EP3963156A1 - Serrure de véhicule à moteur munie d'un dispositif de fermeture - Google Patents

Serrure de véhicule à moteur munie d'un dispositif de fermeture

Info

Publication number
EP3963156A1
EP3963156A1 EP20724740.4A EP20724740A EP3963156A1 EP 3963156 A1 EP3963156 A1 EP 3963156A1 EP 20724740 A EP20724740 A EP 20724740A EP 3963156 A1 EP3963156 A1 EP 3963156A1
Authority
EP
European Patent Office
Prior art keywords
lock
closing
rotary latch
drive
control unit
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.)
Granted
Application number
EP20724740.4A
Other languages
German (de)
English (en)
Other versions
EP3963156B1 (fr
Inventor
Manuel REUSCH
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.)
Kiekert AG
Original Assignee
Kiekert AG
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 Kiekert AG filed Critical Kiekert AG
Publication of EP3963156A1 publication Critical patent/EP3963156A1/fr
Application granted granted Critical
Publication of EP3963156B1 publication Critical patent/EP3963156B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • 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
    • E05B81/58—Control of actuators including time control, e.g. for controlling run-time of electric motors
    • 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
    • E05B81/60—Control of actuators using pulse control, e.g. pulse-width modulation
    • 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
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/66—Monitoring or sensing, e.g. by using switches or sensors the bolt position, i.e. the latching status
    • 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
    • E05B81/20—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening
    • E05B81/21—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators for assisting final closing or for initiating opening with means preventing or detecting pinching of objects or body parts

