EP2845972B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP2845972B1
EP2845972B1 EP14183273.3A EP14183273A EP2845972B1 EP 2845972 B1 EP2845972 B1 EP 2845972B1 EP 14183273 A EP14183273 A EP 14183273A EP 2845972 B1 EP2845972 B1 EP 2845972B1
Authority
EP
European Patent Office
Prior art keywords
locking
lever
actuating lever
motor
actuating
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
EP14183273.3A
Other languages
German (de)
English (en)
Other versions
EP2845972A2 (fr
EP2845972A3 (fr
Inventor
Roman Joschko
Ole Häger
Ludger Graute
Thomas Klemmstein
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 EP2845972A2 publication Critical patent/EP2845972A2/fr
Publication of EP2845972A3 publication Critical patent/EP2845972A3/fr
Application granted granted Critical
Publication of EP2845972B1 publication Critical patent/EP2845972B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • 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
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/10—Connections between movable lock parts
    • E05B79/20—Connections between movable lock parts using flexible connections, e.g. Bowden cables
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/12—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action

Definitions

  • the invention relates to a motor vehicle lock with the features of the preamble of claim 1.
  • motor vehicle lock finds application in all types of motor vehicle doors of a motor vehicle.
  • the term "motor vehicle door” is to be understood broadly. It includes in particular side doors, rear doors, tailgates, trunk lids or hoods.
  • the known motor vehicle lock ( EP 2 339 098 A2 ), from which the invention proceeds, is equipped with the usual closing elements “lock latch” and “pawl”, wherein the latch also cooperates with a closing wedge o. The like., To hold the associated motor vehicle door in its closed position.
  • the motor vehicle lock is associated with a closing wedge-inlet direction in which the closing wedge o. The like. Comes in holding engagement with the lock latch.
  • the crash safety is of very particular importance in the motor vehicle in question. In this case, care must be taken, above all, that the crash accelerations attributable to a crash do not lead to an undesired opening of the motor vehicle door or the like. In particular, it must be ensured that the crash accelerations do not cause automatic release of the pawl.
  • the known motor vehicle lock is equipped with a switchable locking arrangement which, in the locked state, blocks actuation of the actuating lever after a first actuating travel.
  • the locking arrangement has an adjustable crash element, which can be deflected by the crash accelerations. This ensures that it can not come in a crash, a lifting of the pawl.
  • the invention is based on the problem, the known motor vehicle lock in such a way and further develop that the behavior in the event of a crash is further optimized.
  • the spring-driven unlocking takes place in a particularly rapid actuation of the actuating lever due to inertia delayed to the operation of the actuating lever. In a crash-related and correspondingly fast operation, it does not come with a suitable design to a timely unlocking, so that the operating lever executes a no-lift or is blocked after a first actuation path.
  • the inertia delay of unlocking is due to a delay mechanism, the function of which, as proposed, is essentially due to the inertia of a control lever of the latch assembly.
  • a corresponding mass distribution must be provided on the control lever.
  • the proposed solution is optimized for a crash situation, in which it comes to an impact in the closing direction of the associated motor vehicle door o. The like. In the case of a side door, this is accordingly a side impact.
  • the control lever axis of the control lever is aligned substantially parallel to the closing wedge-direction of entry. This ensures that crash accelerations which act in the closing direction of the associated motor vehicle door or the like do not exert any torque disturbing the deceleration mechanism on the control lever.
  • the coupling of the actuating lever with the locking arrangement is based on a coupling of the actuating lever with the control lever.
  • this is a coupling with control link and gate follower.
  • a locking element is provided for the realization of the locking states, which is designed as a resilient bendable wire or strip.
  • a locking element can be implemented inexpensively and offers in a further preferred embodiment, the possibility to generate its bias in the unlocked position by its own spring elasticity.
  • control lever is used twice, namely on the one hand for the inertial delay of Entriegelns and on the other hand for the normal operation locking or unlocking the motor vehicle lock. This dual use leads to a structurally clear overall structure.
