechanism of the door locking mechanism operated by a lock and a manually operated lock button. It becomes necessary.

Moreover, the dimensions of the hydraulic cylinder, servo negative pressure box, and two-way attraction magnet that must be accommodated in the door frame or door are limited in most cases when the door has a deep door box. In other words, it becomes so large that it cannot be installed in a large vehicle.

The object of the invention is that it can be manufactured compactly, light and cheaply with simple components, works without holding energy when the door is in the closed position or is locked, is versatile and can be used in existing Mechanically or manually actuated locking devices can be additionally installed in the motor vehicle without modification, simultaneously with or after assembly of the motor vehicle; It is an object of the present invention to provide a closing or locking or closing and locking device for a vehicle door or the like which can be unlocked firmly or by central control.

In order to solve this problem, in a device for closing, locking, or closing and locking a door/hood cover of a vehicle, especially a car, the power accumulator is a flywheel driven by a small electric motor, and the flywheel is driven by a small electric motor. is configured such that the energy is transmitted to the closing or locking or closing and locking device through the reduction transmission mechanism and the transmission mechanism connected to the rear thereof to close or lock the door/hood cover of the vehicle. In other words, according to the present invention, the energy (force) required to completely close a vehicle door or lock a closed door etc. is extracted from the flywheel, so that the flywheel closes or locks the energy. It has been proposed to increase the rotational speed of the flywheel by means of a small electric motor before handing it over to the device.

In this case, 1500~25000 rpm is suitable. are doing.

According to an embodiment of the invention, the energy transmission to the closing and locking mechanism takes place via a spur gear intermediate transmission with a rack, a rope transmission and a worm transmission with a screw or ball spindle.

The selection of the transmission member for transmitting the energy stored in the flywheel to a locking or closing mechanism present, for example in a motor vehicle door, is determined by the amount of force required. In particularly heavy cases, it is proposed that the intermediate transmission is a worm transmission, the worm gear of which is designed as a spindle nut, into which a threaded spindle or ball spindle is screwed directly. ing.

Furthermore, according to one embodiment of the invention, the transmission mechanism to the door closing or locking or closing and locking device is provided with a free travel distance.

In this case, only one part of the transmission mechanism is first moved by an electric motor with a flywheel with a small force requirement, so that the flywheel can later close or lock the door using the energy stored in the flywheel. brought to a sufficiently high rotational speed.

By providing the transmission with a free travel distance, therefore, no clutch is required to disconnect the flywheel from the following transmission while increasing the speed of the flywheel.

Furthermore, according to one embodiment of the invention, when using a rack 1 drive, the rack or a transmission part that is connected to the rack or is integral with the rack can be removed from the existing operating member after overcoming the idle distance. It has been proposed to engage the device in a spring-elastic manner so that, when the device is in the locked state, the actuating member can be brought into the unlocked position manually against the spring force.

However, even without this spring action, the motor and transmission do not present any significant resistance, so no manual decoupling or the like is necessary.

Since energy is stored in the flywheel, the reduction ratio of the intermediate transmission mechanism does not have to be so large that self-locking effects are a concern during manual operation.

The automatic locking device according to the invention is advantageously suspended with a pull rod as the force transmitting element in a hole additionally provided in the lever of an existing manually operated push-button locking device.

In this case, the automatic locking device is thus engaged in a lever that is additionally attached to the closing shaft or is connected to the closing shaft by a key or a driver known per se.

Therefore, only simple measures are required to integrate the measures of the invention into existing or known door closing or locking devices or closing and locking devices.

Additionally, in one embodiment of the invention, a closed central regulation and control box houses the necessary electronic automatic controls and power distribution for the small electric motor.

The automatic door closing device is automatically connected during the so-called front-closing distance of the door by a switch of known design, preferably a mercury switch.

The pre-closing distance is the distance from the first contact between the locking part of the door and the locking part of the door frame to the first closing position, in which the door is already locked but not yet fully closed.

At this forward closing distance, the initial rotation of the fork lever causes the mercury switch to tilt via the lever.

Particularly advantageous is the use of proximity switches.

The locking device is one of both door locks with a lock switch.
One is switched on by an external actuation when the vehicle is stopped or by taking a motion signal from the speedometer shaft or the like in a known manner at the start of travel.

