EP2799648B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP2799648B1
EP2799648B1 EP14166605.7A EP14166605A EP2799648B1 EP 2799648 B1 EP2799648 B1 EP 2799648B1 EP 14166605 A EP14166605 A EP 14166605A EP 2799648 B1 EP2799648 B1 EP 2799648B1
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EP
European Patent Office
Prior art keywords
coupling
coupling element
motor vehicle
actuating lever
vehicle lock
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14166605.7A
Other languages
German (de)
English (en)
Other versions
EP2799648A2 (fr
EP2799648A3 (fr
Inventor
Ole Häger
Markus Zillert
David Rosales
Ludger Graute
Roman Joschko
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.)
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Publication date
Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP2799648A2 publication Critical patent/EP2799648A2/fr
Publication of EP2799648A3 publication Critical patent/EP2799648A3/fr
Application granted granted Critical
Publication of EP2799648B1 publication Critical patent/EP2799648B1/fr
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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
    • E05B81/12—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
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0496—Springs actuated by cams or the like
    • 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
    • E05B81/24—Power-actuated vehicle locks characterised by constructional features of the actuator or the power transmission
    • E05B81/32—Details of the actuator transmission
    • E05B81/34—Details of the actuator transmission of geared transmissions
    • E05B81/36—Geared sectors, e.g. fan-shaped gears