  • control lever is designed as a transfer rocker.
  • transfer rocker is to be understood in the present case. It is essential that the transmission rocker has a rocker axis, a rocker arm on the drive side and a rocker arm on the locking element side.
  • the two Rocker arms extend in a first approximation from the rocker axis, starting in opposite directions. It does not necessarily matter that the two rocker arms run 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 clutch element-side rocker arm. Due to the elongated shape of the transmission rocker, it is possible to bridge comparatively large distances between the adjusting drive and the locking element within the motor vehicle lock. This makes it possible, in particular, for the transmission rocker to extend past the pawl axis and the latch axis.
  • the proposed motor vehicle lock is applicable to all types of motor vehicle doors.
  • the exemplary list in the introductory part of the description may be referred to.
  • the application of a side door of a motor vehicle is in the foreground.
  • the relevant statements apply to all other types of motor vehicle doors accordingly.
  • Fig. 1 shows that the motor vehicle lock is equipped with the closing elements latch 1 and pawl 2, wherein the latch 1 to a latch axis 1a in an open position (not shown), in a main closed position ( Fig. 1 ) and in a Vorsch practitioner (not shown) is pivotable.
  • An adjustment of the latch 1 from the open position to the main closed position goes in Fig. 1 associated with a pivoting of the lock latch 1 clockwise.
  • the motor vehicle lock is associated with a closing wedge-inlet direction 3, in which a closing wedge 4 o.
  • a closing wedge 4 o In engagement with the latch 1, the latch 1 from the open position to a closed position adjusting, can be brought.
  • the latch 1 When in the closed position located latch 1, the latch 1 is in holding engagement with the striker 4 o. The like., So that the associated motor vehicle door is held in its closed position.
  • the motor vehicle lock in the assembled state is usually arranged on the motor vehicle door or the like, while the closing wedge 4 or the like is arranged on the body of the vehicle, in particular on a B pillar of the motor vehicle body.
  • the closing wedge 4 is preferably a in Fig. 1 merely indicated inlet mouth 5, which forms a kind of channel 6 for the shrinkage of the closing wedge 4 o. The like.
  • the pawl 2 is about a pawl axis 2a in a lowered position ( Fig. 1 ), in which it holds the latch 1 in the respective closed position, and in a raised position (not shown), in which it is disengaged from the latch 1, pivotally.
  • the lifting of the pawl 2 is pivoting the pawl 2 in Fig. 1 connected in a counterclockwise direction.
  • an actuating lever 7 is provided for lifting the pawl 2.
  • the actuating lever 7 is coupled to an external actuating lever, not shown, as well as to an internal actuating lever, not shown, wherein the external actuating lever is in turn coupled to an outside door handle and the inside operating lever is in turn coupled to a door inner handle.
  • the operating lever 7 can be operated in the mounted state of the motor vehicle lock via an outside door handle or via a door inside handle.
  • the proposed motor vehicle lock is further equipped with a switchable locking arrangement 8, which can be brought into various locking states.
  • the locking arrangement 8 is a central locking arrangement, which can be brought into the various locking states by a motor, as will be explained below.
  • the locking assembly 8 blocks in the locked state actuation of the actuating lever 7 after a first actuation path, while the locking assembly 8 in the unlocked state, the blocking of the actuating lever 7 cancels.
  • the locking assembly 8 for adjusting the locking states has a control lever 9 which is pivotable about a particular lock housing fixed control lever axis 9a.
  • lock housing fixed is assumed that the motor vehicle lock has a lock housing, which in any case receives the closing elements latch 1 and pawl 2 and on which the control lever axis 9a is arranged stationary.
  • the control lever 9 is very important for the crash safety of the proposed motor vehicle lock. This relates in particular to the inertia behavior of the control lever 9 in the event of a crash, as will be explained below.
  • the proposed motor vehicle lock is optimized for a crash, in which a crash impact acts essentially in the direction of the closing direction of the associated motor vehicle door.
  • a side door is a side impact.
  • this is a rear impact.
  • the control lever axis 9a is aligned substantially parallel to the closing wedge-inlet direction 3 of the motor vehicle lock, which corresponds regularly to the closing direction of the associated motor vehicle door.
