EP1411194B1 - Serrure de porte d'un véhicule - Google Patents

Serrure de porte d'un véhicule Download PDF

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Publication number
EP1411194B1
EP1411194B1 EP20030020658 EP03020658A EP1411194B1 EP 1411194 B1 EP1411194 B1 EP 1411194B1 EP 20030020658 EP20030020658 EP 20030020658 EP 03020658 A EP03020658 A EP 03020658A EP 1411194 B1 EP1411194 B1 EP 1411194B1
Authority
EP
European Patent Office
Prior art keywords
adjustment element
adjustment
slotted guide
switching lever
vehicle door
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.)
Expired - Fee Related
Application number
EP20030020658
Other languages
German (de)
English (en)
Other versions
EP1411194A1 (fr
Inventor
Checrallah Kachouh
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP1411194A1 publication Critical patent/EP1411194A1/fr
Application granted granted Critical
Publication of EP1411194B1 publication Critical patent/EP1411194B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • 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
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/42—Cams
    • E05B81/44—Cams in the form of grooves
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/62—Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/90—Manual override in case of power failure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S292/00—Closure fasteners
    • Y10S292/23—Vehicle door latches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/096—Sliding
    • Y10T292/1014—Operating means
    • Y10T292/1021—Motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1044—Multiple head
    • Y10T292/1045—Operating means
    • Y10T292/1047—Closure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T292/00—Closure fasteners
    • Y10T292/08—Bolts
    • Y10T292/1043—Swinging
    • Y10T292/1075—Operating means
    • Y10T292/1082—Motor