Definitions

  • the present invention relates to a motor vehicle lock according to the preamble of claim 1.
  • the motor vehicle lock in question is used in all types of locking elements in a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids or bonnets. These closure elements can in principle also be designed in the manner of sliding doors.
  • the ones in the DE 20 2010 011539 U1 , of the DE20 2004 020037 U1 and the US 2006/006671 A1 have the usual locking elements pawl and lock as well as a lock mechanism in each case, which can be brought into different functional states.
  • Motor vehicle lock described is equipped with the usual locking elements lock latch and pawl.
  • the motor vehicle lock also has a lock mechanism which can be brought into various functional states such as “unlocked”, “locked”, “theft-proof” and “child-proof”.
  • the motor vehicle lock furthermore has an inside actuation lever which is coupled to an inside door handle in the assembled state, and an outside actuation lever which is coupled to an outside door handle in the assembled state.
  • the pawl can be lifted out from the inside or outside via the internal actuating lever or external actuating lever.
  • the locking pawl In the "Unlocked” functional state, the locking pawl can be lifted out by actuating the inside door handle and the outside door handle and the associated motor vehicle door can thus be opened.
  • the “Locked” functional state In the “Locked” functional state, it cannot be opened from the outside, but it can be opened from the inside.
  • the “Anti-theft” functional state In the “Anti-theft” functional state, it cannot be opened from the outside or the inside.
  • the “childproof” functional state In the "childproof” functional state, it can be opened from the outside, but not from the inside.
  • the above setting of the functional states of the lock mechanism is provided in the known motor vehicle lock by means of a motorized adjustment drive which is configured as a central locking drive and which is drive-coupled to a control shaft.
  • the control shaft is equipped with cams on which a resiliently flexible coupling element is supported. In this way, the coupling element can be adjusted.
  • controlling the movement of the control shaft can be complex. There is potential for optimization here for the well-known motor vehicle lock.
  • the invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the adjustment of the coupling element is simplified.
  • the fundamental consideration is that the interconnection of a transmission rocker in the chain of force effects between the in particular motorized adjustment drive, which is preferably a central locking drive, and the coupling element brings about a structural simplification.
  • the reason for this is first of all that, given a suitable transmission ratio of the transmission rocker, the accuracy requirements for the drive arrangement can be reduced. Furthermore, there is a particularly high degree of structural flexibility, since a coordination between adjustment on the drive side and adjustment on the output side can be set flexibly.
  • transmission rocker is to be understood broadly here. It is essential that the transmission rocker has a rocker axis, a rocker arm on the drive side and a rocker arm on the coupling element side.
  • the two rocker arms extend in a first approximation starting from the rocker axis in opposite directions. It is not necessarily important that the two rocker arms are straight. Furthermore, it is not important that the two rocker arms have the same length.
  • a transmission rocker in the present sense is an elongated structure which translates a drive-side adjustment on the drive-side rocker arm into an output-side adjustment on the coupling element-side rocker arm.
  • the elongated shape of the transmission rocker makes it possible to bridge comparatively large distances between the adjusting drive and the coupling element within the motor vehicle lock. This results in further flexibility with regard to the arrangement of the adjustment drive in the motor vehicle lock. This makes it possible for the transmission rocker to extend past the ratchet axis and the lock latch axis (claim 2).
  • the advantages according to the invention can be fully exploited with the variants according to claim 4.
  • the coupling element can simply be supported on an engagement area of the rocker arm on the coupling element side, which at the same time can take over the function of a spring preload of the transmission rocker.
  • the spring preload of the coupling element on the rocker arm on the coupling element side can be produced in a particularly simple manner in that the above spring elasticity of the coupling element itself is used.
  • an anti-theft function can be implemented by means of which an adjustment of the transmission rocker in the coupling direction can be blocked.
  • the anti-theft function can be implemented in a structurally particularly simple manner in that, by means of the anti-theft drive, a lock is pushed under the corresponding side of the rocker arm on the coupling element side. The fact that this adjustment of the lock can be carried out largely without force is particularly advantageous.
  • the motor vehicle lock shown is equipped with the locking elements lock latch 1 and pawl 2, which interact in the usual way.
  • the Lock latch 1 can be in an open position (not shown) and in an in Fig. 1 Bring the illustrated closed position. In the closed position, the latch 1 is in holding engagement with a striker 3 or the like, which is usually arranged on the body of the motor vehicle.
  • the pawl 2 can be inserted into the in Fig. 1 shown, sunken position in which it holds the latch 1 in the closed position, and in the Fig. 1 in the dashed line only indicated, raised position in which it releases the latch 1 in the direction of its open position.
  • the motor vehicle lock is also equipped with a lock mechanism 4 that can be brought into various functional states.
