CN119677921A - Lock for a motor vehicle - Google Patents
Lock for a motor vehicle Download PDFInfo
- Publication number
- CN119677921A CN119677921A CN202380058880.5A CN202380058880A CN119677921A CN 119677921 A CN119677921 A CN 119677921A CN 202380058880 A CN202380058880 A CN 202380058880A CN 119677921 A CN119677921 A CN 119677921A
- Authority
- CN
- China
- Prior art keywords
- locking
- lock
- pawl
- closing
- cam
- 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.)
- Pending
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Classifications
-
- 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
- E05B85/243—Bolts rotating about an axis with a bifurcated bolt
-
- 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
- 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
- E05B85/26—Cooperation between bolts and detents
Landscapes
- Lock And Its Accessories (AREA)
Abstract
本发明涉及一种用于机动车的锁(1)，所述锁具有锁定机构(2)，所述锁定机构包括锁舌(3)和至少一个锁爪(4，5)——即主锁定锁爪(5)和预锁定锁爪(4)，在预锁定位置(36)以及主锁定位置(37)中锁舌(3)能够被锁止，锁定机构(2)的预锁定部(17)由锁舌(3)的金属基体(18)的弯曲区域形成，弯曲区域(17)能与关紧装置(23)的关紧爪(25)接合。
The invention relates to a lock (1) for a motor vehicle, the lock having a locking mechanism (2), the locking mechanism comprising a locking tongue (3) and at least one locking pawl (4, 5), namely a main locking pawl (5) and a pre-locking pawl (4), the locking tongue (3) being capable of being locked in a pre-locking position (36) and in a main locking position (37), the pre-locking portion (17) of the locking mechanism (2) being formed by a bent region of a metal base body (18) of the locking tongue (3), the bent region (17) being capable of engaging with a closing pawl (25) of a closing device (23).
Description
Technical Field
The invention relates to a lock for a motor vehicle, comprising a locking mechanism, which comprises a locking bolt and at least one locking claw, namely a main locking claw and a pre-locking claw, wherein the locking bolt can be locked in a pre-locking position and in the main locking position, and a pre-locking part of the locking mechanism is formed by a bending area/an area with a folded corner part of a metal substrate of the locking bolt.
Background
A lock or latch device for a motor vehicle is used in situations where a pivotable or movable component on the motor vehicle must be fixed in place. For fixing the position of the component, the locking device acts together with the catch, wherein the locking mechanism of the locking device is moved into the locking position by a relative movement of the locking device with respect to the catch. The fields of application of these locks include hatches, doors and sliding doors, but also backrest locks for rear seats, for example in the interior space of motor vehicles. The invention preferably relates to a lock for a motor vehicle tailgate.
In order to increase the convenience of the mentioned locking device, the locking system is designed as an electrically operable locking system. In electrically operated locking systems, an electric motor is used, which enables the locking mechanism to be unlocked and the lock to be opened electrically. For example, in combination with an electrically powered tailgate, an operator may open the tailgate, for example, remotely without having to manually operate the vehicle. In addition to the electric unlocking using a locking mechanism, so-called tightening devices are also used. The closing device can in this case allow the once opened tailgate and side door to be shifted into their final closed position in an electrically assisted manner.
In order to be able to provide such an automatic closing process, the lock must be able to be transferred to its final locking position. The lock according to the invention has a locking mechanism with a bolt and at least one locking pawl. The locking tongue is held pivotably on the metal locking plate and can interact via the access region with a catch or a catch bracket mounted on the motor vehicle. When the lock or hatch or door is closed, the locking bolt is transferred from the open position to the first locking position by a relative movement of a catch, which is typically fixedly mounted on the motor vehicle.
In a first locking position, referred to as a pre-locking position, the locking pawl engages in the locking bolt such that movement of the locking bolt is locked. If the locking claw does not move, the lock tongue cannot be opened again. To transfer the bolt from this pre-locking position to the main locking position, a tightening assistance device is used. These locking devices cooperate with the locking mechanism to shift the locking bolt from the locked, pre-locking position to the main locking position. In other words, the locking bolt is moved further into its locking position in an electrically assisted manner. The locking device moves the bolt to a main locking position, and in the main locking position, the other locking claw or the same locking claw is engaged with the bolt and locks the bolt in the main locking position. The tongue is then in its final position and the door or hatch is in its final latched position.