Definitions

  • the present invention relates to a motor vehicle door lock with the features of the preamble of claim 1 and an actuator for a motor vehicle door lock with the features of the preamble of claim 9.
  • motor vehicle door lock all types of door, hood or Combined flap locks.
  • a disadvantage of known motor vehicle door locks is the fact that the slight manual adjustability of the shift lever is paid for by a comparatively long and thus time-consuming initial freewheeling of the actuating element during unlocking. It is such that in the motorized adjustment of the shift lever, the actuator or the pin in the Kulissenschreibung of the actuating element must first pass through the expanded part of the slotted guide to get into the channel-shaped region of the slotted guide, so that a corresponding force on the shift lever is possible.
  • the construction of drive and control element is chosen so that a switching state of the lever at least two, there are assigned in different embodiments two or four with respect to the effect of the control element on the shift lever equivalent positions of the control element.
  • the behavior of the control element located in different positions relative to the shift lever is identical not only in the respective position itself, but also in an adjustment from the respective position.
  • the symmetrical design of the actuating element is of particular advantage.
  • the actuator comes in the middle of the adjustment of an initial position out, for example, by the failure of the engine to stand.
  • the actuator has a slotted guide and the shift lever engaging in the slotted guide pin.
  • the slide guide has a number of starting positions corresponding number of slide sections.
  • Two link sections are connected to each other via a short, radially extending transverse section.
  • the adjustment of the shift lever can be done manually from the first to the second switching position and vice versa without adjustment of the actuating element. Blocked the drive in a position in which the pin is currently located in one of the quarter-circular link sections, a manual adjustment of the shift lever is also possible, but more difficult.
  • the pin can namely be moved in the gate section due to its shape only in one direction. Possibly. the actually desired switching state is achieved only via the initially undesirable switching state and a subsequent switching back in the radially extending transverse section.
  • the well-known motor vehicle door lock has, moreover, an additional construction with a freewheeling element.
  • the freewheeling element is connected to the actuating element by means of a freewheeling connection. This makes it possible to effect an adjustment of the shift lever manually and under adjustment of the actuating element, although the drive itself is self-locking in itself.
  • the teaching is based on the problem of designing and further developing the motor vehicle door lock in such a way that the manual adjustability of the shift lever is ensured with minimal movement path and expenditure of time.
  • the actuator of a motor vehicle door lock is claimed as such, as described above. Reference may be made to the above statements.
  • the otherwise not shown motor vehicle door lock has the usual closing elements such as latch and pawl and a lock mechanism with the central locking assembly 1.
  • closing elements such as latch and pawl and a lock mechanism with the central locking assembly 1.
  • lock latch and pawl and lock mechanism may at the beginning explained US 5,649,726 A to get expelled.
  • freewheel option which allows a self-locking drive in conjunction with a non-self-locking gearbox ( US 5,649,726 A ).
  • the central locking arrangement 1 includes a drive and a shift lever 2, wherein the drive has a motor, not shown, and an actuating element 3.
  • the shift lever 2 can be brought by the drive in various switching states, in this case in the unlocked state and in the illustrated locked state. It may also be that the shift lever 2 can be brought into a plurality of switching states.
  • the actuator 3 can be brought into engagement with the shift lever 2, as will be shown below.
  • the adjusting element 3 is designed so symmetrical that a switching state of the shift lever 2 at least two with respect to the effect of the actuating element 3 on the shift lever 2 equivalent positions of the control element 3 are assigned. In the present embodiment, this is realized in that a position of the control element 3 has the same effect on the shift lever 2 as the position rotated by 180 ° to this position. Possible and interesting is a tripartite division with an angle of 120 °. The basic advantages Such a symmetrical configuration have been explained in the general part of the description.
  • the actuating element 3 has a first stop 12 and a second stop 13 and the shift lever 2 has a first counter-stop 14 and a second counter-stop 15.
  • the drawing shown starting position right around the shift lever 2 is in its second switching state ( Fig. 3 )
  • the first counter-stop 14 moves into the path of movement of the first stop 12 (FIG. Fig. 3 ) comes.
  • the adjustment of the control element 3 is blocked and the drive is turned off.
  • the shift lever 2 is adjusted from the second to the first switching state.
  • the second counter-stop 15 comes in the movement path of the second stop 13, so that in turn blocks the adjustment of the actuating element 3 and the drive is turned off ( Fig. 1 ).
  • the shift lever 2 can only come into contact with the stops 12, 13 of the actuating element 3 via its counterstops 14, 15, thus blocking the actuating element 3. Is there a counter-attack 14; 15 outside the path of movement of the corresponding stop 12; 13, this stop 12; 13 free from the shift lever 2 and can be in particular - by the corresponding adjustment of the control element 3 - move past the shift lever 2.
  • the symmetry of the actuating element 3 extends to the described stops 12, 13 and counter-stops 14, 15, so that in the illustrated and so far preferred embodiment, the arranged on the actuator 3 stops 12, 13 are each provided in duplicate, wherein the respective corresponding stops to each other preferably are designed substantially point-symmetrical.
  • the arrangement of the stops 12, 13 on the actuator 3. This is not arbitrary. They are in the illustrated and preferred embodiment, radially relatively far, preferably arranged as far as possible outside. This results in a large lever arm for the stops 12, 13 with respect to the axis 4 of the actuating element 3. The braking effect is thus optimized.
  • the drawing can be seen that the shift lever 2 from the illustrated locked state ( Fig. 1 ) can be adjusted, that the actuator 3 is rotated from the initial position shown to the right. As already explained above, the same state can be achieved by the control element 3 rotated by 180 °.
