WO2020200361A1 - Serrure de porte d'un véhicule automobile - Google Patents

Serrure de porte d'un véhicule automobile Download PDF

Info

Publication number
WO2020200361A1
WO2020200361A1 PCT/DE2020/100189 DE2020100189W WO2020200361A1 WO 2020200361 A1 WO2020200361 A1 WO 2020200361A1 DE 2020100189 W DE2020100189 W DE 2020100189W WO 2020200361 A1 WO2020200361 A1 WO 2020200361A1
Authority
WO
WIPO (PCT)
Prior art keywords
lever
coupling element
motor vehicle
vehicle door
door lock
Prior art date
Application number
PCT/DE2020/100189
Other languages
German (de)
English (en)
Inventor
Peter Szegeny
Ömer INAN
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 WO2020200361A1 publication Critical patent/WO2020200361A1/fr

Links

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
    • 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
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/20—Bolts or detents
    • E05B85/24—Bolts rotating about an axis

Definitions

  • the invention relates to a motor vehicle door lock, with a locking mechanism consisting essentially of rotary latch and pawl, furthermore with an actuating lever and a coupling element, and with a mass inertia element which, in normal operation, leaves the coupling element in its closed state and only when a limit speed of the actuating lever is exceeded, for example in the event of an accident (crash), the coupling element opens.
  • Motor vehicle door locks of the structure described above are usually equipped with an outer door handle and an inner door handle.
  • the outside door handle (or the inside door handle) may work on the actuating lever which, in the closed state of the coupling element and in normal operation, acts on a release lever which in turn opens the lock.
  • the release lever usually lifts the pawl from its engagement in the rotary latch. This assumes that the motor vehicle door lock is in the unlocked state. That is to say, "normal operation" in the context of the invention regularly means the unlocked state.
  • the locked state usually corresponds to the fact that the coupling element assumes the open state and consequently a continuous mechanical connection from the outer door handle to the release lever is no longer observed. Then an action on the outside door handle is empty and the locking mechanism and consequently the motor vehicle door lock cannot be opened.
  • the mass inertia element provided in the generic prior art according to DE 10 2014 002 581 A1 now ensures that the coupling element is opened or opened when a limit speed of the actuating lever is exceeded, which usually corresponds to an accident or crash.
  • a limit speed of the actuating lever which usually corresponds to an accident or crash.
  • the known motor vehicle door lock according to DE 10 2014 002 581 A1 is equipped with an inertia element that works on a coupling member.
  • the coupling member is rotatably mounted on an external operating lever, which can be acted upon by an external door handle.
  • a locking lever as part of the inertia element, follows the movement of the external actuating lever.
  • a contact contour of the locking lever in question is released from an actuating contour of the external actuating lever.
  • an ejector contour on the locking lever engages with a contour of the coupling member. That is, the coupling member is released from the mass inertia element.
  • EP 2 248 972 A2 shows a comparably complex structure.
  • a mass inertia element is also implemented in this case.
  • the inertia element can be moved between normal operation and the event of a crash. In normal operation, the coupling element or a connecting lever is held in its unlocked position, while the case of a crash or the actuation position of the inertia element corresponds to the coupling lever assuming the locked position.
  • the invention is based on the technical problem of further developing such a motor vehicle door lock in such a way that the functional reliability is increased with a simplified structure at the same time.
  • a generic motor vehicle door lock within the scope of the invention provides that the inertia element guides the coupling element continuously and, depending on the operating state (normal operation / crash case), leaves it in the closed state or transfers it to the open state.
  • the mass inertia element is preferably a mass inertia lever which is rotatably mounted about an axis in the lock housing.
  • the lock housing can be a metallic lock case, which typically accommodates the locking mechanism in a rotatable manner. It is also possible to mount the inertia element in a lock cover, usually made of plastic, as part of the lock housing, and this is covered by the invention. As a rule, the inertia element is stored in the lock cover. As a result of the design described, the inertia element is initially constantly moved during operation of the motor vehicle lock according to the invention.