  • control lever axis 9a is preferably arranged stationarily on a lock housing. This can be used to minimize tolerance chains to reduce any necessary Leerhub upon actuation of the actuating lever 7.
  • the interaction of the actuating lever 7 with the locking arrangement 8 is preferably provided so that the actuating lever 7 locks the unlocked locking arrangement 8 during the adjustment in its unactuated state and the locked locking arrangement 8 in the locked state leaves and unlocks the locking assembly 8 locks during its unactuated state and releases only in the course of his operation.
  • the proposed cooperation between actuating lever 7 and locking arrangement 8 goes back to a cooperation of the operating lever 7 with the control lever 9.
  • the control lever 9 is here in an in Fig. 2 shown in a solid line control locking position and in an in Fig. 2 pivoted in dashed line control unlocking position.
  • the control lock position corresponds to the lock state and the control unlock position corresponds to the unlock state of the lock assembly 8.
  • the control lever 9 is biased in a manner to be explained in the control lock position.
  • the operating lever 7 When the operating lever 7 is unactuated, the operating lever 7 holds the control lever 9, as in Fig. 3 shown in the control lock position.
  • the actuating lever 7 a control link 10 and the control lever 9 in accordance with a control link 10 associated link follower 11.
  • the actuating lever 7 pivots about the actuating lever axis 7a in Fig. 3 in the clockwise direction, so that the slide follower 11 of the control lever 9 slides along the control link 10 of the actuating lever 7.
  • the control lever 9 reaches its control unlocked position spring-driven.
  • a further actuation of the actuating lever 7 then leads to a lifting of the pawl second
  • the actuating lever 7 may be equipped with a link follower and the control lever 9 with a corresponding control link.
  • the synchronization of the actuating movement with the unlocking of the locking arrangement 8 is of particular importance in the present case.
  • the locking arrangement 8 has an adjustable by means of the control lever 9 locking element 12, which is here and preferably a coupling element.
  • the locking element 12 is in an unlocked position corresponding to the unlocked state (in Fig. 1 the upper position of the locking element 12) and in a locking position corresponding to the locked state (in Fig. 1 the lower position of the locking element 12) adjustable.
  • the locking element 12 here is a coupling element. Accordingly, the locking element 12 in the unlocked position in coupling engagement between the actuating lever 7 and the pawl 2, here a coupled to the pawl 2 pawl lever 12, can be brought. In contrast, in the locked position, the locking element 12 is outside the range of movement of the pawl 2 and the pawl lever 13. Alternatively, it may also be provided that in the locking position, the locking element 12 is outside the range of movement of the operating lever 7.
  • the locking element 12 is designed as a resilient bendable wire or strip which is bendable between the unlocked position and the locking position.
  • the elastically bendable wire may be made of a metal material, of a plastic material or the like. Particularly advantageous is the cost feasibility and ease of storage, since the adjustability of the locking element 12 goes back to its flexibility.
  • the locking element 12 shown in the drawing here is not only the function of a coupling element, but also the function of a spring arrangement.
  • the spring elasticity of the locking element 12 ensures a bias of the locking element 12 in its unlocked position. Due to the fact that the locking element 12 is supported on the control lever 9 in the illustrated preferred embodiment, the locking element 12 also takes over the spring biasing of the control lever 9 into its control unlocking position.
  • the spring-driven unlocking of the locking arrangement 8 goes back here and preferably therefore to the spring elasticity of the locking element 12. It is also conceivable that a separate spring arrangement is provided for the control lever 9, as already mentioned.
  • the locking element 12 is supported not only on the control lever 9, but also on the engagement surface 14 of the actuating lever 7.
  • the locking element 12 is always on the engagement surface 14 of the actuating lever 7, so a gap between the engagement surface 14 and the locking element 12, which is always subject to the above manufacturing tolerances, need not be provided.
  • the support of the locking element 12 and the resulting abutment of the locking element 12 on the engagement surface 14 possibly occurring manufacturing tolerances are compensated.
  • the control lever 9 comes in the proposed motor vehicle lock not only a function in the context of crash safety of the motor vehicle lock. Rather, the control lever 9 also assumes a switching function in the context of lock lock.