  • a preferred embodiment comes after the motorized adjustment of the shift lever 2 from the first switching state ( Fig. 1 ) in the second switching state ( Fig. 3 )
  • This can be particularly advantageous for the further actuating movements of the actuating element 3.
  • it can be provided that from this equivalent starting position out with a repeated adjusting movement of the adjusting element 3, possibly in the same direction of actuation, the further adjustment of the shift lever 2 takes place.
  • the adjusting element 3 is adjusted in an exclusively motorized adjustment of the shift lever 2 between the two equivalent starting positions.
  • a manual adjustment of the shift lever 2 from the first to the second switching state and vice versa without adjustment of the actuating element 3 is possible at least at befindlichem in the starting position actuator 3.
  • Fig. 1 . 2 and 3 show that for performing a manual operation on the shift lever 2, a manual additional lever 2a is mounted, which is mounted on the same pivot axis 2b as the shift lever 2.
  • a stop buffer 2c sets the additional lever 2a in a direction opposite to the shift lever 2, but leaves a deflection of the additional lever 2a relative to the shift lever 2 when the shift lever 2 against spring force, if necessary.
  • the additional lever 2a is articulated in an eyelet 2d, a manual operation part 2e, which is designed here as a rod. It may, for example, be connected to a lock cylinder, which is not shown. In any case, it allows the manual operation of the shift lever 2.
  • Fig. 3 it allows the return of the shift lever 2 by pivoting clockwise about the pivot axis 2b from the second switching state ( Fig. 3 ) back to the first switching state ( Fig. 1 ).
  • the adjustment of the shift lever 2 from the first switching state ( Fig. 1 ) in the second switching state ( Fig. 3 ) takes place by the adjustment of the actuating element 3 from the initial position with minimal initial freewheel.
  • the motorized adjustment of the shift lever 2 from the first to the second switching state regardless of whether the lever was manually or motorized in the first switching state, basically with minimal Freewheel and thus with minimal expenditure of time is possible.
  • a position of the control element 3 is equivalent compared to this rotated by 180 ° position in the sense described above equivalent.
  • the adjusting element 3 is divided into two mutually symmetrical subregions, each subsection sweeps over 180 °. It can also be provided that a partial area sweeps less than 180 °, preferably 90 °.
  • the geometric boundary condition here consists in that the entire adjustment range of 360 ° can be divided by the angular amount of a subarea.
  • actuator 3 and lever 2 There are numerous possibilities for constructive design of the engagement between actuator 3 and lever 2.
  • One possibility is to equip the actuator 3 on its front side with pins which are arranged with respect to the axis 4 of the actuating element 3 at equal angular intervals on the control element 3.
  • the shift lever 2 then has a fork-shaped formation o. The like., Which can be brought into engagement with the pin.
  • control element 3 shows a slotted guide 5, 6 on the end face of the actuating element 3 and a pin 7 on the shift lever 2, which engages in the slotted guide 5, 6.
  • the two slide sections 5, 6 seen in the cross section of the actuating element 3, to the center of the actuating element 3, through which the axis 4 of the actuating element 3 extends are formed substantially point-symmetrical to each other. It may be pointed out that such a geometric symmetry is not absolutely necessary for the realization of the symmetry in the present sense. In the present case, the symmetry is in Functionally speaking, in particular, that a switching state of the shift lever 2 at least two equivalent positions of the control element 3 are assigned.
  • the slide guide 5, 6 shown in the drawing is particularly advantageous in that a manual adjustment of the shift lever 2 from a first ( Fig. 1 ) in a second switching state ( Fig. 3 ) is possible without adjustment of the actuating element 3.
  • the slide guides 5, 6 corresponding formations.
  • befindlichem shift lever 2 When befindlichem in the starting position actuator 3 and in the first switching state befindlichem shift lever 2 is an edge 8, 9 of the slotted guide 5, 6 located so that an adjustment of the control element 3 with minimal freewheel causes an adjustment of the shift lever 2.
  • the illustrated embodiment of the control element 3 offers particular advantages. It is such that when not completed adjusting movement of the actuating element 3, so for example after a failure of the engine during the adjustment of the shift lever 2 from the first to the second state, a manual reset of the shift lever 2 in the first switching state with simultaneous adjustment of the actuating element. 3 in the starting position is possible. In this case, depending on the position of the actuating element 3, there are two variants of the provision which are to be distinguished.
  • the adjusting element 3 is adjusted from its initial position to a small extent and the pin 7 has not yet reached a turning point 10, 11 formed by the slide guide 5, 6. This position shows Fig. 2 , Then the pin 7 remains in the respective gate section 5, 6 and runs back in this.
  • a rotation of the shift lever 2 from the right Fig. 2 to Fig. 1 causes, which in turn leads to a rotation of the actuating element 3 in the starting position ( Fig. 1 ) leads to the left.
  • the second variant of the provision takes place when the adjustment of the shift lever 2 by the actuator 3 at the time of error entry has already progressed far and has said inflection point 10, 11 exceeded. Then the pin 7 in the manual return to the other of the two gate sections 5, 6 Kocht, so that the actuator 3 is brought into the other of the two starting positions accordingly (in a sense of Fig. 3 to Fig. 1 ).
  • Another teaching relates to the adjustment of the shift lever 2 by means of the actuating element 3 from a first switching state to a second switching state by an adjustment of the actuating element 3 from an initial position, in which case the moment shortly after the beginning of the adjustment of the actuating element 3 is of interest.
  • Fig. 1 can still be seen that two actuating scenes 16 are provided on the underside of the running here as a drive pulley actuator 3, also symmetrically formed and arranged on the outer circumference or near the outer periphery. These serve to actuate an in Fig. 1 right indicated, lying in the lower level and pivotally mounted on the pivot axis 2b of the shift lever 2 release lever 17.
  • Fig. 1 the displacement of the trigger lever 17 by the Betrelirienskulisse 16, just passing it.
  • the actuator 3 is claimed as such for a motor vehicle door lock.