In order to be able to reliably reach the main locking position, the locking bolt is moved into the over-travel position using a locking device. The overstroke position means here that the movement of the locking bolt into the locking position is greater than the main catch-pawl falls into the desired extent. By moving the locking bolt into the over-travel position, a secure locking or latching of the main locking pawl into the locking bolt can be ensured. This is particularly necessary because even when the door or hatch is electrically assisted closed, it must be ensured that the locking mechanism is reliably locked in the main locking position.
As mentioned above, in order to achieve the pre-lock position and the main lock position, the locking pawl must interact with the locking bolt. Here, only one locking claw may interact with the locking tongue, or two or more locking claws may be used, which interact with the locking tongue, for example at different levels. It is also known that, for example, in the main locking position of the locking mechanism, an opening torque is present in the locking mechanism, which means the force for pushing the locking pawl out of the locking position. In order to prevent the locking mechanism from unlocking itself in this case, the locking pawl is additionally secured in the locking position using a locking lever or a locking lever.
DE 10 2013 106 672 Al discloses a motor vehicle lock with a locking mechanism and a closing/opening device. The closing/opening device acts on the locking mechanism via a bowden cable, wherein a transmission rod is provided on the locking mechanism, on which the closing pawl is mounted in a pivotable manner. The locking mechanism can be moved from the pre-locking position into the main locking position by means of the locking pawl. As a characteristic feature, this document discloses a drive for a tightening device, wherein the drive is designed with a torque variable and the transmission element of the tightening device is acted upon with a torque and thus with a force which is dependent on the drive path. For this purpose, the drive unit has an electric motor with a downstream transmission, wherein the transmission is designed as a torque converter. Thus, the driver can provide different forces as needed for tightening of the locking mechanism. This document has, in particular, a spiral control line which engages with a bowden cable, wherein an increasing force can be transmitted to the locking mechanism by means of the bowden cable.
Disclosure of Invention
The object of the present invention is to provide an improved lock for a motor vehicle. In particular, it is an object of the present invention to provide a compact closure system with a high functionality which is achieved with as few component numbers as possible.
According to the invention, this object is achieved by the features of independent claim 1. Advantageous embodiments of the invention are set forth in the dependent claims. It should be noted that the embodiments described below are not limiting, but that any possible variants of the features described in the description and the dependent claims are possible.
According to claim 1, the object of the invention is achieved by providing a lock for a motor vehicle, which lock has a locking mechanism comprising a locking bolt and at least one locking claw, namely a pre-locking claw and a main locking claw, in which pre-locking position as well as in which the locking bolt can be locked, the pre-locking portion of the locking mechanism being formed by a region arranged on the metal base of the locking bolt, in particular a curved region of the metal base of the locking bolt, which curved region can be engaged with a locking claw of a locking device. In this case, a compact construction of the motor vehicle lock can be achieved by the structure of the motor vehicle lock according to the invention, wherein a high functionality can be achieved with a smaller number of components. In particular, by means of the region (for example, a bolt or a rivet bolt) arranged on the locking bolt, preferably fastened to the locking bolt, more preferably by using the bent region of the metal base body of the locking bolt as a pre-locking part, at the same time as a means for realizing the locking mechanism locking means, further components, molded parts and/or design means for introducing the locking mechanism locking force can be dispensed with.
The locking device thus interacts directly with the locking bolt, in particular with an engagement surface on the locking bolt, which engagement surface also serves to achieve a pre-locking position in the motor vehicle lock. Thus, the bending area on the tongue serves a dual function. On the one hand, a first latching position during the closing of the locking mechanism can be achieved by the bending region, while the closing pawl can act on the bending region in order to achieve a complete closing and to achieve the main locking position of the locking mechanism. Thus, high functionality can be provided in a motor vehicle lock with a minimum of constructional means.
The lock according to the invention may be a lock for a rear hatch, side door, hatch or cover, but also a lock for a seat back of a vehicle rear seat, for example. However, the invention preferably relates to a lock for a motor vehicle tailgate. Special requirements are placed on the rear hatch lock because the rear hatch lock is subjected to varying loads compared to the sliding door lock. For example, it may be the case that the rear hatch is in a snow-loaded state, so that when opened, in particular when opened electrically, it is necessary to ensure that the lock remains in a fully opened state until the loaded hatch is closed again. Thus, in the case of a rear hatch that is subjected to snow load, it may happen that the locking mechanism is opened electrically, but the shackle engaged by the locking tongue does not cause relative movement in the locking mechanism, since the rear hatch remains in its position due to the high load. In this case, one or more locking pawls must be kept out of engagement with the locking bolt. Keeping the locking pawl out of engagement when the locking mechanism is unlocked is also known as a snow load function.
