AU649675B2

AU649675B2 - An automotive deadlocking system

Info

Publication number: AU649675B2
Application number: AU77662/91A
Authority: AU
Inventors: Jeffrey Warren Gibbs; Thomas Normoyle
Original assignee: Individual
Current assignee: Individual
Priority date: 1991-04-29
Filing date: 1991-04-29
Publication date: 1994-06-02
Anticipated expiration: 2011-04-29
Also published as: WO1992019832A1; AU7766291A

Description

"AN AUTOMOTIVE DEADLOCKING SYSTEM"

TECHNICAL FIELD '

This invention concerns an automotive central locking system, and in particular a deadlocking system.

BACKGROUND ART

In a typical automotive central locking system there is a locking station in each door. The locking stations may either be in a locked state, or in an unlocked state. A manually operable actuating lever is associated with each locking station, and this may be manipulated to lock or unlock the locking station at will. At least one of the locking stations is additionally associated with a key-operable actuating means and is designated a "master station". The remaining stations are slaves to the master , and follow changes of state brought about- in the master by the key-operable actuating means.

This type of central locking system is convenient to use, but provides no greater degree of security than having isolated locking stations in each door.

DISCLOSURE OF THE INVENTION

According to the present invention, as currently envisaged, there is provided an automotive deadlocking system comprising: a plurality of locking stations, each of which includes a lock actuating module and a manually operable actuating lever; at least one of the locking stations additionally includes a key-operable actuating means and is designated a 'master station'; a control station to receive status signals from the master station and transmit control signals to the remaining stations causing them to adopt the same status as the master station; wherein the locking stations were able to adopt one of three states, namely unlocked, locked in which they are able to be unlocked by manipulation of the respective lever, or deadlocked from which they are not able to be unlocked by manipulation of the lever but are able to be unlocked upon receipt of an appropriate control signal, and in addition the master station is able to be unlocked from the deadlocked state by operation of its associated key operable actuating means. Preferably the lock actuating modules include a rod reciprocal between a first position in which the respective locking station is locked and a second position in which the respective locking station is unlocked. Optionally the rod engages the manually operable actuating lever so that movement of one between the locked and unlocked positions causes corresponding movement of the other.

Also optionally the rod moves to a- third position when the locking station enters the deadlocked state. Optionally the rod is prevented from moving from the third position when the locking station is in the deadlocked state. Optionally the rod is prevented from further movement by the insertion of a bolt through a hole in it.

Preferably the rod is associated with a plurality of electrical contacts which cooperate, in use, to generate status signals indicative of the position of the rod.

Optionally the master station sends status signals to the control station.

Preferably the locking stations include respective lock mechanisms with which the lock actuating mechanisms cooperate.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a schematic view of an automotive deadlocking system embodying the present invention; and

Figure 2 is a schematic diagram of an actuating module of the control station of Figure l; and Figure 3 is a circuit diagram of the control station of the system of Figure 1.

BEST MODEfS. FOR CARRYING OUT THE INVENTION The automotive deadlocking system 1 comprises three different members, namely a control station 2, one or more slave locking stations 3, and one or more master locking stations 4.

The control station 2 is connected to the slave stations 3 by wires 5 along which control signals are transmitted. Control station 2 is also connected to the master stations 4 by wires 6 along which control signals are transmitted, and along which status signals are received from the master stations. The control station 2 includes logic circuitry which ensures that status signals received from a master station are converted into control signals which cause the remaining stations to adopt the same status as that master station. The slave locking stations 3 each include a lock mechanism 7, a lock actuating module δ, and a manually-operable actuating lever 9 mounted on the ledge inside the window of, say a vehicle door.

The master locking stations 4 are similar to slave stations 3, but additionally include a key-operable actuating means 10 which are operable by means of a key means 11. Key means 11 may be a mechanical key, or a remote device which transmits an encrypted key signal.

Each locking module is able to adopt one of three states: First, an unlocked state in which the lock mechanism is unlocked and the car door may be opened and closed freely by the use of door handle.

Second, a locked state in which the lock mechanism prevents opening of the car door by the door handle. The lock mechanism may be freely changed from its unlocked to its locked state, and from its locked state to its unlocked state, by operation of lever 9. The third state is a deadlocked state in which the lock mechanism is locked and cannot be unlocked by manipulation of lever 9.

All the locking stations may be caused to enter and leave the unlocked, locked or deadlocked state by receipt of an appropriate control signal from control station 2. In addition the master stations may be caused to enter and leave the deadlocked state by operation of their key-operable actuating means. When a master station is unlocked, locked or deadlocked by operation of the respective actuating lever 9 or key-operable actuating means 10, a signal containing information about the status of the master station, in particular information about the change in status, is sent to control station 2. Control station 2 reacts to receipt of these signals by outputting control signals to all the remaining locking stations to cause them to adopt the same state as the master has entered.

A lock actuating module 8 will now be described in greater detail with reference to Figure 2.