  • the mass inertia element continuously guides the coupling element, there is usually a more or less pronounced pivoting movement of the mass inertia element about its axis in the lock housing during normal operation. Because the continuous guidance of the coupling element by the mass inertia element implies that movements of the coupling element correspond directly to movements of the mass inertia element. As a result of this, the functional reliability of the inertia element is given because it is constantly moving, even in normal operation. Functionally reliable operation in the event of a crash can thereby also be achieved.
  • the inertia element ensures that the coupling element is left in the closed state. If it comes to another operating state of the crash, the inertia element transfers the coupling element to the open state. In both cases the coupling element is continuously guided with the help of the inertia element. This means that the coupling element is in constant mechanical operative connection with the mass inertia element. As a result, additional elements, such as a locking lever described in the generic prior art according to DE 10 2014 002 581 A1, can be dispensed with. In addition, the functional reliability is increased because the coupling element is continuously guided with the help of the inertia element.
  • the mass inertia element Since the mass inertia element is generally pivoted at the same time as the coupling element is guided continuously, there is no need to fear corrosion, caking, etc. even after long periods of use. This means that functional reliability is given and guaranteed over long time scales. This is accompanied by an enormous gain in security.
  • the mass inertia element has a guide contour for the coupling element.
  • the coupling element in turn engages with a guide pin in the guide contour of the inertia element.
  • the design is usually made so that the guide contour of the inertia mass element is open in the direction of the guide pin.
  • the guide contour is usually U-shaped, each with lateral stops. This limits the lateral movement of the guide pin within the U-shaped guide contour of the inertia element.
  • the coupling element is equipped with a spring.
  • the spring ensures, among other things, that the guide pin of the coupling element is held in contact with the guide contour. Consequently, the spring takes into account the fact that the guide contour of the inertia element is open in the direction of the guide pin.
  • the spring usually also ensures that the coupling element rests on the actuating lever during normal operation. If the actuating lever is acted upon in normal operation, the coupling element is moved along with the actuating lever without pretensioning the spring in question. If, on the other hand, an accident or crash occurs, the operating lever is accelerated sharply.
  • the inertia element ensures that the coupling element is guided continuously.
  • a stop is provided on the coupling element, which rests on the actuating lever during normal operation. As a result, the spring between the coupling element and the actuating lever is not tensioned during normal operation.
  • the actuating lever - as mentioned - is strongly accelerated, so that the coupling element is pivoted and the spring interposed between the actuating lever and the coupling element is pretensioned.
  • the guide pin remains largely in the rest recess of the guide contour because the inertia element of the Movement of the coupling element can not follow.
  • the coupling element remains in its open state, so that the previously described actuating lever chain from the outer door handle via the actuating lever, that coupling element up to the release lever for the locking mechanism is interrupted because the coupling element is open. Any actuations of the outer door handle are consequently empty.
  • the inertia element rotating in this case ensures with its guide contour for the guidance of the guide pin and consequently the coupling element.
  • the coupling element is in the closed state, so that the mechanical chain from the outside door handle via the actuating lever, the coupling element to a release lever for the lock is closed, so that the release lever can open the lock.
  • the coupling element can actually assume its closed position or its closed state. It is also necessary that the motor vehicle door lock is unlocked. If, on the other hand, the motor vehicle door lock is in the locked state, the coupling element is kept continuously in the open state, not only in normal operation but also in the event of a crash.
  • the coupling element is designed as a coupling lever mounted on the actuating lever.
  • the clutch lever is advantageously a multi-arm lever.
  • the coupling lever is designed with at least one stop arm and one guide arm.
  • the stop arm is designed to interact with a stop lug of the release lever already mentioned.
  • the release lever acts on the lock.
  • the design is usually made so that the release lever has fallen into the rotary latch in the closed state
  • the pawl can lift off the rotary latch.
  • the rotary latch opens mostly with the aid of a spring.