For the structure of the locking mechanism, please refer to the beginning. The locking bolt has a metal base body which is mounted in a motor vehicle lock in a pivotable manner via a shaft of the same metal. The swing shaft of the locking bolt and the one or more locking pawls are also retained in the metal lock case. This metallic basic structure of the motor vehicle lock ensures that the swingable or displaceable component is reliably held on the motor vehicle even in extreme cases such as accidents. In the pre-locking position and in the main locking position, the metal regions of the locking claw and of the locking tongue bear against one another in order to achieve a reliable locking, in particular a positionally accurate locking, of the locking mechanism.
According to the invention, a bending region is provided on the metal base body of the locking bolt, wherein the bending region preferably makes an angle of 90 ° with the base surface of the locking bolt and extends beyond the flat extension of the locking bolt. Thus, the bending region forms an integral member with the locking bolt and engages the pre-lock pawl.
In an advantageous variant of the invention, the closing pawl is arranged in a pivotable manner on a stationary closing aid. The locking claw acts directly on the bending region of the metal base body of the locking bolt and is supported in a locking aid arranged in a stationary manner in the motor vehicle lock, so that a transmission of the locking force from the pre-locking position to the main locking position is possible. Here, the tightening force can be influenced by the connection to the tightening rod and is influenced in connection with the design of the tightening rod. In particular, when the main locking position or the overrun position is reached completely, an increased force is present, which increases continuously during the tightening process. This is due in particular to the seal arranged between the moving member and the vehicle body. In order to achieve a complete seal against moisture and also to minimize noise, a seal, in particular a door seal or hatch seal, is arranged between a movable component arranged on the motor vehicle and the vehicle body. The tightening device must overcome the sealing pressure created when the seal is compressed to move the locking bolt. By means of a relative movement between the locking bolt and the shackle, a force for tightening is introduced into the movable member. Sealing pressures of up to 500N may occur here, which must be transmitted to the shackle via the tightening device and the locking mechanism. Since the locking pawl is advantageously supported on the locking lever, the force to be introduced into the locking mechanism can be varied depending on the size of the seal. In particular, the force can be transmitted to the locking bolt in a reliable manner by a direct connection between the locking claw and the bending region.
In an advantageous variant of the invention, the tightening device acts on the locking bolt with a variable tightening force. The locking claw directly acts on the lock tongue and enables the lock tongue to move from the pre-locking position to the main locking position or to move to the overtravel position all the time. During this tightening process, a variable force acts on the locking bolt and thus also on the tightening drive. The door or hatch is moved against the force of the seal, in particular by the bolt. When the door or hatch is gradually moved to the latched position, the sealing pressure increases and thus the reaction force on the locking tongue increases. In order to counteract this variable force with a correspondingly variable tightening force, a tightening force which increases with the progression of the locking movement of the door or hatch can be provided by means of the tightening device. The variable tightening force thus provides the advantage that the force provided by the gear stage adjacent to the motor output shaft can be advantageously adapted to the required tightening force, with the drive torque provided by the motor remaining unchanged. By means of the variable tightening force, a force adapted to the tightening process or an adapted torque can be generated and transmitted to the locking bolt. The deadbolt engages the striker or striker bow and moves the door from the pre-lock position into the main lock position. The main locking position corresponds to a locking position of a motor vehicle door or hatch.
It is furthermore advantageous or a variant of the invention that the tightening rod can be driven by means of a cam. The locking lever is accommodated in a pivotable, yet fixed position in the motor vehicle lock. On the one side, a locking claw is arranged on the locking lever, which locking claw directly acts on the locking bolt. The cinching lever is engaged with the cam at an end of the cinching lever opposite the cinching pawl. The cam is designed such that a variable torque can be introduced into the tightening rod. Depending on the orientation and arrangement of the cams, the cams move in the motor vehicle lock and can tighten the locking mechanism. The cam is designed such that, at the beginning of the closing process, a small force is introduced into the closing jaw in order to achieve a relatively rapid movement of the door or hatch element, while the torque introduced into the closing jaw increases with the progression of the closing movement of the door or hatch, so that the locking tongue can be moved into the main locking position with a small speed and a high force. The cam thus effects the necessary force adjustment and at the same time adjusts the locking movement, or locking speed, of the door or hatch. The cam is preferably arranged rotatably in the motor vehicle and is fixed in position in the motor vehicle. As with the latch lever, the cam is fixedly arranged in the motor vehicle lock and effects a pivoting movement of the latch lever, as a result of which the latch pawl can be actuated.