Furthermore, in another embodiment of the present invention, an electronic control device includes a switch relay that acts on strong deceleration (deceleration of about 10 g or more) and an adjustable timer element (3 to 3) connected behind the switch relay. 15 seconds) so that this switch relay does not open the locking device immediately after an accident, but only after a set time has elapsed after the vehicle has stopped.

The device according to the invention is suitable for installation or integration in doors, plunges, hoods, etc. of rail vehicles, cable cars, airplanes, etc., as well as automobiles.

Furthermore, because of its simple construction, small dimensions and ease of installation, the device according to the invention can be used in addition or retrofitting to a large number of today's mass-produced motor vehicle doors.

In this case no changes to the structure of the existing closing and locking device are required.

Also, a large number of variations for the locking device are obtained by additionally incorporating additional operating contacts and selection switches in the passenger compartment.

Furthermore, the locking device may be combined with an alarm device based on a visual or audible device, such that the door is locked when the alarm device is connected.

Furthermore, it is also possible to integrate a control contact pulse generator in the door frame, which allows automatic operation of the locking device only when all doors are firmly closed.

A small electric motor stores a flywheel which can be increased to the required speed, for example in the clockwise direction, for the closing process and to the required speed, for example in the counterclockwise direction, for the closing process, before extracting the energy. Use as a force device allows extremely high closing and locking forces to be obtained in a very compact and space-saving device.

Since the bouncing mass is forced through the entire travel distance while being accelerated, a failure-prone and wear-prone clutch is not required.

Moreover, the electric motor rotates for a predetermined and adjustable amount of time.
During this time, the flywheel is increased to a sufficient rotational speed and its energy is then applied to the original closing and locking device, so that an electrical limit switch is also omitted.

Furthermore, the current consumption is low in this case, since no shock loads occur in this case, as would occur in the case of reciprocating magnets.

Each closing and locking device has only two thin conductors leading to it.

The invention will now be explained with reference to the drawings: The automatic door locking device with electric energy accumulator shown in FIGS. 1 and 2 has an electric motor 2 arranged in a housing 1. FIG.

A flywheel 4 and a pinion 5 are fixed on a motor shaft 3 of this electric motor 2.

The pinion 5 meshes with a spur gear 6 of an intermediate transmission shaft 7.

The intermediate transmission shaft 7 has a further gearwheel 8 which, in the illustrated embodiment, is fitted with rack teeth 9 which are mounted on the sleeve 10 or are formed in the sleeve 100 circumferential wall.
It meshes with the.

A pull rod 12 is movable in the central bore 11 of this sleeve 10, and its displacement is determined by an upper stop 13 attached to the pull rod 12 and not movable along the pull rod 12.
and a lower stopper.

The lower stopper is composed of a lower mounting member 14, a cylindrical coil pressing spring 15, and a disc 16.

The pull rod 12 is pivotally connected to the locking lever 18, for example by engaging in a hole 17 additionally provided in the existing locking lever 18.

This lock lever 18 has a push button 1 guided in the door frame 20, which is used for manual locking.
9 is hooked.

In the illustrated embodiment, a bellows 21 serves as a dustproof body.

In order to lock with clockwise motor rotation, the electric motor 2 is energized by activation of the door lock contacts when locking the vehicle door or by the signal of the signal generator on the speedometer shaft when starting the vehicle. , the electric motor 2 accelerates the flying mass of the flywheel 40.

In this case, in addition to the flywheel 4, the electric motor 2 has gears 5 and 6.
．． 8 to drive a reduction transmission mechanism or an intermediate transmission mechanism.

Rotation of electric motor 2 in a clockwise direction causes gears 6 and 8 to rotate counterclockwise, causing sleeve 10 to move downwardly from the position shown in FIG.

Moreover, this downward movement of the sleeve 10 first causes the sleeve 10 to
This is done until the total travel distance 22 between the disk 16 and the spring-supported disk 16 is exhausted.

The sleeve 10 then abuts the disk 16Fc of the lower stopper of the drawbar 12.

When the sleeve 10 is lowered further, it entrains the pull rod 12, the rotational energy of the flywheel 40 is transmitted to the pull rod 12, and the locking lever 18 is pulled downwards, thus locking.

The above-mentioned total travel distance in the transmission path between the locking lever 18 and the flywheel 4 eliminates the need for a clutch and allows the six gears or rack teeth to be in constant meshing.

This results in a very simple and reliable construction.

The locked state is shown in FIG.

Before reaching this end position, the electric motor 2 is already switched off by the central control unit, which will be explained in more detail below.