  • These functional states are, for example, the functional states “unlocked”, “locked”, “child-proof” or “theft-proof”. The meaning of these functional states was explained in the general part of the description.
  • the motor vehicle lock has an actuation lever 5, the actuation of which causes the pawl 2 to lift out depending on the functional state of the lock mechanism 4.
  • the actuating lever 5 as such is shown in the exploded view Fig. 1 shown.
  • the lock mechanism 4 has a switchable coupling arrangement 6 with a coupling element 7.
  • the coupling element 7 can be in a coupling position ( Figures 2, 4a ) and in a decoupling position ( Figures 3, 4b ) bring.
  • the arrangement is made in a manner to be explained in such a way that the pawl 2 can be lifted out by the actuating lever 5 when the coupling element 7 is in the coupling position.
  • the actuating lever 5 runs freely.
  • an adjustment drive 8 is provided, which here and preferably is designed as a motorized adjustment drive 8.
  • a transmission rocker 10 with a rocker axis 11, a rocker arm 12 on the drive side and a rocker arm 13 on the coupling element side This means that the drive force required to adjust the coupling element 7 by means of the adjustment drive 8 is transmitted via the transmission rocker 10.
  • the two rocker arms 12, 13 of the transmission rocker 10 extend from the rocker axis 11 essentially in opposite directions.
  • the transmission rocker 10 is designed in a first approximation in the manner of a classic rocker.
  • a straight configuration of the rocker arms 12, 13 is not necessary for the proposed solution. This can also be seen in the drawing.
  • rocker axis 11 is aligned essentially perpendicular to the actuating lever axis 14, the ratchet axis 15 and the lock latch axis 16. It is conceivable that the rocker axis 11 is aligned perpendicular to only one of the actuating lever axis 14, the pawl axis 15 and the lock latch axis 16.
  • Fig. 1 shows that the transmission rocker 10 extends past the ratchet axis 15 and the lock latch axis 16. It becomes clear here that considerable distances can be bridged with the proposed transmission rocker 10 within the motor vehicle lock, as has been indicated above.
  • the clutch arrangement 6 is connected to the force-acting chain 17 between the actuating lever 5 and the pawl 2.
  • the actuating lever 5 and the pawl 2 can be connected in terms of drive technology or separated from one another depending on the position of the coupling element 7.
  • the coupling element 7 itself is switched into the force action chain 17 between the actuating lever 5 and the pawl 2.
  • the coupling element 7 is further preferably configured to be elongated, at least in sections. Coupling forces which act essentially perpendicular to the longitudinal extension of the elongate section 18 can be transmitted in a particularly simple manner via this elongated section 18 of the coupling element 7.
  • the direction of the coupling forces is in Fig. 2 indicated by the reference number 19.
  • the coupling element 7 is designed as a resiliently flexible wire or strip and thus as a flexible coupling element in the coupling position ( Figures 2, 4a ) and in the uncoupling position ( Figures 3, 4b ) bendable.
  • This embodiment of the coupling element 7 is particularly advantageous since a sliding bearing or the like of the coupling element 7 does not have to be provided.
  • the coupling element 7 is mounted in a partial area, preferably in an end area, of the coupling element 7 by means of a bearing arrangement (not shown) and can thereby be adjusted into the coupling position and the uncoupling position.
  • the coupling element is preferably mounted in such a way that the coupling element 7 is adjustable both laterally and vertically in relation to a reference plane, in each case essentially perpendicular to its longitudinal extension.
  • the coupling function of the coupling arrangement 6 is implemented in a particularly simple manner in the present exemplary embodiment.
  • the coupling element 7 can be brought into coupling engagement between the actuating lever 5 and the pawl 2, here a pawl lever 20 coupled to the pawl 2.
  • the actuating lever 5 has two engagement surfaces 21 and the pawl lever 20 has a counter-engagement surface 22.
  • the coupling element 7 in the coupling position is located, as in FIG Fig. 2 shown in such a way in the range of movement of actuating lever 5 and pawl 2 or of engagement surface 21 and counter-engagement surface 22 that when actuating lever 5, a coupling force from actuating lever 5 acts on pawl lever 20 via coupling element 7.
  • the coupling element 7 In the uncoupling position ( Figures 3, 4b ) the coupling element 7 is outside the range of motion of the pawl lever 20, so that the actuating lever 5 frees when it is actuated. In principle, it can also be provided that the coupling element 7, which is in the uncoupling position, is outside the range of motion of the actuating lever 5 and the pawl 2.
  • Fig. 1 shows that the coupling element 7 with its elongated section 18 transmitting the coupling forces is aligned essentially radially with respect to the actuating lever axis 14 and the pawl axis 15 or the pawl lever axis. This also results in a particularly compact arrangement. It is also conceivable that the coupling element 7 is aligned with its elongated section 18 only in relation to one of the two lever axes 14, 15 in the above manner. In this case, the corresponding lever axes 14, 15 are not identical.
  • the coupling element 7 is in the direction of the coupling position ( Fig. 2 ) spring preloaded. In the Fig. 2 and 3 this means that the coupling element 7 is spring-biased towards the top. It is also provided here that the transmission rocker 10 is spring-preloaded in the direction of the release of the coupling element 7 into the coupling position 4. In the present case, this means that the transmission rocker is spring-loaded in the coupling direction.