During the tightening process, the tightening rod introduces an increased tightening force into the tightening jaw. This can also be represented here as a progressively increasing tightening force. The cam is designed such that the force increases continuously. The curve on the cam runs to continuously and upwardly increase the force. The course of the curve on the cam can be described here as a spiral. At the same time, the spiral extends from the radially outer end of the cam to the inside of the cam, that is to say the curve extends in a spiral manner towards the centre of the cam, that is to say towards the axis of rotation of the cam.
A further advantageous variant of the invention consists in the cam being integrated in the motor vehicle lock. The locking lever can be driven directly by integrating the cam into the motor vehicle lock or into the housing of the motor vehicle lock. This has the advantage of a compact design, in which an external drive can be dispensed with. The cam is preferably driven by means of an electric motor via a first, for example worm gear stage. However, it is also conceivable to arrange more than one gear stage between the electric drive and the cam, depending on the size of the door, sliding door or tailgate. The cam is driven with a constant torque by the transmission, and the force on the locking bolt is adjusted or increased by the interaction of the cam and the tightening rod.
Advantageously, the cam can have a guide profile for the tightening rod. On the one hand, it is conceivable for the cam to be formed by a control profile, wherein the clamping lever rests on the control profile, however, preferably the guide profile engages in the cam. For this purpose, the tightening rod may have a drive pin, which is riveted to the tightening rod, for example. The drive pin is then held in the guide profile and the tightening rod can be moved by a rotational movement of the cam. At the same time, the closing lever swings around a rotation point whose position is fixed. It is of course also conceivable for the drive pin to engage the cam in a form-locking manner. The positive engagement between the drive pin and the guide profile ensures a reliable transmission of torque to the locking pawl.
Advantageously, the cam can have a central position, in particular as a parking position for the locking pawl. The central position defines a parking position for the tightening jaw, which may also be described as a starting position for the tightening. In the parking position, the closing pawl is in a state in which it can be lowered into the locking mechanism, preferably into the locking tongue and more preferably into the pre-lock. From this central position, the tightening process can be started by reaching the pre-lock and abutting the pre-lock pawl against the pre-lock.
At the same time, it is advantageous if the bolt can be moved into the over-travel position by means of a cam. From a pre-lock state, in which the locking pawl is in abutment with a pre-lock on the locking bolt, the cam can be used to move the locking bolt. The locking lever is moved by means of the cam and preferably by means of the guide profile and the locking pawl pulls or presses the locking bolt from the pre-locking position into the main locking position. In the main locking position, the main locking pawl falls into the main locking portion of the locking bolt. In order to be able to reliably reach the main locking position in the locking mechanism, the locking bolt is moved beyond the main locking position by means of the locking pawl, so that it is ensured that the main locking pawl falls reliably into the main locking portion of the locking bolt. The bolt is thus rotated beyond the true main locking position in order to achieve a reliable electrically operated manner of achieving the main locking position in the locking mechanism.
Drawings
The invention will be described in more detail below with reference to the drawings according to preferred embodiments. In principle, however, the embodiments do not limit the invention but merely represent advantageous embodiments. The features shown may be applied singly or in combination with other features in the description and the claims.
Here:
fig. 1 is a top view of a motor vehicle lock according to the invention, equipped with a locking mechanism, in an open position, in which only the components necessary for explaining the invention are shown,
Figure 2 shows the lock box, the cinching lever and the cam in an open position in a rear view of the motor vehicle lock according to figure 1,
Fig. 3 shows the motor vehicle lock according to the invention according to fig. 2, wherein the cam is shown during closing,
Fig. 4 shows the tightening process and the position of the cam or tightening rod in the main locked state of the locking mechanism.
Detailed Description
Fig. 1 shows a top view of a locking mechanism 2 of a motor vehicle lock 1 in an open position (i.e. an unlocked position). The locking mechanism has a bolt 3, a pre-lock pawl 4 and a main lock pawl 5. The locking mechanism parts 3, 4, 5 are accommodated in a swingable manner in a lock box 8 by means of shafts 6, 7. The lock box 8 has an entry region 9 through which an unillustrated shackle can interact with the locking tongue 3 in a known manner. The lock case 8 also has a crimp 10, 11, by means of which the motor vehicle lock 1 can be fastened to the motor vehicle or to the motor vehicle body. For the explanation of the invention, only the components of the motor vehicle lock 1 which are essential for the explanation of the invention are shown. The locking pawls 4, 5 have extensions 12, 13 which can be engaged with switching devices 14, 15, respectively. Fig. 1 shows the switching means 14, 15 in the operated position, in other words the extension 12 of the pre-lock pawl operates the switching means 14 and the extension 13 of the main lock pawl 5 operates the switching means 15. In this variant, both switching devices 14, 15 are designed as micro-switches and are actuated.