For this purpose, the central control unit has a time relay or other timing element, for example in the form of a monostable multivibrator (MM), so that the electric motor 2 is only powered for a certain time during each locking or unlocking process. You can keep it like this.

To return from the locked position shown in FIG. 2 to the unlocked position shown in FIG. 1, it is only necessary to reverse the direction of rotation of the electric motor 2 by changing the direction of the current.

Changes in the direction of current flow will be discussed later when the circuit for the central control unit shown in FIG. 7 is described.

During the unlocking process, the distance provided between the upper end of the sleeve 10 and the upper stop 13 provides a total travel distance 22a.

When the sleeve 10 has risen from the unlocked position shown in FIG. 2 and has passed the full travel distance 22a, the electric motor 2 accelerates the flywheel 4.

The lower stopper disc 16 is movable along the drawbar 12, while the lower mounting member 14 is fixedly connected to the drawbar 12.

The coil push spring 15 has three functions.

That is, the coil compression spring 15 reduces the shock when the sleeve 10 collides with the disc 16 during the locking process, reduces the final impact when the position shown in FIG. Push button 19 in the locked position shown in FIG.
The door can be opened by manually pulling upward against the pressing force of the coiled pushing spring 15 with increased force.

In this case, the intermediate transmission shaft with spur gear and the electric motor do not have to be rotated.

In the automatic locking device having a simple electric power accumulator of the structure shown in FIGS. 3 and 4 (a flywheel 4 and a small friction wheel 23 are mounted on the motor shaft 3 of the electric motor 2) is fixed.

This friction wheel 23 is pressed against a large friction wheel 24 by an electric motor 2 supported by a spring.

A crank pin 25 fixed to the friction wheel 24 is engaged in a slit 26 of a push rod 27 pivotally connected to the lock lever 18.

The larger friction wheel 24 has a radial stop pin 28 on its outer periphery.

This stopper pin 28 abuts on a portion of the casing (not shown), also not shown, and limits the rotation angle of the larger friction wheel 240 to approximately 3500 degrees.

FIG. 3 shows the start of the locking process after the larger friction wheel has rotated approximately 70 DEG counterclockwise from the unlocked position.

The electric motor 2, which has a flywheel 4 and a friction wheel 23, rotates in a clockwise direction in FIG.

When the electric motor 2 rotates approximately 1000 further revolutions and the crank pin 25 reaches the horizontal point A on the left side of its rotational path, the entire travel distance has been overcome and the locking process is caused by the large friction wheel 240
The following rotation angle of 90° is performed.

That is, at the horizontal point A of the trajectory of the crank pin 25, the crank pin 25 hits the lower end of the slit 26 and in the subsequent movement segment pulls down the push rod 27 and thus the locking lever 18.

During the entire travel distance, the flywheel is thus driven to a high rotational speed, and the push rod is given energy to pull down the locking lever 18 in the next working step.

FIG. 4 shows a large friction wheel 24 moving approximately 70 degrees clockwise.
The unlocking process after rotation is shown.

In this case as well, there is a full stroke distance until the crank pin 25 reaches the upper end of the slit 26 and pushes the push rod 27 upward.

The embodiment shown in FIGS. 3 and 4 is very simple in construction and accelerates the flywheel 4 with a working distance of 900 degrees and an unloaded coasting distance of 80 degrees during the locking and unlocking steps. This has the advantage of making it possible to provide a total travel distance or acceleration distance of approximately 17°.

This makes it possible to accelerate a medium-sized flywheel to high rotational speeds with an electric motor of very small volume and power and store a correspondingly large amount of energy for the locking and unlocking processes.

FIG. 5 partially shows the structure of an electric power accumulator having a worm transmission type preliminary reduction gear, a rack drive mechanism, and a flywheel provided separately.

This embodiment is suitable for locking relatively heavy doors, for example the doors of public transport buses.

In this embodiment, the electric motor 2 is flanged to the housing 1 and engages a worm shaft 29 at the motor shaft 3.

A flywheel 4 is attached to this worm shaft 29.

The energy of the flywheel 4 is transmitted to the sleeve 10 via the ohm 30, the worm gear 31, and the gear 8.

The remaining parts have the same reference numbers as in the embodiment of FIGS. 1 and 2, the total travel distance 22 for accelerating the flywheel, and the total travel distance 22a not shown in FIG. The other locking and unlocking processes are the same as the embodiments shown in FIGS. 1 and 2.