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  • Lock And Its Accessories (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Mechanical Control Devices (AREA)

Claims (11)

  1. Serrure de porte d'un véhicule automobile, comprenant un mécanisme de serrure, le mécanisme de serrure présentant un entraînement et un levier de commutation (2), l'entraînement présentant un moteur et un actionneur (3), le levier de commutation (2) pouvant être amené par l'entraînement dans différents états de commutation et l'actionneur (3) pouvant à cet effet être amené en prise avec le levier de commutation (2) et être entraîné avec un effet d'inversion, l'actionneur (3) étant en outre configuré symétriquement de telle sorte qu'au moins deux positions de l'actionneur (3), de même valeur en terme de l'effet de l'actionneur (3) sur le levier de commutation (2), soient associées à un état de commutation du levier de commutation (2), et finalement le déplacement du levier de commutation (2) au moyen de l'actionneur (3) depuis un premier état de commutation dans un deuxième état de commutation s'effectuant par le déplacement de l'actionneur (3) hors d'une position de départ et l'actionneur (3) présentant au moins deux positions de départ de même valeur, l'actionneur (3) présentant en outre un guide à coulisse (5, 6) et le levier de commutation (2) présentant un tourillon (7) venant en prise dans le guide à coulisse (5, 6), et le guide à coulisse (5, 6) présentant un nombre de portions de coulisse (5, 6) correspondant au nombre des positions de départ, les portions de coulisse (5, 6) étant connectées les unes aux autres de manière fermée,
    caractérisée en ce que
    l'actionneur (3) présente radialement à l'extérieur une première butée (12) non formée par le guide à coulisse (5, 6) et une deuxième butée (13) non formée par le guide à coulisse (5, 6), en ce que le levier de commutation (2) présente une première contre-butée (14) et une deuxième contre-butée (15) et en ce qu'après un déplacement du levier de commutation (2) par le déplacement correspondant de l'actionneur (3), la première butée (12) ou éventuellement la deuxième butée (13) parvient en appui avec la première contre-butée (14) ou éventuellement la deuxième contre-butée (15) et bloque le mouvement de déplacement de l'actionneur (3).
  2. Serrure de porte d'un véhicule automobile selon la revendication 1, caractérisée en ce que les butées (12, 13) sur l'actionneur (3) sont disposées le plus à l'extérieur possible.
  3. Serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que les portions de coulisse (5, 6) de l'actionneur (3) présentent chacune un point d'inflexion (10 ; 11).
  4. Serrure de porte d'un véhicule automobile selon la revendication 3, caractérisée en ce que lorsque le mouvement de déplacement de l'actionneur (3) n'est pas terminé, pour le déplacement du levier de commutation (2) du premier état de commutation dans le deuxième état de commutation, c'est-à-dire lorsque l'actionneur (3) se trouve dans une position intermédiaire,
    un rappel manuel du levier de commutation (2) dans le premier état de commutation, en fonction de l'avance du mouvement de déplacement de l'actionneur (3),
    a) d'un côté du point d'inflexion (10 ; 11), provoque le maintien du tourillon (7) dans la première portion de coulisse (5 ; 6) et le rappel de l'actionneur (3) dans la position de départ ou
    b) de l'autre côté du point d'inflexion (10 ; 11), provoque le transfert du tourillon (7) dans l'autre des deux portions de coulisse (5, 6) et un déplacement de l'actionneur (3) dans l'autre des deux positions de départ.
  5. Serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que les contours des portions de coulisse (5, 6) et la position relative du tourillon (7) et de l'axe de pivotement (2b) du levier de commutation (2) par rapport aux portions de coulisse (5, 6) de l'actionneur (3) constituent un accouplement non autobloquant du tourillon (7) avec le guide à coulisse (5, 6) de l'actionneur (3).
  6. Serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que l'actionneur (3) est configuré de telle sorte que le déplacement du levier de commutation (2) du premier état de commutation dans le deuxième état de commutation s'effectue par le déplacement de l'actionneur (3) hors de la position de départ avec une course libre initiale minimale.
  7. Serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que les deux portions de coulisse (5, 6), vues en coupe transversale s'étendant perpendiculairement à l'axe (4) de l'actionneur (3) à travers l'actionneur (3), sont configurées avec une symétrie essentiellement ponctuelle l'une par rapport à l'autre par rapport au centre de l'actionneur (3).
  8. Serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un déplacement minimal de l'actionneur (3) hors de la position de départ provoque déjà un déplacement du levier de commutation (2) et en ce qu'en fonction de la configuration de l'accouplement entre le moteur et l'actionneur (3), l'engagement de l'actionneur (3) avec le levier de commutation (2) est tel que lorsque le moteur est coupé, l'actionneur (3) déplacé au minimum puisse déjà à être ramené manuellement par actionnement manuel du levier de commutation (2).
  9. Actionneur pour une serrure de porte d'un véhicule automobile selon l'une quelconque des revendications précédentes,
    dans lequel l'actionneur (3), dans l'état installé, est accouplé à un moteur et fait partie d'un entraînement, et est en prise avec un levier de commutation (2), de telle sorte que le levier de commutation (2) puisse être amené par l'entraînement par le biais de l'actionneur (3) dans différents états de commutation,
    l'actionneur (3) présentant un guide à coulisse (5, 6) et le guide à coulisse (5, 6) présentant un nombre de portions de coulisse (5, 6) correspondant au nombre des positions de départ, les portions de coulisse (5, 6) étant connectées les unes aux autres de manière fermée,
    caractérisé en ce que
    l'actionneur (3) présente radialement à l'extérieur une première butée (12) non formée par le guide à coulisse (5, 6) et une deuxième butée (13) non formée par le guide à coulisse (5, 6), et dans l'état installé, après un déplacement du levier de commutation (2) pourvu de deux contre-butées (14, 15) par un déplacement correspondant de l'actionneur (3), la première butée (12) ou éventuellement la deuxième butée (13) venant en appui avec l'une des contre-butées (14, 15) du levier de commutation (2) et bloquant le mouvement de déplacement de l'actionneur (3).
  10. Actionneur selon la revendication 9, caractérisé en ce que les butées (12, 13) sur l'actionneur (3) sont disposées le plus à l'extérieur possible.
  11. Actionneur selon la revendication 9 ou 10, caractérisé en ce que les portions de coulisse (5, 6) de l'actionneur (3) présentent chacune un point d'inflexion (10 ; 11).
EP20030020658 2002-10-14 2003-09-11 Serrure de porte d'un véhicule Expired - Fee Related EP1411194B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002147843 DE10247843A1 (de) 2002-10-14 2002-10-14 Kraftfahrzeug-Türschloss
DE10247843 2002-10-14