  • the release lever is generally rotatably mounted in the lock housing.
  • the stop arm of the coupling lever can move against the stop lug of the release lever acting on the locking mechanism.
  • a pivoting movement of the coupling lever is transmitted to the release lever, which in turn lifts the pawl off the rotary latch as a result of the pivoting movement.
  • the pivoting movement of the coupling lever is caused by the coupling lever or coupling element being rotatably mounted on the actuating lever.
  • the coupling element or the coupling lever follows the pivoting movement of the actuating lever. If the coupling element is in the open state, the stop arm of the coupling lever moves past the stop lug of the release lever, so that corresponding movements of the actuating lever and consequently of the outer door handle in the example are empty.
  • the guide arm In order to be able to represent the closed and open state of the coupling element or multi-armed coupling lever, the guide arm carries the guide pin engaging the guide contour of the inertia element.
  • a locking arm may also be implemented as a further arm of the multi-armed coupling lever.
  • the locking arm is set up to interact with a locking element or central locking element. If the locking element is in the “locked” state, the locking element works on the locking arm of the coupling element or coupling lever in such a way that the coupling element continuously maintains its open state. This applies both to normal operation and in the event of a crash. Only when the locking element releases the locking arm of the coupling element or coupling lever can the coupling element be transferred into the closed position or the closed state. This corresponds to normal operation in the unlocked state of the motor vehicle door lock.
  • 3A to 3C show the motor vehicle door lock according to FIGS. 2A to 2C
  • FIGS. 4A to 4C show the motor vehicle door lock in a rear view according to FIG.
  • FIG. 1 A in the “locked” state during an opening process.
  • a motor vehicle door lock is shown in the figures.
  • a lock case 1 and a lock cover 2 of the motor vehicle door lock can be seen in detail in FIG. 4A.
  • a lock 3, 4, which is composed of a pawl 3 and a rotary latch 4, is mounted in the lock case 1.
  • the metallic lock case 1 and the lock cover 2 made of plastic together form a lock housing 1, 2.
  • an actuating lever 5 is also implemented at which, in the exemplary embodiment and not by way of limitation, is an external actuating lever 5.
  • the actuating lever or external actuating lever 5 is acted upon by an external door handle 6, which is only indicated in FIG. 1B.
  • the operating lever 5 is rotatably mounted in the lock cover 2.
  • a coupling element 7 is rotatably mounted on the actuating lever 5.
  • the coupling element 7 is a multi-armed coupling lever 7.
  • the coupling lever 7 is rotatably mounted on the actuating lever 5 with the aid of a plug pin 8.
  • the plug pin 8 defines an associated axis of rotation for the coupling lever 7.
  • a comparison of FIGS is stored in the lock cover 2.
  • the bearing pin defines an axis of rotation 10 for the mass carrier element 9.
  • the basic structure includes a release lever 1 1 according to the exemplary embodiment from.
  • this release lever 1 1 is also dispensable Lich because its function is in principle taken over by the actuating lever 5 can. However, this is not shown.
  • the release lever 11 and the actuating lever 5 have a common axis of rotation 12 and can be pivoted jointly with respect to this axis of rotation 12.
  • the axis of rotation 12 is defined by a bearing pin, not shown, which is anchored in the lock cover 2 or in general the lock housing 1, 2.
  • the release lever 1 1 has, on the one hand, a stop lug 1 1 a and, on the other hand, a release lug 1 1 b.
  • the release lever 11 performs a counterclockwise rotation around the axis or axis of rotation 12
  • the release lug 11 b ensures that the pawl, which is in engagement with the rotary latch 4 in the closed state of the locking mechanism 3, 4 3 is lifted off the rotary latch 4.
  • the rotary latch 4 opens with the aid of a spring and can release a locking bolt that was previously caught.
  • the motor vehicle door lock and an associated motor vehicle door can then be opened. This process can also be traced back to FIG. 4A. There, however, the release lever 11 performs a clockwise motion around the axis of rotation 12 because of the rear view shown.
  • the inertia element 9 or the inertia lever 9 rotatable about the axis 10 in the lock housing 1, 2 ensures the guidance of the coupling element or the coupling lever 7. This applies both to normal operation and to the event of a crash. Normal operation and the associated sequence of functions are shown in FIGS. 2A to 2C.
  • the normal operation of the motor vehicle door lock corresponds to the "unlocked" state. In fact, the locking mechanism 3, 4 can be opened in normal operation. If, on the other hand, the motor vehicle door lock is in the "locked” state, the locking mechanism 3, 4 cannot be opened. This is illustrated in Figures 4A to 4C.