FIG. 6 is a schematic diagram of an automatic locking device having an electric power accumulator of the present invention, which is incorporated into a motor vehicle to lock four doors 32 as well as an engine bonnet 33 and a trunk cover 34.

Each door and the front and rear walls of the passenger compartment are provided with a locking unit 35 according to the invention having a push button 19 which can also be operated manually.

A double-wire power supply cable 36 (indicated by a broken line -f) extends from these lock units 35 to a central control unit 37 .

For example, a plurality of control conductors 38a (shown by dotted lines) are connected to the central control unit 37 from the door lock switch 38 of the driver door.
Stretching out.

A single-wire control ring conductor 39 (indicated by a dashed line) connects in series the contactor 40 in the area of the door frame, engine bonnet 33, and trunk cover 34 of the vehicle body.
f) also extends to the central control unit.

Contactor 40 prevents locking unit 35 from operating before all doors, covers and bonnets are securely closed.

In simple embodiments, this control mechanism may be omitted.

A manually operable release switch 41 is further provided in the vehicle interior, so that the lock unit can be operated as necessary even when the vehicle is stopped while the vehicle is still in the vehicle. .

The release switch 41 has a plurality of conductive wires 41 similar to the door lock.
It is connected to the central control unit 37 by a.

FIG. 7 shows the basic technical configuration of the central control unit 3F0 circuit, which includes four motors 2 that operate the lock unit 35 and four control contactors 40 installed in the door frame.
and the contacts 42 of the door lock 38 and the additional release switch 4
1 contact.

The central control unit 37 is housed in a closed box not shown in FIG.

The central control unit can be constructed in most modern digital integrated circuit technology, for example MO8 technology.

A contact 41 of the release switch and a contact 42 of the door lock 38 are connected to a block 43 in parallel.

Block 43 has a signal transformer of some kind which prevents contact recoil at contacts 41 and 42 from having an adverse effect on the subsequent circuit in a known manner. Have a purpose.

Therefore, the output terminals 43a and 43b receive a switch signal without recoil when one of the contacts 41 or 42 is switched.

Both output terminals 43a and 43b of block 430 are connected to RS flip-flop 440 inputs R and S or other bistable mechanisms, such as relays.

Furthermore, the output of block 43 is connected to the input of a timing element, for example in the form of a monostable multivibrator 47.

This multivibrator 47 has one of the contacts 41 and 42 switched to the "lock position a" or the "unlock position T".
When transferred to lb, its output terminals 47a and 47b
emit a defined signal of adjustable duration.

The output terminal 47b of the multivibrator 47 is connected to the third input terminal of the flip-flop 44 via a further timing element 47'.

As long as there is a signal at the input terminal of timing element 47', flip-flop 44 will not be switched to the other state regardless of other input signals.

The output terminal 4γa of the multi-bi break 47 is connected to one input terminal of two blocks 45 and 45' for direction determination.

The other input terminal of the block 45 is a flip-flop 44
and the second input terminal of block 45' are connected to the Q output terminal of flip-flop 44.

Further, a delay element 49 is connected to the third input terminal of the block 45/.
The significance of this delay element 49 will be explained later.

Two switch amplifiers 46, for example consisting of transistors and relays connected to them, are connected to blocks 45 or 4.
It is connected to the output terminal of 5'.

The electric motor 2, which is a DC motor, is connected in parallel to conductors 36 and 3.
Connected to 9.

In this case, conductor 39 is a ring conductor connecting control contactors 40 in series.

Conductors 36 and 39 are each connected to both switch amplifiers 46.

The operation of the block circuit implied in FIG. 7 is as follows.

It is assumed that one of the contacts 41 or 42 is switched so that the movable contact connected to ground is connected to the fixed contact a, thereby starting the locking process of the locking unit with the electric motor 2.

As a result of said switching, a recoil-free signal is provided at the output terminal 43a of the block.

This signal enters flip-flop 44 and multivibrator 4T.

Flip-flop 44 switches to one of its two stable states and provides a signal at its output terminal Q.

At the same time, the output terminals 47a and 4 of the multivibrator 47
A signal is present at 7b, which disappears again after a preset time.

With the signal at the output terminal 47b of the multivibrator 47, the timing element 47' also passes the signal to the L input terminal of the flip-flop 44.

As long as this signal from the timer 47/ is present at the L input terminal, the flip-flop will not switch to the other stable state even if one contact 41 or 42 is switched to contact during this time. Can not.