Publications (2)

Publication Number Publication Date
EP1411194A1 EP1411194A1 (fr) 2004-04-21
EP1411194B1 true EP1411194B1 (fr) 2012-07-04

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EP20030020658 Expired - Fee Related EP1411194B1 (fr) 2002-10-14 2003-09-11 Serrure de porte d'un véhicule

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US (1) US7032938B2 (fr)
EP (1) EP1411194B1 (fr)
DE (1) DE10247843A1 (fr)
ES (1) ES2390660T3 (fr)

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DE10319743B4 (de) * 2003-03-08 2006-01-12 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeugschloß mit elektrischem Öffnungsantrieb
DE202004015779U1 (de) * 2004-10-11 2006-02-16 Brose Schließsysteme GmbH & Co.KG Stellantrieb in einem Kraftfahrzeug
CN101600844B (zh) 2006-11-20 2012-07-11 索斯科公司 电动机械式旋转掣子闩锁
WO2011094834A1 (fr) * 2010-02-05 2011-08-11 Magna Closures Inc. Verrou de véhicule avec agencement à double cliquet
ES2351747B1 (es) * 2008-09-16 2011-12-05 Tubsa Automocion, S.L. Cerradura motorizada de pestillo giratorio.
DE112011100924T5 (de) 2010-03-16 2013-03-21 Southco, Inc. Elektromechanisches Kompressionsschloss

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Also Published As

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US20040130163A1 (en) 2004-07-08
DE10247843A1 (de) 2004-04-22
EP1411194A1 (fr) 2004-04-21
US7032938B2 (en) 2006-04-25
ES2390660T3 (es) 2012-11-15

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