Definitions

  • the invention relates to a lock for a motor vehicle having a lock consisting of a rotary latch and at least one pawl, a closing device with an electric drive, the locking device from an opening position, in particular a pre-locking position, to at least one main locking position by means of the closing device can be transferred and a control unit for the closing device, a closing process being controllable as a function of a measured variable associated with the electrical closing drive.
  • a structural design of a closing device is the subject of DE 198 28 040 B4.
  • This is a power-assisted locking device for doors, flaps, tops or roofs of motor vehicles and in particular passenger cars, in which a pivotable stop element is arranged on a rotary latch.
  • the one with the rotary latch interacting pawl also via a pivotable stop element.
  • the two stop elements interact with a control disk during the opening or closing process.
  • the control disk is part of an actuator, with the help of which both an opening and a closing process can be effected.
  • a lock for a motor vehicle has become known from the unpublished DE 10 2017 101 704 A1, having a locking mechanism consisting of a rotary latch and a pawl, a closing device and an electric drive, the closing being carried out at least in some areas by means of a frictional connection.
  • the closing device acts directly on the rotary latch and transfers the rotary latch from a pre-latching position into a main latching position.
  • a sensor arranged on the rotary latch detects at least one position of the rotary latch and preferably the main detent position, so that closing can be ended or stopped.
  • the force exerted when closing is monitored.
  • the expenditure of force is monitored by means of a detection of the increase in current, with the increase in current being detectable as a measure of the proper sequence of the closing process and usable as a control means.
  • a malfunction or jamming is detected by means of an excessive current, so that an interruption, disengagement of the closing drive and / or reversing of the closing drive can be initiated.
  • a motor vehicle drive arrangement is also known, with a drive member and an abutment, further with at least one spring between the drive member and the abutment and with at least one drive sensor which, depending on the force applied to the drive member against the force of the spring and an associated relative movement between the drive member and the abutment transmits a sensor signal to a control unit.
  • Means of the drive element sensor, a force-dependent sensor signal is generated in each case as a function of the application of force to the drive element, which is evaluated by the control unit to control an actuator.
  • a lock for a motor vehicle comprising a locking mechanism consisting of a rotary latch and a pawl, a closing device with an electric drive, the locking device being transferable from a pre-locking position to a main locking position by means of the closing device and a control unit for the closing drive, wherein a closing process can be prevented as a function of a measured variable of the closing drive, and wherein the closing process can be prevented as a function of a determinable deviation from a target value curve.
  • the control is based on a stored setpoint curve, with a current difference being detected, whereby a measured variable is available for switching off the electric drive.
  • this current difference can be taken as a measure of jamming and the control can prevent or interrupt the closing process.
  • the object of the invention is to provide an improved lock for a motor vehicle with a closing device.
  • the object of the invention is to provide a structurally favorable and cost-saving solution.
  • a lock for a motor vehicle, having a locking mechanism consisting of a rotary latch and at least one pawl, a closing device with an electric drive, the locking device being operated by means of the closing device an opening position, in particular a pre-locking position, can be transferred to at least one main locking position, and a control unit for the closing device, a closing process being controllable as a function of a measured variable associated with the electric closing drive, and the control unit controlling the closing process by means of a number of electrical Controls pulses, in particular voltage and / or current pulses, the control unit being set up to carry out a self-calibration to determine an intermediate switching point in time from which the closing device is operated with full force.
  • a point in time is preferably selected as the intermediate switching point in time at which a person is largely trapped. can be ruled out completely or completely, since from this point in time the corresponding door, flap or hood of motor vehicles can be closed with full force without the risk of personal injury.
  • the intermediate switching point can be immediately or in the main detent position if, for example, the closing process is carried out up to an overstroke position.
  • Closing the locking mechanism into an overtravel position is advantageous in that the locking mechanism can be securely closed, since moving the rotary latch from the main detent position into an overtravel position, i.e. a position beyond the closed position, ensures that the Pawl in the rotary latch guaranteed.
  • the door In this main locking and / or overtravel position, the door is already in a closed position, but maximum sealing forces also occur which must be overcome by means of the closing drive. Trapping can be ruled out in particular in this area since the side door, for example, is already in a closed position.
  • self-calibration should be understood to mean that the control unit is set up in such a way that it has an operating mode in which it carries out one or more closing processes and determines the intermediate switching time on the basis of the measured values determined during this closing process or these closing processes .
  • a point in time can be determined as the intervening point in time from which a counterpressure of a seal begins to act, since from this point in time the door, flap or hood is drawn so far that there is no space for body parts that could be trapped .