The lock actuating module 8 is mounted inside a door of the vehicle, and comprises a housing 12 from which a rod 13 extends vertically. Rod 13 is mounted for longitudinal reciprocating movement in housing 12 and its distal end 14 is operatively connected with both the lock mechanism 7 and the manually operable actuating lever 9.

In the position shown rod 13 is extended from housing

12 to its maximum extent and the locking station is in its unlocked state. In this state the locking mechanism is unlocked, and the lever 9 is raised to its maximum height. An electrical contact 15 is mounted on rod 13, and three electrical contacts 16, 17 and 18 are mounted in housing 12 extending in a row in the direction in which rod

13 reciprocates. In the unlocked state contact 15 is adjacent the uppermost of the three fixed contacts, that is contact 15 is positioned adjacent contact 16. When manually operable lever 9 is depressed to operate the lock mecanism and change the locking station from the unlocked to the locked state, rod 13 is pushed back into housing 12 to its intermediate position, shown dashed. Where a change of state from unlocked to locked is caused by receipt of appropriate control signal from control station 2, motor 19 is activated by means of a rack and pinion mechanism, schematically indicated, to its intermediate position. The movement of rod 13 to its intermediate position causes manually operable lever 9 to be drawn down and operation of lock mechanism 7. In the intermediate position of rod 13 contact 15 is adjacent contact 17.

In the case where the actuating module is in a master station, the change in location of rod 13, caused by depression of lever 9 to its intermediate position, is sensed by contacts 15, 16 and 17 and a status signal is sent to control station 2 indicating the change of state of the master station. The control station 2 thereafter sends a control signal to all the other stations to cause them to enter the locked state.

Where the key-operable actuating means is operated, to deadlock a master locking station, the motor 19 in that station is actuated and rod 13 is drawn down by means of a rack and pinion mechanism, schematically indicated, to its lowest position, shown dotted, where contact 15 is adjacent contact 18. The change in location of rod 13, as the station is deadlocked and undeadlocked is sensed by contacts 15, 16 and 18 and a status signal indicative of its position is sent to control station 2. Control station 2 then sends a control signal to all the remaining locking stations to cause them to draw their rods 13 to their lowest position and the motor 20 in each station is then activated by control station 2 to drive bolt 21 through an aperture (not shown) in rod 13 in order to prevent its further movement; all locking stations are then deadlocked. — o —

Unlocking comprises the reverse procedures to those outlined above, and will not be described in further detail here.

The control station 2 has not been described in detail since it is a simple exercise of logic design to design such a system. Typically the logic may be provided by an integrated circuit receiving inputs from all the locking stations, and providing outputs to the locking stations depending on the status of three solenoids one representing the unlocked state, one representing the locked state, and one representing the deadlocked state. A circuit diagram has been included in the drawings for the sake of completeness.

Although the invention has been described with reference to a particular embodiment, it should be appreciated that it may embodied in many other forms. For instance mechanisms other than a reciprocating rod can be imagined, and alternative deadlocking means to a bolt entering an aperture can be envisaged.

Claims

1. An automotive deadlocking system comprising:

I a plurality of locking stations, each of which includes a lock actuating module and a manually operable actuating lever; at least one of the locking stations additionally includes a key-operable actuating means and is designated a 'master station' ; a control station to receive status signals from the master station and transmit control signals to the remaining stations causing them to adopt the same status as the master station; wherein the locking stations were able to adopt one of three states, namely unlocked, locked in which they are able to be unlocked by manipulation of the respective lever, or deadlocked from which they are not able to be unlocked by manipulation of the lever but are able to. be unlocked upon receipt of an appropriate control signal, and in addition the master station is able to be unlocked from the deadlocked state by operation of its associated key operable actuating means.

2. An automotive deadlocking system according to claim 1, wherein the lock actuating modules include a rod reciprocal between a first position in which the respective locking station is locked and a second position in which the respective locking station is unlocked.

3. An automotive deadlocking system according to claim 2, wherein the rod engages the manually operable actuating lever so that movement of one between the locked and unlocked positions causes corresponding movement of the other.

4. An automotive deadlocking system according to claims 2 or 3 wherein the rod moves to a third position when the locking station enters the deadlocked state.

5. An automotive deadlocking system according to claim 4 wherein the rod is prevented from moving from the third position when the locking station is in the deadlocked state.

6. An automotive deadlocking system according to claim 5 wherein the rod, is prevented from further movement by the insertion of a bolt through a hole in it.

7. An automotive deadlocking system according to any one of claims 2 to 6 wherein the rod is associated with a plurality of electrical contacts which cooperate, in use, to generate status signals indicative of the position of the rod.

8. An automotive deadlocking system according to claim 7 wherein the master station sends status signals to the control station.

9. An automotive deadlocking system according to any preceding claim wherein the locking stations include respective lock mechanisms with which the lock actuating mechanisms cooperate.

10. An automotive deadlocking system substantially as herein described with reference to the accompanying drawings.