  • the spring preload of the coupling element 7 on the rocker arm 13 on the coupling element side is here and preferably primarily due to its own elasticity. This basically means that a separate spring arrangement can be used be waived. Alternatively or additionally, however, it can be provided that the spring preload of the coupling element 7 on the rocker arm 13 on the coupling element side is in any case also due to a spring arrangement coupled to the coupling element 7.
  • the coupling element 7 is supported on an engagement area 23 of the coupling element-side rocker arm 13, so that the coupling element 7 also preferably pretensions the transmission rocker 10 in the coupling direction by its own spring preload.
  • the spring preload of the transmission rocker 10 caused by the coupling element 7 is in the Fig. 2 and 3 a counter-clockwise spring preload.
  • Fig. 4 shows that the spring preload of the transmission rocker 10 enables a particularly simple design of the adjustment drive 8.
  • the adjustment drive 8 only has to act unidirectionally against the spring preload of the transmission rocker 10.
  • the adjustment drive 8 can be designed simply by an eccentric drive, in a manner that will still be explained.
  • the coupling element 7 follows an actuation of the actuation lever 5. In this case, the coupling element 7 accordingly executes a circular movement around the actuating lever axis 14.
  • the coupling element 7 is supported on the transmission rocker 10, it is advantageous for reducing the resulting sliding friction that the coupling element-side rocker arm 13 at least in the engagement area 23 along a Arc 24, in particular a circular arc, runs around the actuating lever axis 14 and here also the pawl axis 15 or the pawl lever axis. This is best as shown Fig. 1 refer to.
  • Fig. 4 shows the structure of the adjustment drive 8 already mentioned above.
  • the adjustment drive 8 has an engagement element 25 for the drive-related engagement with the drive-side rocker arm 12, the engagement element 25 being designed here and preferably as an eccentric, in particular as an eccentric disk.
  • the engagement element 25 acts in Fig. 4 exclusively upwards to move the transmission rocker 10 from the coupling position ( Figure 4a ) to the uncoupling position ( Figure 4b ) to adjust.
  • An internal operating lever is preferably provided which, in the assembled state, is coupled to an internal door handle.
  • an external operating lever (not shown) is preferably provided, which is coupled to an external door handle in the assembled state.
  • the internal actuation lever and the external actuation lever are coupled to the actuation lever 5 mentioned above. It is also conceivable that only one of the internal operating lever and the external operating lever is coupled to the above-mentioned operating lever 5. Finally, it is conceivable that the actuating lever 5 is already the internal actuating lever or the external actuating lever.
  • the adjusting drive 8 moves the coupling element 7 into the position shown in FIG Fig. 2 shown coupling position adjusted. This means that both actuation of the internal actuation lever and actuation of the external actuation lever via the actuation lever 5 causes the pawl 2 to be lifted out.
  • the adjustment drive 8 moves the coupling element 7 via the transmission rocker 10 into the decoupling position ( Fig. 3 ).
  • An actuation of the external actuating lever then leads to an actuation of the actuating lever 5, which accordingly runs freely.
  • actuation of the internal actuating lever causes the adjustment drive 8 to release the transmission rocker 10 again in the coupling direction.
  • the internal actuating lever acts on the adjusting drive 8 for this purpose.
  • actuation of the internal actuating lever leads to an adjustment of the engagement element 25 from the position shown in FIG Figure 4b ) into the position shown in Figure 4a ) position shown.
  • the internal actuation lever is correspondingly mechanically coupled to the adjustment drive.
  • a motorized anti-theft drive 26 is provided for this purpose, which, in order to set the functional state “anti-theft”, adjusts the transmission rocker 10 in the coupling direction Figure 4b ) counterclockwise, locks.
  • the anti-theft drive 26 simply acts parallel to the adjusting drive 8 on the rocker arm 12 on the drive side.
  • the anti-theft drive 26 is shown in FIG Figure 4b ) is only indicated in the dashed line.
  • This anti-theft drive 26 acts on an extension of the drive-side rocker arm 12, which is also shown in FIG Figure 4b ) is indicated in a dashed line.
  • the transmission rocker 10 is made of plastic.
  • a construction that is simple in terms of manufacturing technology results from the fact that the transmission rocker 10 is designed in one piece.
  • the transmission rocker 10 is, in a first approximation, strip-shaped. This means, that, seen in cross section, the width b of the transmission rocker 10 is greater than the height h, whereby the transmission rocker 10 has two flat sides extending over its length and two narrow sides extending over its length.
  • the rocker axis 11 extends essentially parallel to the narrow sides of the transmission rocker 10.
  • both flat sides of the transmission rocker 10 are each equipped on both sides with runners 27, which not only improve the above sliding behavior, but also give the transmission rocker 10 a high mechanical stability. This makes it possible to ensure high mechanical stability with extremely little use of material.
  • the above adjustment drive 8 in the illustrated embodiment is designed as a central locking drive in order to implement the functional states “unlocked” and “locked”.
  • an anti-theft drive is then additionally provided for the implementation of the “anti-theft” functional state.
  • the adjusting drive 8 and the transmission rocker 10 are primarily or exclusively used to set the functional state "theft-proof".
  • an additional transmission rocker and an additional adjustment drive to be provided in order to implement the “unlocked” and “locked” functional states.
  • the possibility of realizing a plurality of transmission rockers 10 has already been pointed out above.