  • the control unit can also record a setpoint curve for the closing process and provide protection against trapping on the basis of this recorded setpoint curve.
  • the course of the currents transferred to the drive is not linear, but fluctuates around the specified mean value of the setpoint curve.
  • the fluctuations in the current curve during the closing process consequently generate current pulses that can be detected in the control unit. If the number of current pulses deviates from the nominal values, it can be concluded that the closing process is hindered. As a consequence of this, the closing process can be interrupted or a reversing of the closing process can be initiated.
  • a deviation from the number of electrical pulses can occur, for example, when a motor vehicle side door, for example, is pulled shut and an object gets between the door and the frame of the motor vehicle.
  • the closing process can be interrupted or the closing process can be reversed.
  • the self-calibration can take place when the lock is put into operation, for example in the factory of the Fierstellers a motor vehicle.
  • the control unit is advantageously set up to carry out a renewed self-calibration after a predefinable period and thus to adapt the setpoint curve to the real closing conditions. If, for example, there is a change in the seal pressure over the life of the motor vehicle and if it deviates from the setpoint curve, the control unit is able to recognize this deviation and carry out a self-calibration.
  • the setpoint curve can be adapted to the real closing conditions. This adaptation of the setpoint curve or the self-calibration differs clearly and unambiguously from the provision of anti-trap protection by the control unit.
  • the control unit Based on the pulses, the control unit recognizes whether a deviation from the setpoint curve occurs during the closing process.
  • the number of current pulses clearly exceeds the setpoint curve, whereas with a continuous change in the closing process, through a successive change in the sealing pressure on, for example, a patch flap by a slight gige deviation from the target value curve is detectable taking into account the course over time. If, for example, a constant deviation is detected during the closing process, the closing drive is able to recognize this deviation and initiate self-calibration of the closing process.
  • Various locks and actuating elements can be used as a lock for a motor vehicle.
  • the lock can be used as a compact unit, for example in a side door, sliding door or in the area of flaps or lids or covers. Exactly wherever pivotably or displaceably arranged components on the motor vehicle have to be secured in order to operate the motor vehicle.
  • hood locks, auxiliary locks such as, for example, in transporters, are used in combination with a closing device.
  • a locking mechanism in a motor vehicle lock has a rotary latch and at least one locking pawl, the rotary latch being lockable in a latching position by means of the locking pawl.
  • Two-stage locking mechanisms consisting of a preliminary detent and a main detent as well as systems with one or two locking pawls are used.
  • a release lever acts on the locking mechanism, the release lever, for example, by a pivoting movement that disengages one or more pawls from the catch.
  • the release lever is preferably pivotably mounted in the motor vehicle lock and preferably in a housing and / or a lock case of the motor vehicle lock together with the locking mechanism.
  • the closing device has an electric motor drive and can be arranged directly in the lock or interact directly or indirectly with the rotary latch as a separate module, for example by means of a Bowden cable or a lever system.
  • the Bowden cable core can then, for example, be connected to a closing pawl, the closing pawl acting directly on the rotary latch.
  • the closing pawl is then arranged in the lock so that it can pivot, namely in such a way that the closing pawl can be brought into engagement with the rotary latch via the closing path.
  • the closing device is integrated directly on the lock or even in the lock; it is, for example, conceivable that the electric drive and, for example, a torque converter, for example in the form of a gear, are directly connected to the rotary trap is connected.
  • an electric motor can interact with a spindle drive, the spindle drive moving the closing pawl.
  • the closing pawl can be arranged pivotably in the lock such that the closing pawl can be brought into engagement with the rotary latch via the closing path.
  • the closing device moves the locking mechanism from an open position to a down position.
  • the locking mechanism is preferably transferred from a pre-locking position into an overtravel position, so that it is possible for the locking pawl to fall safely into the down-locking position of the rotary latch.
  • the point in time of interposition is recorded as a number of commutator transitions on the electric drive. This differs from a detection of the intermediate switching time as a time that has elapsed since the start of the closing process.
  • the detection of the polarity reversal in the electric drive or electric motor of the pulling device can also be detected by means of the control unit and by means of software integrated in the control unit, which in turn makes a number of pulses available to generate an image of the closing process.
  • the mechanical drive chain and thus also the motor will continue to tighten the The process is hindered or the closing process is made more difficult, so that the number of commutator junctions decreases, which in turn provides a clear measured variable for determining whether the drawn component is jammed on the motor vehicle.
  • the usual number of commutator transitions with an unimpeded closing process is determined on the basis of the self-calibration of the closing drive. A deviation from the number of setpoints can then be available as a measure for controlling the closing process.
  • the current peaks in the commutator junction can be detected.
  • the current position of the motor can be deduced from the number of current peaks, which means that the position of the rotary latch can also be determined indirectly.