Fig. 1 shows the unlocked position of the locking mechanism 2, so that the locking bolt 3 can move in the direction of arrow P, i.e. counter-clockwise. The movement of the locking bolt 3 is influenced by a not shown locking bolt spring which loads the locking bolt 3 in the direction of arrow P and by the sealing pressure exerted by the tailgate on the motor vehicle lock or the locking buckle. In this open position, the locking tongue can release the shackle and the rear hatch can be opened. The shafts 6, 7 of the locking mechanism 2 are accommodated in a lock box 8, wherein an access area 9 forms a gap in the lock box 8 to enable access of the shackle. The motor vehicle lock 1 can be mounted on a motor vehicle by means of the bead 10, 11.
In addition to the already explained locking mechanism, the motor vehicle lock 1 also has a tightening device 23, of which only a tightening rod 24 and a tightening pawl 25 of the tightening device 23 are shown. The locking pawl 25 is in a disengaged position in which a driver 26 on the locking pawl 25 engages the pre-lock pawl 4. For operating the closing pawl 25, the pre-lock pawl 4 has a driving contour 27 into which a driver 26 of the closing pawl 25 engages. In this embodiment, the locking pawl 25 is arranged above the pre-lock pawl 4 and the driver 26 extends in the direction of the pre-lock pawl 4, so that a co-action between the driver 26 and the driver contour 27 can be achieved.
The locking lever 24 is accommodated in the motor vehicle lock 1 in a pivotable manner about its axis 28, wherein the axis 28 is arranged in a stationary manner in the motor vehicle lock 1. Thus, the cinching lever 24 is able to swing about the shaft 28 in the direction of arrow P4 and correspondingly move the cinching pawl 25. For this purpose, the clamping claw 24 is accommodated in the clamping lever 24 in a pivotable manner about an axis 29.
The tightening rod 24 is shown in its initial position a, which is indicated by a dash-dot line. The initial position refers to the position of the locking lever 24 in which the locking claw 25 is disengaged from the locking tongue 3, or in which the locking claw 25 can engage into the movement region of the locking tongue, and in particular in the pre-locking section 17. However, the locking pawl 25 is disengaged from the locking part 17 or the locking tongue 3 by means of the driver 26 and cooperates with the locking pawl 4.
In fig. 2, the motor vehicle lock 1 according to fig. 1 is shown in a rear view looking at the lock box 8, wherein a cam 30 is also shown. The cam can rotate about its axis 31, wherein the cam 30 is arranged in a stationary manner in the motor vehicle lock 1. A guide molding portion 32 is provided on the cam, which extends from a radial end portion 33 toward the rotation shaft 31 of the cam 30 and is formed in a spiral shape on the cam 30. The latch lever 24, which is arranged in a stationary manner in the motor vehicle lock 1, engages on one side with the latch claw 25 and has a drive pin 34 which is guided in a guide profile 32 of the cam 30.
Fig. 4 shows the position of the cinching lever 24 when the pre-lock position has not been occupied. The open position of the cinching actuator is shown here, with the principal components of the cinching actuator being the cinching pawl 25, cinching lever 24, and cam 30 and motor (not shown) with downstream transmission. In order to start the closing process from the release position of the closing claw 25, the cam is moved clockwise about the shaft 31 in the direction of arrow P6, whereby the closing claw can fall into the pre-locking portion 17 of the locking bolt 3.
Fig. 3 shows the tightening process by means of the cam 30, the tightening lever 24 and the tightening pawl 25. The guide profile 32 on the cam 30 can also be seen. The guide profile 32 extends helically from a radially outer region 33 of the cam 30 towards the shaft 31 of the cam 30. The guide profile 32 has a first position 35 (which may be referred to as an open position), a second position 36 (which may be referred to as a parking position and a starting position for closing), a main locking position 37 (in which the locking bolt 3 will reach the main locking portion), and an over-travel position 38 (in which the locking bolt has swung beyond the main locking position) in order to achieve a reliable fall-in when the locking mechanism 2 is electrically locked. Due to the spiral or helical course of the guide profile 32, the force introduced into the locking bolt 3 changes, wherein an increase in force or torque can be achieved from the radial end 33 of the cam toward the over travel position 38. In this regard, fig. 3 herein illustrates the movement of the cam and the position of the cinching lever 24 during transfer of the locking bolt 3 from the pre-lock position to the main lock position.