  • FIG. 2A shows the “unlocked” state of the motor vehicle door lock and the beginning of an opening process in normal operation.
  • the inertia element 9 leaves the coupling element or the coupling lever 7 in its illustrated closed state.
  • the closed state of the coupling element or coupling lever 7 corresponds to the fact that a stop arm 7a of the coupling lever 7 can interact with the stop lug 11a of the release lever 11.
  • the inertia element 9 is pivoted about its axis 10 in normal operation. This happens clockwise in the context of the exemplary embodiment.
  • the rotating or pivoted mass inertia element 9 ensures a continuous guidance of the clutch lever 7 during this process.
  • the coupling element or the coupling lever 7 rests on the actuating lever 5. This is ensured by a stop or pin 19 on the coupling lever 7, which is best seen in the exploded view according to FIG.
  • the spring 17 is not tensioned here.
  • the coupling element or the coupling lever 7 is in the closed state because the unlocked position of the motor vehicle door lock shown in FIGS. 2A to 2C corresponds in normal operation to the fact that the locking mechanism 3, 4 can be opened with the aid of the coupling lever 7.
  • FIGS. 3A to 3C the opening process of the motor vehicle door lock according to the invention is shown in the event of a crash.
  • the mass inertia element 9 guides the coupling element 7 continuously.
  • the Massenträg unit element 9 and the coupling element 7 are in constant mechanical engagement by mutual contact.
  • the mass inertia element 9 ensures that the coupling element 7 is left in its closed state during normal operation, consequently the locking mechanism 3, 4 is opened or the coupling element 7 is transferred to the open state becomes.
  • the crash case corresponds to this.
  • the spring 17 is biased here.
  • the inertia element 9 has a guide contour 13, 14, 15 for the coupling element or for the coupling lever 7.
  • a guide pin 16 of the clutch lever 7 engages.
  • the guide pin 16 is arranged on a guide arm 7b of the multi-armed coupling lever 7.
  • the multi-armed clutch lever 7 also has a locking arm 7c, which is described in more detail below and with reference to FIGS. 4A to 4C.
  • the guide contour 13, 14, 15 on the inertia element 9 is U-shaped overall and is open in the direction of the clutch lever 7 or its guide pin 16.
  • the guide contour 13, 14, 15 has a U-base 13 and two U-legs 14, 15.
  • the previously described coupling of the coupling lever 7 via the stop 19 in conjunction with the spring 17 with the actuating lever 5 is realized.
  • the interaction between the stop 19 and the spring 17 ensures in normal operation that the actuating lever 5 and the coupling element 7 are pivoted together without the spring 17 being tensioned. If, on the other hand, the crash situation shown in FIGS. 3A to 3C occurs, the clutch lever 7 is turned clockwise pivoted. At the same time, this pivoting movement of the clutch lever 7 ensures that the spring 17 is pretensioned.
  • this spring 17 surrounds the common axis or axis of rotation 12 of the actuating lever 5 on the one hand and the release lever 11 on the other hand with a coiled spring section.
  • the spring 17 has a leg 17a which, in the exemplary embodiment, engages from the rear in the guide pin 16 on the guide arm 7b of the clutch lever 7 or generally acts on the clutch lever 7.
  • the spring 17 consequently ensures an elastic coupling between the actuating lever 5 and the coupling lever 7.
  • the spring 17 ensures that the coupling element 7 equipped with it is held in contact with the guide contour 13, 14, 15 of the inertia lever 9. This is because the spring 17 ensures that the guide pin 16 of the coupling lever 7 remains inside the guide contour 13, 14, 15 on the inertia lever 9, which is open towards the guide pin 16, during the movements described.
  • the actuating lever 5, pivoted counterclockwise about its axis 12, ensures that the inertia lever 9 is pivoted about its axis 10 via the guide pin 16 engaging in the rest recess 14 on the coupling lever 7, namely in a clockwise direction, as is also the case with the transition from FIG. 2A recognizes FIG. 2B.
  • the guide pin 16 can now slide along the U-base 13 of the guide contour 13, 14, 15 of the locking lever 9 until it finally reaches one U-leg 15 of the guide contour 13, 14 , 15 reached as shown in FIG. 2C.
  • FIGS. 3A to 3C The case of a crash is now shown in FIGS. 3A to 3C. In this case, too, the motor vehicle door lock is in the “unlocked” state.
  • FIG. 3A the beginning of a now involuntary opening process is shown again.
  • the guide pin 16 of the clutch lever 7 is located in the rest recess 14 of the guide contour 13, 14, 15 on the inertia lever 9.
  • a counterclockwise pivoting movement of the actuating lever 5 ultimately triggered by the inertia of the inertia lever 9 now also causes the coupling lever 7 to pivot clockwise about its axis 8 relative to the actuating lever 5.