  • the current peaks thus form a measure for controlling the closing process.
  • the number of current peaks can also be used to determine an intermediate switching point from which the closing drive closes with maximum force.
  • the current peaks are available as reference values for controlling the closing process.
  • the acquisition of the intermediate switching point in time as a number of commutator transitions is more robust with respect to changes in the properties of the electric drive than acquisition as pure time.
  • the lock comprises a sensor, in particular a Hall sensor, which is arranged in or on the electric drive and is provided to detect the commutator transitions.
  • the speed of the motor shaft is recorded directly.
  • a magnet arranged on the motor shaft can interact with a Hall sensor arranged in the area of the motor shaft, whereby the speed of the motor can be determined on the basis of the voltage pulses generated in the Hall sensor.
  • the number of voltage pulses can then be used as a measure for controlling the closing drive Find use.
  • the number of detected pulses can then be evaluated by means of software in the control system and be available as a measure for detecting jamming during the closing process.
  • a clear signal is available for controlling the closing process and in particular a signal for interrupting the closing process and / or for initiating a reversing operation of the closing drive.
  • a position of the rotary latch can be determined by means of the detected number of electrical pulses.
  • the number of commutator transitions, current peaks and / or voltage pulses can be used as a measure of the rotary movement of the electric motor. It is consequently possible to draw conclusions about the movement of the electrical drive from the detected electrical pulses, whereby a determination of the location or positions of the drive mechanism connected downstream of the electrical drive is possible at the same time.
  • the electric drive can be in mechanical engagement with a worm gear or a spindle drive, for example. A rotary movement of the electric drive can then be converted directly into a movement of the electric drive.
  • the rotary latch position can thus be determined indirectly via the recorded electrical pulses.
  • no further mechanical components are required for this type of control of the pull drive, provided that the rotary movement of the motor shaft is not detected by means of a separate Hall sensor.
  • the position of the rotary latch can be determined indirectly via a position of the motor shaft.
  • the reverb Electrical impulses recorded by sensors can provide a measure of the rotary latch position via the drive kinematics.
  • a switching means is arranged on the rotary latch, for example, wherein a main notch position can be detected by means of the switching means
  • the closing process can also be calibrated at the same time. If, for example, the tolerances of the drive chain increase over the life of the lock, the position of the rotary latch can be determined by means of the switching means, which in turn allows the closing drive to self-calibrate in combination with the electrical pulses detected.
  • An optimized electric drive that is to say closing drive, is therefore available for the motor vehicle lock at all times in relation to the service life of the lock.
  • a safe means for detecting pinching during the closing process can be made available.
  • the control unit is set up to determine the intermediate switching time by means of a switching threshold.
  • a switching threshold At the start of the closing process, the current initially rises sharply and then changes to a current characteristic curve that can be described as almost linear. As the tightening progresses, the resistance increases, which is primarily due to a seal pressure, so the characteristic curve also changes into a gradient. From a certain switching threshold, that is, when a current switching threshold is exceeded on the electric drive, an intermediate switching time can be determined. The intermediate switching time then defines the area of the closing process in which a sharp increase in the power consumption of the electric motor is to be expected. In particular, the intermediate switching time can define the switching point at which an anti-jamming device is switched off.
  • a time course of a closing force can be determined by means of a calibration of the closing process.
  • the control can determine a closing force or a closing torque present in the closing drive via the recorded electrical pulses and in particular via the number of recorded electrical pulses.
  • a further means is available to enable safe closing and, in particular, a means is available to determine a deviation from the usual closing process.
  • a deviation from a normal closing force can in turn be used as a measure of jamming, so that the closing process can be interrupted.
  • a further means for detecting jamming is available, with the temporal course of the closing process also being taken into account.
  • FIG. 1 shows a basic illustration of part of a lock for a motor vehicle with a closing device and a lock in engagement with a lock holder, a pre-locking position of the lock being shown
  • Figure 2 is a current timing diagram with one shown schematically
  • FIG. 3 shows a voltage time diagram as a result of a detection of a sensor signal on a motor shaft.
  • FIG. 1 Part of a motor vehicle lock 1 is shown in FIG. Shown is a ratchet 2 comprising a rotary latch 3, a pre-ratchet pawl 4 and a low-ratchet ratchet 5.
  • the rotary latch is mounted such that it can pivot about an axis 6 and the pawls 4, 5 around an axis 7. To reach a closed position, the rotary latch can pivot about the axis 6 in the direction of the arrow P, for example in a lock plate of the motor vehicle lock 1.
  • the pre-locking position is shown in FIG. 1, the pre-locking pawl being engageable with a locking contour 8 on the rotary latch.
  • a closing pawl 10 is received in the motor vehicle lock such that it can pivot over a closing path Z.
  • the closing path Z is shown in FIG. 1 as a dash-dotted line and as a circular arc.
  • the lock holder 14 is also shown, the lock holder 14 already in engagement with the rotary latch in the pre-locked position.