  • a motorized adjustment drive 16 is provided, which is in particular a central locking drive.
  • the adjusting drive 16 is configured as a manually operable drive which can be actuated, for example, via an inner safety button or the like.
  • the control lever 9 is motor-adjustable by means of the adjusting drive 16.
  • the adjusting drive 16 has a drive motor 17 with a downstream adjusting element 18, which is here and preferably a central locking element 18.
  • the central locking element 18 acts in a manner to be explained on the Control lever 9.
  • the central locking element 18 is provided with a central locking contour 19, which can be brought into engagement with the control lever 9, depending on the position of the central locking element 18.
  • unlocking of the locking assembly 8 basically can only be done when the central locking element 18 is in a position corresponding to the unlocked state.
  • the control lever 9 is configured here and preferably as a transmission rocker 20 with a rocker axis 20a, a drive-side rocker arm 21 and an interlocking-element-side rocker arm 22.
  • the adjustment drive 16 is engageable with its central locking contour 19 in drive-technical engagement with the drive-side rocker arm 21.
  • the central locking element 18 acts as a first approximation as an eccentric on the drive-side rocker arm 21st
  • the central locking element 18 is in a position corresponding to the unlocked state of the locking arrangement 8. Characterized in that the actuating lever 7 is not actuated in the drawing, the operating lever 7 takes over the control link 10, the holding of the control lever 9 in the control-locking position, so that the drive-side rocker arm 21 is disengaged from the central locking element 18. An adjustment of the central locking element 18 in Fig. 3 counterclockwise would cause the central locking contour 19 comes into engagement with the drive-side rocker arm 21. In this state, an actuation of the operating lever 7 would have no effect on the position of the control lever 9, since the central locking element 18 would hold the control lever 9 in the control locking position.
  • control lever 9 For the design of the control lever 9, in particular for the material design of the control lever 9, numerous variants are conceivable.
  • the control lever 9 is made of a plastic material, which is reflected in particular in low production costs. It is also conceivable, however, that inserts of metal or the like are provided in the control lever 9 for adjusting the mass inertial behavior of the control lever.
  • control lever 9 is largely independent of the coupling arrangement based on the locking element 12.
  • designed as a resilient wire or strip locking element 12 has no appreciable influence on the inertial behavior of the locking assembly 8, so that a design of the control lever 9 so far particularly simple design.
  • both an above-mentioned external actuating lever and an above-mentioned inner actuating lever engage the actuating lever 7. This ensures that the proposed crash function works not only for the external control lever, but also for the internal operating lever.
  • a coupling between the internal actuating lever and the central locking element 18 is provided.
  • the central locking element 18 has an override contour 23, via which the inner actuating lever forces the central locking element 18 when actuated into the position corresponding to the unlocked state.
  • a motor vehicle door is claimed with a proposed motor vehicle lock.
  • the proposed motor vehicle door is equipped with a door cavity, in which the motor vehicle lock is preferably arranged.
  • the motor vehicle door is equipped with a flat door outer side which is aligned substantially vertically and along the longitudinal axis of the motor vehicle when the motor vehicle door is mounted and closed.
  • the direction of a crash impact that is essentially perpendicular to the flat outside of the door essentially corresponds to the direction of the closing wedge 3 of the motor vehicle lock.
  • the proposed alignment of the control lever axis 9a is optimized for such, aligned perpendicular to the flat door outside crash impact.
  • the proposed motor vehicle door can be configured in very different ways.
  • the motor vehicle door is a side door, so that the motor vehicle lock is according to the proposal optimized for a side impact.
  • the motor vehicle door may be a tailgate, so that the proposed motor vehicle lock is optimized with regard to a rear impact.
  • the proposed motor vehicle door can be designed as a swing door or as a sliding door.
  • the closing wedge-inlet direction 3 is oriented substantially perpendicular to the respective flat door outer side, so that the proposed optimization of the motor vehicle lock with respect to the respective direction of impact is ensured in the event of a crash.