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  • Lock And Its Accessories (AREA)

Claims (15)

  1. Serrure de véhicule automobile comprenant des éléments de fermeture, notamment un loquet de serrure (1) et un cliquet de verrouillage (2), ainsi qu'un mécanisme de serrure (4) qui peut être mis dans différents états fonctionnels, et au moins un levier d'actionnement (5) dont l'actionnement en fonction de l'état fonctionnel du mécanisme de serrure (4) provoque un soulèvement du cliquet de verrouillage (2), dans laquelle le mécanisme de serrure (4) présente pour le réglage d'au moins une partie des états fonctionnels un ensemble de couplage (6) avec un élément de couplage (7) qui peut au moins être mis dans une position de couplage et dans une position de découplage, un entraînement (8), en particulier motorisé, en particulier un entraînement de verrouillage centralisé, étant prévu qui permet de déplacer l'élément de couplage (7) dans la direction de couplage et dans la direction de découplage,
    caractérisée en ce que dans la chaîne d'action de la force (9), une bascule de transmission (10) ayant un axe de bascule (11), un bras de bascule (12) côté entraînement et un bras de bascule (13) côté élément de couplage est connectée entre l'entraînement de déplacement (8) et l'élément de couplage (7), et en ce que l'élément de couplage (7) est précontraint par ressort vers le bras de bascule (13) côté élément de couplage.
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que l'axe de bascule (11) est orienté de manière substantiellement perpendiculaire à l'axe de levier d'actionnement (14) et/ou à l'axe de cliquet de verrouillage (15) et/ou à l'axe de loquet de serrure (16), de préférence en ce que la bascule de transmission (10) s'étend en passant devant l'axe de cliquet de verrouillage (15) et l'axe de loquet de serrure (16).
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que l'ensemble de couplage (6), en particulier l'élément de couplage (7), dans la chaîne d'action de la force (17), est connecté entre le levier d'actionnement (5) et le cliquet de verrouillage (2), de préférence en ce que l'élément de couplage (7) est réalisé au moins par endroits de manière allongée et transmet à cet endroit des forces de couplage agissant de manière substantiellement perpendiculaire à son extension longitudinale.
  4. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de couplage (7) est réalisé sous forme de fil de fer ou de ruban flexible de manière élastique et est donc en tant qu'élément de couplage de flexion flexible vers la position de couplage et la position de découplage, ou en ce que l'élément de couplage (7) est logé dans une zone partielle, en particulier une zone d'extrémité, de l'élément de couplage (7) au moyen d'un ensemble de palier et permet ainsi de déplacer la position de couplage et la position de découplage.
  5. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que dans la position de couplage, l'élément de couplage (7) peut être mis en prise de couplage entre le levier d'actionnement (5) et le cliquet de verrouillage (2) ou un levier de cliquet de verrouillage (20) couplé au cliquet de verrouillage (2), et en ce que dans la position de découplage, l'élément de couplage (7) se trouve en dehors de la plage de mouvement du levier d'actionnement (5) et/ou du cliquet de verrouillage (2) ou du levier de cliquet de verrouillage (20).
  6. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de couplage (7), par sa partie allongée (18) transmettant les forces de couplage, est orienté de manière substantiellement radiale par rapport à l'axe de levier d'actionnement (14) et/ou à l'axe de cliquet de verrouillage (15) ou à l'axe de levier de cliquet de verrouillage.
  7. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la précontrainte de ressort de l'élément de couplage (7) sur le bras de bascule (13) côté élément de couplage est due en partie à sa propre élasticité de ressort, ou en ce que la précontrainte de ressort de l'élément de couplage (7) sur le bras de bascule (13) côté élément de couplage est due au moins en partie à un ensemble de ressort couplé à l'élément de couplage (7) .
  8. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de couplage (7) prend appui sur une zone de mise en prise (23) du bras de bascule (13) côté élément de couplage, de préférence en ce que l'élément de couplage (7) applique ainsi une précontrainte de ressort à la bascule de transmission (10).
  9. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le bras de bascule (13) côté élément de couplage, au moins dans la zone de mise en prise (23), sur laquelle l'élément de couplage (7) prend appui, s'étend le long d'un arc, en particulier d'un arc de cercle autour de l'axe de levier d'actionnement (5) et/ou de l'axe de cliquet de verrouillage (15) ou de l'axe de levier de cliquet de verrouillage.
  10. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'entraînement de déplacement (8) présente un élément de mise en prise (25) pour la mise en prise au niveau de l'entraînement, en particulier unidirectionnelle, avec le bras de bascule (12) côté entraînement, de préférence en ce que l'élément d'engagement (25) est réalisé comme un excentrique, en particulier comme un disque d'excentrique.
  11. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un levier d'actionnement intérieur est prévu qui, à l'état assemblé, est couplé à une poignée de portière intérieure, et en ce qu'un levier d'actionnement extérieur est prévu qui, à l'état assemblé, est couplé à une poignée de portière extérieure, de préférence en ce que le levier d'actionnement intérieur et/ou le levier d'actionnement extérieur est/sont couplé(s) au levier d'actionnement (5) .
  12. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'entraînement de déplacement (8) déplace l'élément de couplage (7) vers la position de couplage par l'intermédiaire de la bascule de transmission (10) afin de régler l'état fonctionnel « déverrouillé ».
  13. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'entraînement de déplacement (8) déplace l'élément de couplage (7) vers la position de découplage par l'intermédiaire de la bascule de transmission (10) afin de régler l'état fonctionnel « verrouillé », et en ce que l'entraînement de déplacement (8) libère alors à nouveau la bascule de transmission (10) dans la direction de couplage en cas d'actionnement du levier d'actionnement intérieur, de préférence en ce que le levier d'actionnement intérieur agit à cet effet sur l'entraînement de déplacement (8).
  14. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un entraînement de dispositif antivol (26), en particulier motorisé, est prévu, et en ce que l'entraînement de dispositif antivol (26) verrouille le déplacement de la bascule de transmission (10) dans la direction de couplage afin de régler l'état fonctionnel « protection antivol ».
  15. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la bascule de transmission (10) est réalisée en matière plastique, de préférence en ce que la bascule de transmission (10) est réalisée d'une seule pièce.
EP14166605.7A 2013-04-30 2014-04-30 Serrure de véhicule automobile Active EP2799648B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202013004026.2U DE202013004026U1 (de) 2013-04-30 2013-04-30 Kraftfahrzeugschloss