In fig. 4, cam 30 has moved the cinching lever 24 to the extent that the locking bolt 3 reaches the main locking position. The drive pin 34 is in the main locking position of the guide formation 32. As is clear from fig. 2 to 4, the cam changes the engagement (position) of the tightening rod 24 on the cam 30, so that a variable torque can be introduced into the tightening pawl 25 or the locking tongue 3. Thus, by the construction according to the invention it is achieved that a variable torque is introduced into the bolt and a large force is provided for locking the door, sliding door or hatch. In particular, high locking forces are required in the region of the main locking position 37, since the sealing forces are all exerted on the hatch, door or sliding door.
List of reference numerals:
1. Lock for motor vehicle
2. Locking mechanism
3. Spring bolt
4. Pre-locking pawl
5. Main locking claw
6.7, 28, 29, 31 Axes
8. Lock box
9. Entering the area
10. 11 Bent edge part
16. Lock catch
17. Pre-locking part
18. Metal matrix
19. Plastic coat
21. Main locking part
22. Shell body
23. Closing device
24. Closing rod
25. Closing claw
26. Driving piece
27. Driving contour
30. Cam
32. Guide forming part
33. Radial end
34. Driving pin
35. Open position
36. Pre-lock position
37. Main locking position
38. Over travel position
Arrow P4, P5
Claims (10)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102022119990.8 | 2022-08-09 | ||
| DE102022119990.8A DE102022119990A1 (en) | 2022-08-09 | 2022-08-09 | Lock for a motor vehicle |
| PCT/DE2023/100552 WO2024032846A1 (en) | 2022-08-09 | 2023-07-26 | Lock for a motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN119677921A true CN119677921A (en) | 2025-03-21 |
Family
ID=87557940
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202380058880.5A Pending CN119677921A (en) | 2022-08-09 | 2023-07-26 | Lock for a motor vehicle |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN119677921A (en) |
| DE (1) | DE102022119990A1 (en) |
| WO (1) | WO2024032846A1 (en) |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004040157B3 (en) * | 2004-08-19 | 2006-07-13 | Huf Hülsbeck & Fürst Gmbh & Co. Kg | Lock for doors or flaps on vehicles |
| DE102005062614A1 (en) * | 2005-12-23 | 2007-06-28 | Kiekert Ag | Automotive door lock drive mechanism has Bowden cable link between cam drive and ratchet trap |
| DE102008048711A1 (en) * | 2008-09-24 | 2010-03-25 | Kiekert Ag | Rotary latch for locking unit of door and key of motor vehicle, has contour plates connected with connecting element with gap for bearing plate, where contour plates form different-sized lateral surfaces |
| DE102009026921A1 (en) * | 2009-06-12 | 2010-12-16 | Kiekert Ag | Motor vehicle lock with closing aid |
| DE102012207443A1 (en) * | 2012-05-04 | 2013-11-07 | Kiekert Ag | Lock for a flap or door |
| DE102013106672A1 (en) | 2013-03-01 | 2014-09-04 | Kiekert Aktiengesellschaft | Motor vehicle door lock |
| DE102013019938A1 (en) * | 2013-10-14 | 2015-04-16 | Kiekert Ag | Locking unit for a motor vehicle |
| US10808435B2 (en) * | 2016-12-06 | 2020-10-20 | Inteva Products, Llc | Vehicle latch |
| DE102017101703A1 (en) * | 2017-01-30 | 2018-08-02 | Kiekert Ag | Lock with a closing device for a motor vehicle |
| DE102019107692A1 (en) * | 2019-03-26 | 2020-10-01 | Kiekert Aktiengesellschaft | Lock with closing device for a motor vehicle |
-
2022
- 2022-08-09 DE DE102022119990.8A patent/DE102022119990A1/en active Pending
-
2023
- 2023-07-26 WO PCT/DE2023/100552 patent/WO2024032846A1/en active Application Filing
- 2023-07-26 CN CN202380058880.5A patent/CN119677921A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024032846A1 (en) | 2024-02-15 |
| DE102022119990A1 (en) | 2024-02-15 |
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