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  • Lock And Its Accessories (AREA)

Claims (13)

  1. Serrure de véhicule automobile avec les éléments de fermeture clenche de serrure (1) et loquet de verrouillage (2), la clenche de serrure (1) pouvant pivoter autour d'un axe de clenche de serrure (1a) dans une position ouverte, dans une position fermée principale et le cas échéant dans une position de préfermeture, une direction d'entrée de taquet de fermeture (3) étant associée à la serrure de véhicule automobile, un taquet de fermeture (4) ou son équivalent pouvant être amené en prise dans ladite direction avec la clenche de serrure (1), la clenche de serrure (1) pouvant être amenée par déplacement de la position ouverte dans une position fermée, le loquet de verrouillage (2) pouvant pivoter autour d'un axe de loquet de verrouillage (2a) dans une position rentrée dans laquelle il maintient la clenche de serrure (1) dans une position fermée et dans une position soulevée dans laquelle il est hors prise de la clenche de serrure (1), un levier d'actionneraent (7) étant prévu pour soulever le loquet de verrouillage (2), un agencement de verrouillage (8) connectable étant prévu, cet agencement séparant dans l'état verrouillé la liaison servant sur le plan technique d'entraînement entre le levier d'actionnement (7) et le loquet de verrouillage (2) ou bloquant un actionnement du levier d'actionnement (7) avec une première course d'actionnement et établissant la liaison servant sur le plan technique d'entraînement à l'état déverrouillé entre le levier d'actionnement (7) et le loquet de verrouillage (2) ou levant le blocage du levier d'actionnement (7) ;
    caractérisée en ce que :
    l'agencement de verrouillage (8) comporte pour le régalage des états de verrouillage un levier de commande (9) pouvant pivoter autour notamment d'un axe de levier de commande (9a) fixé au boîtier de serrure, que le levier d'actionnement (7) interagit de telle sorte avec l'agencement de verrouillage (8) que l'agencement de verrouillage (8) se verrouille en cas de levier d'actionnement (7) non actionné et ne se déverrouille par ressort qu'avec l'actionnement du levier d'actionnement (7) et que le déverrouillage par ressort se produit en cas d'actionnement du levier d'actionnement (7) avec une vitesse d'actionnement conditionnée par l'inertie au-dessus d'une vitesse limite prédéfinie, pour l'essentiel du fait de l'inertie de masse du levier de commande (9), retardée vers l'actionnement du levier d'actionnement (7), et que l'axe de levier de commande (9a) est orienté pour l'essentiel parallèlement à la direction d'entrée de taquet de fermeture (3).
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que le levier d'actionnement (7) interagit de telle sorte avec l'agencement de verrouillage (8) que le levier d'actionnement (7) verrouille en cas de déplacement dans son état non actionné l'agencement de verrouillage (8) déverrouillé et bloque dans l'état verrouillé le déverrouillage de l'agencement de verrouillage (8) dans son état non actionné et ne le libère que pendant son actionnement.
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que le levier d'actionnement (7) interagit de telle sorte avec le levier de commande (9) que l'agencement de verrouillage (8) est verrouillé en cas de levier d'actionnement (7) non actionné et ne se déverrouille par ressort qu'en cas d'actionnement du levier d'actionnement (7), de préférence qu'à cette fin, le levier d'actionnement (7) comporte une coulisse de commande (10) ou un suiveur de coulisse et que le levier de commande (9) comporte de façon correspondante un suiveur de coulisse (11) associé à la coulisse de commande (10) et/ou une coulisse de commande associée au suiveur de coulisse.
  4. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement de verrouillage (8) est déverrouillé par ressort à la suite de l'actionnement du levier d'actionnement (7) de telle sorte que le loquet de verrouillage (2) puisse être soulevé en situation de fonctionnement notamment par la poursuite d'un actionnement du levier d'actionnement (7).