Publications (3)

Publication Number Publication Date
EP2799648A2 EP2799648A2 (fr) 2014-11-05
EP2799648A3 EP2799648A3 (fr) 2015-07-29
EP2799648B1 true EP2799648B1 (fr) 2020-10-07

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DE102020114902A1 (de) 2020-06-04 2021-12-09 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss

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DE19619849A1 (de) * 1995-12-20 1997-07-03 Vdo Schindling Schloß, insbesondere für Kraftfahrzeugtüren

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DE19632781C2 (de) * 1996-08-15 1998-08-27 Kiekert Ag Kraftfahrzeug-Türverschluß mit Zentralverriegelungssystem und Diebstahlsicherungssystem
FR2871830A1 (fr) * 2004-06-18 2005-12-23 Arvinmeritor Light Vehicle Sys Serrure de vehicule automobile
DE202004020037U1 (de) * 2004-10-21 2006-03-02 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeugschloß
DE102008018500A1 (de) 2007-09-21 2009-04-02 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
DE202008012484U1 (de) 2008-09-21 2010-02-18 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloß
DE202010011539U1 (de) * 2010-08-18 2011-12-13 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE202011005608U1 (de) * 2011-04-27 2013-06-18 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE19619849A1 (de) * 1995-12-20 1997-07-03 Vdo Schindling Schloß, insbesondere für Kraftfahrzeugtüren

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EP2799648A2 (fr) 2014-11-05
EP2799648A3 (fr) 2015-07-29

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