The state of the flip-flop 44 determines the direction of rotation of the electric motor 2, as explained below, so that a signal at the input terminal of the flip-flop can reverse the direction of current to the electric motor during rotation of the electric motor. is prevented.

The block 45 is the output terminal 4 of the multivibrator 47.
As long as the signal from 7a and the signal from the output terminal Q of the flip-flop are present at the same time, the signal is delivered to the switch amplifier 46.

This logical combination can be accomplished within block 45 by an AND element or a NAND element.

The output signal from block 45 energizes a relay in switch amplifier 46.

A make contact, not shown, of this relay connects the conductors 36 and 39 to the connection terminals of a direct current source, also not shown.

The control unit 37 is also supplied with power from this DC source.

Since the direction of rotation of the electric motor 2 is the direction required for the locking process, the conductor 39 is connected to the positive terminal of the current source and the conductor 36 is connected to the negative terminal.

All doors are closed and the associated control contactor 4
0 is also closed, the electric motor 2 is activated and accelerates each flywheel.

The multivibrator 470 time is adjusted in such a way that the electric motor 2 is switched off again before the locking unit reaches its end locking position.

After this time has elapsed, the output terminal 47 of the multivibrator
The output signals of a and 47b, and thus the output signal of block 45, disappear.

The relay of the associated switching amplifier 46 is then switched off and the power supply to the electric motor 2 is interrupted.

The electric motor 2 does not stop immediately due to the interruption of the current, but still continues to rotate due to the inertia of the electric motor and of the flywheel.

The time of the timing element 47' is such that, even after the disappearance of the signal at the output terminal 47b of the multivibrator, a signal is still sent to the connection terminal of the flip-flop 44, so long as the electric motor continues to rotate after its excitation current is cut off. It is determined that switching of the tap 44 is prevented.

When the electric motor 2 stops rotating, i.e. when the output signal from the timing element 47' at the connection terminal of the flip-flop 44 disappears, one of the switch contacts 41 or 42
This flip-flop 44 can be switched to the other stable state by switching to the contact state.

The operation of the control unit 370 for the unlocking process is the same as the locking process described above.

When one switch contact 41 or 42 is switched to contact 1 for unlocking, the output signal of block 43 is applied to output terminal 43b instead of output terminal 43a.

The flip-flop 44 is therefore switched to such a state that the signal applied to the output terminal Q during the locking process is applied to the output terminal q.

The signal from the output terminal 43b of the block 43 has the same effect on the multivibrator 47 as the signal from the output terminal 43a.

Therefore, in this case, the signal from the multivibrator 47 and the signal from the flip-flop 44 are simultaneously transmitted to the block 4.
5' input terminal.

This block 45' has the same logic circuit as block 45 and passes the output signal to a second switch amplifier 46 assigned to it.

This second switch amplifier 46 is substantially the same as the first switch amplifier 46, with the only difference that it connects the conductor 39 to the negative terminal of the battery, not shown, and connects the conductor 36 to the positive terminal. It's about connecting.

Therefore, the direction of rotation of the electric motor 2 during the unlocking process is reversed.

The subsequent switching off of electric motor 2 is controlled in the same manner as in the locking process by means of multivibrator 47 and timing element 41'.

Reference numeral 48 denotes a switch that responds to significant X, deceleration or acceleration (8 to 10 da) of the movable vehicle, such as occurs in a collision.

When the switch 48 is activated in such a case, the timer, e.g. a monostable multivibrator 49, generates an output signal of a fixed duration, not immediately, but only after a certain delay time. do.

The output terminal of multivibrator 49 is also block 4.
5' is connected.

The logic circuit in block 45' is multivibrator 49
The output signal is the output terminal 47a of the multivibrator 47.
and independent of the signal state at the output terminal Q of the flip-flop, it is designed to generate an output signal of the block 45' which causes the connection of the electric motor 2 in the unlocking direction of rotation.

If the electric motors 2 of all lock units 35 are connected in parallel as shown, each time a switch contact, i.e. a release switch 41 or a contact 42 of a door lock 38, is operated anew, one or more A forced synchronization of the individual electric motors or locking units takes place if the locking unit is manually moved into the other position between two switch contact operations.

All control and switching elements are in the central control unit 37, except for the control contactor 40, which is not necessary but advantageous.