  • the closing pawl 10 as well as the rotary latch 3 each have a contour 15, 16 which enables the rotary latch 3 to be moved in the direction of the arrow P and along the closing path Z.
  • the Bowden cable core 13 is actuated by means of the electric drive 17, so that the rotary latch 3 moves from a pre-locking position into a Main locking position is transferable.
  • FIG. 1 shows the pre-latching position, the pre-latching pawl 4 being in engagement with the latching contour 8.
  • the main ratchet pawl 5 engages with the latching contour 8.
  • the invention preferably relates to the closing process of the locking mechanism from the pre-locking position into the main locking position. It is also conceivable, however, that the closing drive 9 already comes into engagement with the rotary latch 3 before the preliminary catch, and it is also conceivable that the closing process extends up to an overtravel position, that is to say a position beyond the main catch.
  • the diagrams described below exemplify the closing process from a pre-locking position VR to a main locking position HR.
  • a switching means 18 is arranged, for example, on the rotary latch 3 and can, for example, be a microswitch that interacts with a contour on the rotary latch 3, so that, for example, an opening, detent or overtravel position can be detected.
  • a plurality of switching means for detecting the opening, detent and / or overtravel position can be arranged on the locking mechanism.
  • a further switching means 19 can also be arranged on the main ratchet pawl 5 and / or a further switching means 20 on the Bowden cable 12, 13 or traction means 12, for example.
  • FIG. 2 a current curve profile of a closing process from a pre-locking position VR to a main locking position HR is shown in principle.
  • the diagram shows the course of the power consumption of the electric drive 17 over time.
  • a basically real current curve is shown.
  • the current consumption then has a rising area 22, the increasing range 22 is due to the fact that the electrical Drive 17 must close the rotary latch 3 against the pressure of the door seal.
  • the achievement of the main detent position HR can be detected, for example by means of the switching means 18, 19, 20, so that the electrical drive 17 can be switched off by means of the controller S.
  • the current consumption therefore drops sharply in the diagram.
  • the course of the current curve fluctuates around a mean value 23, which is shown by way of example in the linear and rising region 21, 22 of the current curve. It can be seen that the real power consumption fluctuates around the mean value 23.
  • the current peaks 24 can be clearly seen in FIG.
  • the control S is able to detect the current peaks 24 in the closing device 9 and thus to evaluate a measure for a current consumption of the electric drive 17 in relation to a time interval Dt1. If the number of current peaks 24 in relation to the time interval Dt1 corresponds to a setpoint value, then one can speak of a normal, that is to say usual, closing process.
  • the number of current peaks 24 in relation to the time interval Dt1 can be used to draw conclusions about the position of the locking parts and in particular the rotary latch position.
  • the control unit S is set up to carry out a self-calibration to determine an intermediate switching point in time ZS from which the closing device 9 is operated with full force. From the intermediate switching point in time ZS, the electric drive 17 closes the locking mechanism 2 with maximum power.
  • the control unit S determines the intermediate switching point ZS by recording one or more such curves and determining the point in time at which the specified current difference DI is reached after passing through the almost linear region 21.
  • an average value from the times at which the specified current difference DI was reached is taken as the intermediate switching time ZS.
  • the control unit S is set up accordingly and programmed not to take into account the initial area with a high current consumption, caused by the start-up of the electric drive 17, with regard to the occurrence of the current difference DI for the determination of the intermediate switching time ZS.
  • the self-calibration is carried out by the control unit S after the lock 1 has been installed in the motor vehicle.
  • the control unit S is put into a mode in which it carries out one or more closing processes and evaluates the resulting current curves.
  • the control unit S can also be set up to carry out a renewed self-calibration at regular intervals in order to take into account effects such as aging of the door seal.
  • the renewed self-calibration is preferably implemented in such a way that the control unit S is set up to evaluate closing processes in regular operation, instead of performing closing processes specifically for this purpose.
  • FIG. 2 Also shown in FIG. 2 is an overtravel position ÜH, the locking mechanism 2 being pulled shut beyond the downstroke HR.
  • the intermediate switching time ZS can of course also only coincide, as described above, with the reaching of the downstroke position HR.
  • FIG. 3 shows a voltage-time diagram, which in principle shows a course of a square-wave signal 25, as can be generated, for example, by means of a fall sensor in combination with a magnet arranged on the motor shaft.
  • a measure for determining the rotary latch position and at the same time a measure for determining a proper closing process is available.
  • a square-wave signal 26 is shown as a dashed line in FIG. 3, the dashed line reproducing a changed square-wave signal 26 when, for example, the motor shaft of the electric drive has a lower Speed is operated.
  • control unit S can be used to draw a conclusion about, for example, jamming during the closing process.
  • An intermediate switching time ZS is also entered in FIG. 3, an intermediate switching time ZS being able to be determined via the number of rectangular signals 25, 26.
  • the electrical impulses 24, 25, 26 thus provide a means with which a measure for a rotary latch position can be determined directly and at the same time the pulling process can be calibrated by means of the electrical impulses 24, 25, 26.