  • the clutch lever 7 largely retains its rotational position or, in general, its relative position compared to the actuating lever 5. Finally, this also applies to the transition from FIG. 2B to FIG. 2C.
  • the inertia lever 9 cannot (no longer) follow the movement of the actuating lever 5 during the opening process in the event of a crash and during the transition from FIG. 3A to FIG. 3B. Since the guide pin 16 is still arranged in the rest recess 14, the fact that the inertia lever 9 remains in its position according to FIG. 3A ensures that the coupling lever 7 is pivoted relative to the actuating lever 5. In the transition from FIG. 3A to FIG. 3B, a pivoting movement of the coupling lever 7 about its axis 8 on the actuating lever 5 in the indicated clockwise direction is actually observed. As a result, the stop arm 7a of the clutch lever 7 moves away from the stop lug 11a of the release lever 11. At the same time, the clutch lever 7 assumes its open state because the stop arm 7a can no longer interact with the stop lug 1 1 a of the release lever 1 1.
  • the inertia lever 9 is indeed pivoted slightly clockwise about its axis 10 because the guide pin 16 on the coupling lever 7 again leaves the rest recess 14 and along the U -Base 13 of the guide contour 13, 14, 15 slides along.
  • the stop arm 7a of the coupling lever 7 is free from the stop lug 1 1 a of the release lever 1 1 or overlaps it, the release lever 11 remains at rest overall.
  • the inertia element 9 with its guide contour 13, 14, 15 ensures that the coupling element 7 is continuously guided.
  • the guide pin 16 of the coupling lever 7 rests continuously on the guide contour 13, 14, 15 and is held within the guide contour 13, 14, 15.
  • the spring 17 additionally provides for this.
  • the spring 17 is at most slightly or not biased, that is, when the motor vehicle door lock is opened.
  • the rotating inertia lever 9 guides the clutch lever 7, and that continuously.
  • the speed of rotation of the inertia lever 9 is measured on the one hand by its mass inertia and on the other hand by the pretensioning forces of the spring 17 that have to be overcome.
  • the inertia lever 9 opens the clutch or the coupling element 7 in the event of a crash, as shown in FIGS. 3A to 3C. That is, the inertia lever 9 takes care of the crash that the clutch lever 7 is pivoted relative to the actuating lever 5, so that the clutch lever 7 assumes its open position. As a result, the stop arm 7a of the clutch lever 7 can no longer interact with the stop lug 11a of the release lever 11. As a result, the release lever 1 1 remains at rest and the locking mechanism 3, 4 is still closed. The motor vehicle door lock and the locking mechanism 3, 4 are not opened. FIGS.
  • a central locking element or locking element 18 is provided which works on the locking arm 7c of the coupling lever 7.
  • the locking element 18 or central locking element 18 ensures that the coupling element or the coupling lever 7 is held in its open position in the “locked” state of the motor vehicle door lock, even in the event of a crash.
  • This open position of the clutch lever 7 corresponds in the context of the representation according to FIGS. 4A to 4C again to the fact that the stop arm 7a of the clutch lever 7 cannot interact with the stop lug 11a of the release lever 11. In the “locked” state of the motor vehicle door lock shown in FIGS.
  • the motor vehicle door lock remains, regardless of whether the normal opening process shown there or the crash case is observed. This means that the motor vehicle door lock retains the “locked” state and consequently the open state of the clutch lever 7, regardless of the opening speed of the actuating lever 5. As a result, the locking mechanism 3, 4 is never opened.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne une serrure de porte d'un véhicule automobile, laquelle est équipée d'un dispositif de verrouillage (3, 4) composé essentiellement d'un pêne pivotant (4) et d'un cliquet (3). L'invention concerne également un levier d'actionnement (5) et un élément de couplage (7). De plus, la serrure de porte d'un véhicule automobile dispose d'un élément d'inertie de masse (9) qui laisse l'élément de couplage (7) dans son état fermé en mode de fonctionnement normal et ouvre l'élément de couplage (7) uniquement en cas de dépassement d'une vitesse limite du levier d'actionnement (5), par exemple lors d'un accident (collision). Selon l'invention, l'élément d'inertie de masse (9) guide l'élément de couplage (7) en continu. En fonction de l'état de fonctionnement (fonctionnement normal/collision), l'élément d'inertie de masse (9) laisse l'élément de couplage (7) dans son état fermé ou transfère l'élément de couplage (7) dans son état ouvert.
PCT/DE2020/100189 2019-04-05 2020-03-13 Serrure de porte d'un véhicule automobile WO2020200361A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019108973.5 2019-04-05
DE102019108973.5A DE102019108973A1 (de) 2019-04-05 2019-04-05 Kraftfahrzeugtürverschluss