Since the door locks and the required number of locking devices are each simply connected to the central control unit 37 via one double-conductor conductor, installation is significantly easier, operational safety is increased, and furthermore, it is easy to install later. Installation becomes extremely easy.

The electric power accumulator of the present invention can also be used in an automatic door closing device.

One embodiment of such an automatic door closing device is shown in FIGS. 8-11.

The door closing device has the function of tightly closing the door.

In the illustrated embodiment, the closing of the vehicle door is accomplished by a rotatable closing shaft 5.
This is done by means of a fork lever 51 located on the vehicle, which engages a door pin 52 mounted on the lock post of the vehicle and is connected to a mechanical closing and locking mechanism inside the door. ing.

This closing and locking mechanism is well known and is not shown in the drawings.

The additional automatic door closing device according to the invention consists of a casing 1 with an electric motor 2 and a motor shaft 3,
A flywheel 4 and a worm 30 are mounted on the motor shaft 3.

The worm 30 meshes with a worm wheel 31, which in this embodiment is provided with a threaded hole 53 in the center.

A threaded spindle 54 is screwed into the threaded hole 53.

The worm wheel 31 is mounted in a suitable manner in the housing 1 so as not to be axially displaceable.

A push rod 56 is supported in a pin head 55 provided at the end of a threaded spindle 54 that projects from the housing 1 .

A pin 58 of a lever 59 additionally provided on the closing shaft 50 engages in the slot 57 of this push rod.

In the door position shown in FIG. 8, where the door pin 52 has just engaged into the fork lever 51 and begins to rotate the closing shaft 50, a contact (not shown) connected to the closing shaft 50 is actuated and this contact Supply of current to the electric motor 2 is started.

This preparatory closing distance, which in practice is approximately 20 to 25 mm, can be passed by the door very quickly without significant additional resistance, and the time required for this is generally sufficient to rotate the flywheel at a sufficiently high speed. Therefore, a "full stroke distance" 60 is provided between the pin 58 and the slit 57 to ensure the acceleration time for the flywheel 4 to rotate at high speed without load.

This total travel distance 60 is illustrated in FIG.

If a person closes the door with force, the mercury switch only connects the electric motor for a very short time, so that the automatic closing device has no practical effect.

The screw spindle is screwed downwards via the worm wheel 31 by the electric motor.

At the same time, the push rod 56 is moved downward via the pin head 55.

Therefore, only a small amount of force is required during the distance of movement until the upper end of slit 57 hits pin 58, and therefore the flywheel can be accelerated to a sufficient rotational speed during this distance of movement or during this period of time, thereby saving energy. Accumulated.

As soon as the upper end of the slit 57 abuts the pin 58 of the lever 59, the push rod 56 is driven by the energy stored in the flywheel 4 to pull down the pin 58 and thus the lever 59.

The lever 59 itself pivots the closing shaft 50 and thus the fork lever 51 in a counterclockwise direction so that the door 32 is drawn toward the door frame and finally into the closing position as the terminal position shown in FIG. be transferred.

Depending on the moment of inertia of the flywheel 4 and the reduction ratio of the worm transmission mechanism, the door has a force of 500 to 1000 Newtons (50
~1ook) to the final position.

When the multivibrator 47 and the flip-flop 44 mounted in the central control unit 37 reach the end position of FIG. Furthermore, the worm 30, the worm gear 31, the spindle 54 having the pin head 55, and the push rod 56 are connected so as to be moved to the starting position shown in FIG.

However, in this case the lever 59 on the closing shaft 50 is not pivoted.

This is because the full travel distance 61 (FIG. 11) is now on the other side of pin 58.

A timing element in the central control unit 37 then cuts off power to the electric motor until the next time the door is opened or closed.

The contacts for connecting the electric motor 2, previously described as being connected to the closing shaft 50, can also be replaced by a contactless proximity switch in the door frame.

As a result, the automatic door closing device also works without any contacts in the parts installed in the door, each of which is connected to the central control unit by a single double-conductor conductor, which prevents breakdowns. <> requires no monitoring, making it suitable for later installation.

Furthermore, in order to connect the electric motor for closing the door, a mercury switch is tilted via a lever mechanism, not shown, to close the current circuit to the electric motor by rotation of the fork lever 510 in the preparatory closing stroke. It is also possible to use

In this case, the lever mechanism is configured such that the mercury switch is returned to its starting position, for example by a return spring, before or when the door reaches the closed position, and interrupts the current circuit to the electric motor again. .