Landscapes

  • Lock And Its Accessories (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Abstract

L'invention concerne une serrure (1) pour véhicule à moteur, comprenant un mécanisme d'encliquetage (2) composé d'un pêne pivotant (3) et d'au moins un cliquet d'arrêt (4, 5), un dispositif de fermeture (9) pourvu d'un entraînement électrique (17), le mécanisme d'encliquetage (2) pouvant être amené d'une position de préverrouillage (VR) à une position de verrouillage principal (HR) au moyen du dispositif de fermeture (9), et une unité de commande (S) pour le dispositif fermeture (9), un processus de fermeture pouvant être commandé en fonction d'une grandeur de mesure relative à l'entraînement électrique (17) et ce processus de fermeture pouvant être commandé au moyen d'un certain nombre d'impulsions électriques (24, 25, 26) générées pendant le processus de fermeture.
EP20724740.4A 2019-05-03 2020-04-27 Serrure de véhicule à moteur munie d'un dispositif de fermeture Active EP3963156B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019107845.8A DE102019107845A1 (de) 2019-05-03 2019-05-03 Schloss mit Zuzieheinrichtung für ein Kraftfahrzeug
PCT/DE2020/100339 WO2020224709A1 (fr) 2019-05-03 2020-04-27 Serrure de véhicule à moteur munie d'un dispositif de fermeture

Publications (2)

Publication Number Publication Date
EP3963156A1 true EP3963156A1 (fr) 2022-03-09
EP3963156B1 EP3963156B1 (fr) 2023-06-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20724740.4A Active EP3963156B1 (fr) 2019-05-03 2020-04-27 Serrure de véhicule à moteur munie d'un dispositif de fermeture

Country Status (3)

Country Link
EP (1) EP3963156B1 (fr)
DE (1) DE102019107845A1 (fr)
WO (1) WO2020224709A1 (fr)

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DE102020132139A1 (de) 2020-12-03 2022-06-09 Kiekert Aktiengesellschaft Zuzieheinrichtung für ein Kraftfahrzeug-Schloss
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DE102021120893A1 (de) 2021-08-11 2023-02-16 Kiekert Aktiengesellschaft Zuzieheinrichtung für ein Kraftfahrzeugschloss
DE102021128433A1 (de) 2021-11-02 2023-05-04 Kiekert Aktiengesellschaft Kraftfahrzeug-Schloss, insbesondere Kraftfahrzeug-Türschloss
DE102022133481A1 (de) 2022-12-15 2024-06-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Kraftfahrzeugschließsystem

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JP5240169B2 (ja) * 2009-11-16 2013-07-17 アンデン株式会社 ドアクローズ制御装置
DE102016208438A1 (de) * 2016-05-17 2017-11-23 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Baugruppe zum Verstellen eines Verstellelements relativ zu einem feststehenden Abschnitt eines Fahrzeugs
DE102017101704A1 (de) * 2017-01-30 2018-08-02 Kiekert Ag Schloss mit Zuzieheinrichtung für ein Kraftfahrzeug
DE102018106016A1 (de) 2018-03-15 2019-09-19 Kiekert Ag Kraftfahrzeug-Antriebsanordnung

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DE102019107845A1 (de) 2020-11-05
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