  5. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement est réalisé de telle sorte qu'en cas d'actionnement du levier d'actionnement (7) avec une vitesse d'actionnement au-dessus de la vitesse limite prédéfinie, notamment du fait des accélérations d'accident survenant en cas d'accident, le levier d'actionnement (7) exécute, du fait d'un déverrouillage retardé par l'inertie de l'agencement de verrouillage (8), une course à vide ou est bloqué après une première course d'actionnement.
  6. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement de verrouillage (8) comporte un élément de verrouillage (12) déplaçable à l'aide du levier de commande (9), notamment un élément de couplage pouvant être déplacé dans une position de déverrouillage correspondant à l'état déverrouillé et dans une position de verrouillage correspondant à l'état verrouillé.
  7. Serrure de véhicule automobile selon la revendication 6, caractérisée en ce que l'élément de verrouillage (12) peut être amené, dans la position de déverrouillage, en prise par couplage entre le levier d'actionnement (7) et le loquet de verrouillage (2) ou un levier de loquet de verrouillage (13) couplé avec le loquet de verrouillage (2) et que l'élément de verrouillage (12) se tient dans la position de verrouillage à l'extérieur de la zone de mouvement du levier d'actionnement (7) et/ou du loquet de verrouillage (2) et/ou du levier de cliquet de verrouillage (13).
  8. Serrure de véhicule automobile selon la revendication 6 ou 7, caractérisée en ce que l'élément de verrouillage (12) est configuré sous la forme d'un fil ou d'un raban flexible par élasticité de ressort pouvant être fléchi entre la position de déverrouillage et la position de verrouillage, de préférence que l'élément de verrouillage (12) est précontraint, notamment par sa propre élasticité de ressort, dans la position de déverrouillage.
  9. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce qu'un entraînement de placement (16) notamment motorisé, notamment un entraînement de verrouillage centralisé, est prévu à travers lequel le levier de commande (9) peut être déplacé, de préférence que l'entraînement de placement (16) comporte un moteur d'entraînement (17) avec un élément de placement (18) connecté en aval, notamment un élément de verrouillage centralisé agissant sur le levier de commande (9).
  10. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le levier de commande (9) est configuré sous la forme d'une bascule de transmission (20) avec un axe de bascule (20a), un bras de bascule (21) placé du côté d'entraînement et un bras de bascule (22) placé du côté d'élément de verrouillage, de préférence que l'élément de verrouillage (12) est précontraint par ressort sur le bras de bascule (22) placé du côté d'élément de verrouillage.
  11. Porte de véhicule automobile avec une serrure de véhicule automobile selon l'une quelconque des revendications précédentes.
  12. Porte de véhicule automobile selon la revendication 11, caractérisée en ce que la porte de véhicule automobile est configurée sous la forme d'une porte latérale ou d'une porte arrière.
  13. Porte de véhicule automobile selon la revendication 11 ou 12, caractérisée en ce que la porte de véhicule automobile est configurée sous la forme d'une porte pivotante ou d'une porte coulissante.
EP14183273.3A 2013-09-10 2014-09-02 Serrure de véhicule automobile Active EP2845972B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202013104118.1U DE202013104118U1 (de) 2013-09-10 2013-09-10 Kraftfahrzeugschloss

Publications (3)

Publication Number Publication Date
EP2845972A2 EP2845972A2 (fr) 2015-03-11
EP2845972A3 EP2845972A3 (fr) 2016-07-13
EP2845972B1 true EP2845972B1 (fr) 2017-08-16

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EP14183273.3A Active EP2845972B1 (fr) 2013-09-10 2014-09-02 Serrure de véhicule automobile

Country Status (4)

Country Link
EP (1) EP2845972B1 (fr)
CN (1) CN104420741B (fr)
DE (1) DE202013104118U1 (fr)
ES (1) ES2641728T3 (fr)

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ES2641728T3 (es) 2017-11-13
CN104420741B (zh) 2017-04-12
EP2845972A2 (fr) 2015-03-11
DE202013104118U1 (de) 2014-12-15
EP2845972A3 (fr) 2016-07-13
CN104420741A (zh) 2015-03-18

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