Then, either by reversing the polarity and connecting the electric motor, or by using mechanical means, for example a spring, the closing device according to the invention is again returned to its starting position in order to prepare for the next closing process.

In this case, the fork lever 51 is not moved (L).

In addition to the mercury switch, a special timing element can be provided for reversing the polarity and reconnecting the electric motor.

[Brief explanation of the drawing]

The drawings show a plurality of embodiments of the present invention, and FIG. 1 is a sectional view showing a locking device in an unlocked position, which is equipped with an electric power accumulator having a spur gear type intermediate transmission mechanism and a rack drive mechanism. , FIG. 2 is a cross-sectional view in the locked position, FIG. 3 is a schematic diagram showing the locking device equipped with an electric power accumulator having a friction wheel type intermediate transmission mechanism and a crank drive mechanism in the unlocked position, and FIG. 4 is a schematic diagram in the locked position, and FIG. 5 shows the locking device in the unlocked position, comprising an electric power accumulator with a worm transmission and a rack drive, and a flywheel separated from the electric motor. Figure 6 is a cross-sectional view of an automobile with locking mechanisms for four doors, engine bonnet, and trunk cover, and Figure 7 is a cross-sectional view of an automobile with four locking points. The block circuit diagram of the central control unit of the automatic door closing device, FIG. 9 is a partial sectional view shown in the ``door preparation closed position'', FIG. 10 is a partial sectional view shown in the ``door closed position'', and FIG. 11 is a partial sectional view shown in the ``door closed position''. It is a partial cross-sectional view shown in "a position where the door is closed and the drive device is retracted". 1... Casing, 2... Electric motor, 3... Mower shaft, 4 ... flywheel, 5... pinion, 6.
・・Spur gear, 7・Intermediate transmission shaft, 8・Gear, 9・
...Rack tooth, 10...Sleeve, 11...Center piece-12...Tension rod, 13...Upper stopper, 14...
・・Lower mounting member, 15・Coil pressure spring, 16・
... Disc, 17... Hole, 18... Lock lever - 19
...Push button, 20...Door frame, 21...
・Bello, 22...Empty stroke distance, 23...Friction wheel,
24...Friction wheel, 25...Crank pin, 26...
・Slit, 27... Push rod, 28... Stopper pin, 29... Worm shaft, 30... Worm, 31
... Worm gear, 32 ... Door, 33 ... Engine bonnet, 34 ... Trunk cover, 35 ... Lock unit, 36 ... Power supply cable, 37 ... Central control unit, 38 ... ...Door lock switch, 39...
・Control ring conductor, 40...Contactor, 41・
...Switch, 42...Contact, 43...Block,
43a, 43b... Output terminal, 44... Flip-flop, 45.45'... Block, 46... Switch amplification J 4γ... Multivibrator, 47a
, 47b=output terminal, 47'... timing element, 48...
・Switch, 49...Multi-vibrator, 50 Closing shaft, 51...Fork lever, 52...Door pin,
53...Screw L54...Screw spindle, 55...
・Pin head, 56... push rod, 57... slit,
58... Pin, 59... Lever, 60... Empty stroke distance, 61... Empty stroke distance.

Claims (1)