Publications (1)

Publication Number Publication Date
WO2020200361A1 true WO2020200361A1 (fr) 2020-10-08

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PCT/DE2020/100189 WO2020200361A1 (fr) 2019-04-05 2020-03-13 Serrure de porte d'un véhicule automobile

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WO (1) WO2020200361A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022127959A1 (fr) * 2020-12-14 2022-06-23 Kiekert Aktiengesellschaft Serrure de véhicule automobile, en particulier serrure de porte de véhicule automobile

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2248972A2 (fr) 2009-05-05 2010-11-10 Magna Closures SpA Dispositif de fermeture avec un élément d'inertie
DE102014002581A1 (de) 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015001906A1 (de) * 2015-02-18 2016-08-18 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015118860A1 (de) * 2015-11-04 2017-05-04 Kiekert Ag Kraftfahrzeugschloss
DE102017102899A1 (de) * 2017-02-14 2018-08-16 Kiekert Ag Kraftfahrzeugtürschloss

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015109946A1 (de) * 2015-06-22 2016-12-22 Kiekert Ag Kraftfahrzeugschloss

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2248972A2 (fr) 2009-05-05 2010-11-10 Magna Closures SpA Dispositif de fermeture avec un élément d'inertie
DE102014002581A1 (de) 2014-02-26 2015-08-27 Kiekert Aktiengesellschaft Kraftfahrzeugtürschloss
DE102014004552A1 (de) * 2014-03-31 2015-10-01 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015001906A1 (de) * 2015-02-18 2016-08-18 Kiekert Aktiengesellschaft Betätigungseinrichtung für ein Kraftfahrzeugschloss
DE102015118860A1 (de) * 2015-11-04 2017-05-04 Kiekert Ag Kraftfahrzeugschloss
DE102017102899A1 (de) * 2017-02-14 2018-08-16 Kiekert Ag Kraftfahrzeugtürschloss

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022127959A1 (fr) * 2020-12-14 2022-06-23 Kiekert Aktiengesellschaft Serrure de véhicule automobile, en particulier serrure de porte de véhicule automobile

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