[Claims] 1. The energy accumulator is a bouncy mass driven by an electric motor, and the energy of this bouncy mass is transferred to an intermediate transmission for closing or locking or closing and locking the door/hood cover of the vehicle. A device for closing or locking or closing and locking a door/hood cover of a vehicle, characterized in that the communication is transmitted to the closing or locking or closing and locking device via a mechanism and a mechanism connected to the rear thereof. 2. The device according to claim 1, wherein the intermediate transmission mechanism is a spur gear type intermediate transmission mechanism, and a rack transmission mechanism is connected to the rear thereof. 3. The intermediate transmission device is a friction wheel type transmission mechanism5. 6. 7. The device as claimed in claim 1, wherein a rack drive mechanism 9, 10 or a lever drive mechanism 25, 26, 27 is connected behind it. 4. The intermediate transmission device is a rope transmission mechanism in which the rotational movement of the resilient mass is directly converted into the linear force necessary to actuate the closing or locking or closing and locking device. The device according to scope 1. 5 The intermediate transmission mechanism is a worm transmission mechanism 29, 30° 31
2. The device according to claim 1, wherein the worm gear 31 is constructed in a spindle nut into which the threaded or ball spindle 54 is screwed directly. 6. Device according to claim 5, characterized in that the bouncing mass is a flywheel (4) mounted on a worm shaft (30). 7. The device of claim 6, wherein a dead travel distance is provided in the transmission mechanism. 8. The racks 9 and 10 of the rank transmission mechanism are elastically connected to the existing operating member after moving the empty stroke distance,
3. The device according to claim 2, wherein the operating member is capable of unclosing or unlocking even when the automatic device is in a closed or locked or closed and locked position. 9 All control and regulating mechanisms are housed in a central control box with timed elements, so that the individual electric motors are only supplied with current for a certain period of time, and the individual closing or locking mechanisms are 9. The device according to claim 8, wherein the device is connected to the central control unit only by a double-conductor cable. 10. Device according to claim 9, characterized in that the ten central control units are designed for single or central locking. 11. The device of claim 10, wherein the central control unit is connected to an alarm or monitoring system. 12 A relay, which is connected to a timing element, is arranged in the central control unit to act on a strong running acceleration or deceleration of the vehicle. 13 Common to the electric motor 2 and the flywheel 4. The shaft 3 is an intermediate gear transmission mechanism5. 6.
8 through the intermediate gear transmission mechanism 5. 6. The rack 9,10 is engaged with one of the gears of 8, and the rack 9,10 has an upper and a lower gear, and the circuit of the existing locking device. A pull bar 12 is connected to the locking lever of the rack, and the pull bar 12 has an upper stop 13 cooperating with the upper stop face of the rack and a lower stop 14, 15° 16 cooperating with the lower stop face of the rack. and both stops on the tension bar 2 have a mutual spacing that is greater than the spacing of the two stop surfaces of the rack by an idle travel distance 22.22a,
At the beginning of the movement of the shaft 3, the intermediate transmission and the rack, the rack passes through the idle distance without requiring any force, after which each stop surface cooperates with the associated stop of the tension rod to initiate the working movement. 8. A device according to claim 7 for starting. 14. Device according to claim 13, wherein the rack is a sleeve 10 with rack teeth 9 and guided in a central bore 11 of the drawbar sleeve 10. 15 The common shaft 3 of the electric motor 2 and the flywheel 4 connects to the push rod 27 via a reduction gear transmission mechanism or a friction wheel transmission mechanism and a crank pin 25 eccentrically fixed to the output gear or friction wheel of this transmission mechanism. One end of the push rod 27 is pivotally connected to the lock lever 18 of the existing locking device, and the other end has an axial slit 26, and the crank pin 25 is engaged with the axial slit 26. It is only after the output gear or output friction wheel has rotated a predetermined idle distance that the crank pin 25 connects with the push rod 27 to transmit force at the lower or upper edge of the axial slit 26. 8. The device of claim 7, wherein the device is engaged. 16. Claim 13, wherein the electric motor is a DC motor, the direction of rotation of which is reversed by reversing the polarity of the supply voltage for locking and unlocking processes, respectively.
The device according to item 1 or item 14. 17 A mechanism 44 in which the central control unit 37 supplies the electric motor 2 with a supply voltage in one or the other polarity in conjunction with the locking or unlocking signal from the door switch lock 38 or similar switch contacts 42, 41; ,4
Claim 16 having 5, 45', 46
Apparatus described in section. 18 central control unit 37 with electronic timing element 47.4
7', which keeps the switch contacts 41, 42 connected for a predetermined period of time after actuation, and also maintains the supply voltage to the electric motor 2 while the electric motor 2 is rotating. 17. Device according to claim 16, characterized in that the polarity is reversed. 19 The flywheel 4, which can be connected by means of a transmission mechanism to the operating member 18 of the closing or locking or closing and locking device of a vehicle door or the like, is uncoupled by means of an electric motor of small size and power. Accelerate to a high rotational speed for a time, and after the said time elapses, the sin wheel 4
A method for operating an operating member of a closing or locking or closing and locking device of a vehicle door or the like, characterized in that the operating member 18 is coupled with the operating member 18 and the operating member 18 is actuated by the rotational energy of the flywheel 40. 20. The method according to claim 19, wherein a reduction gear, a friction wheel, or a worm transmission mechanism is used as the transmission mechanism between the operating member 18 and the flywheel 4. 21 A patent in which an idle stroke distance is provided in the transmission mechanism, and the input member is first moved a predetermined distance (empty stroke distance) and then for a predetermined time before the input member and output member of the transmission mechanism are connected. The method according to claim 19 or 20.