EP0812972B1 - Electrically operated car door lock - Google Patents

Description

The invention relates to an electric lock for opening motor vehicle and, in particular, for vehicle door automobile.

We know that the locks of sashes of motor vehicles frequently have a fork-shaped swivel bolt and a ratchet subjected to an elastic return which pushes it towards the bolt, said ratchet capable of cooperating with at least one notch of the bolt to prevent a rotation of said bolt, the bolt of said lock cooperating with a keeper secured to the body, the bolt fork being positioned on the relative path of the strike when the door is brought in closed position so that the strike makes the latch pivot to a position in which the pawl prevents pivoting reverse of the bolt, the strike being then positioned in the fork of the bolt. This type of lock can be controlled manually by a rod system that connects a lock lever, for example the ratchet, to an interior or exterior operating handle.

However, in a more elaborate version, it is envisaged, of a hand, to avoid linkage commands which always pose a problem when mounting and, on the other hand, removing the handles for operating the lock, replacing them with a simple electrical switch that can cause power an electric motor associated with the lock. Such an electric lock has, for example, been described in patent DE-3 242 527. Among the electric locks previously described, we have already proposed the use of an electric motor which drives a rotary element carrying at least one crankpin, said crankpin coming directly or indirectly, cooperate with the pawl of a lock comprising a fork latch. Such a device has already been described in the application for Patent DE-A-4,015,522. But, to date, electric locks of this type were relatively complicated and expensive and their operation was not of satisfactory reliability.

The present invention therefore relates to a lock electric of the type defined above, characterized in that the (or a of) crankpin (s) carried by the rotary element driven by the motor electric can cooperate with a likely trainer, in a movement against an elastic return, to rotate the ratchet to release the bolt for the opening of the lock, the rotary member continuing to rotate at least until the coach escapes the action of the crank pin and being associated with a means engine stop, which stops its rotation when the coach has escaped the action of the crankpin, said coach comprising, in its zone of cooperation with the crankpin (s), a V-shaped recess into which (or one of) the crankpin (s) can penetrate to generate a pivoting around a fixed axis of the coach, which itself, in this movement carried out against its elastic return, spreads the ratchet from its bolt retaining position.

Preferably, the rotary element is driven by a motor at a single direction of rotation and carries two crank pins symmetrical with respect to its axis.

In a first embodiment of the lock according to the invention, the coach and the pawl are integral with one another. In a second embodiment, the coach consists of two levers integral in rotation, one constituting a lever opening which can act on the pawl to cause it to pivot, while the other constitutes a control lever which carries the recess cooperating with (or one of) the crankpin (s).

In the first embodiment, the coach can be a lever having, seen in plan, the shape of a boot, the recess corresponding to the hollow, which exists between the sole part and the part heel of the boot, the pivot articulation of said lever being effected at its opposite end to that which carries the sole and heel parts of the boot ; the engine stopping means can be constituted, in the first place, by mechanical abutment, against the sole part of the coach, that of the two crankpins of the rotary element which has not, during the opening of the lock which has just been carried out, caused the pivoting of the coach and, secondly, by a cut of the power supply to the motor, which only intervenes after the stop mechanical of the crankpin against the coach. Advantageously, in the open position of the lock, the pawl leans against a edge of the bolt and, when the lock reaches the closed position, the pawl coming to cooperate with a notch of the bolt under the action of its elastic return, the trainer and the ratchet rotate by a sufficient angle so that the crankpin, which was at the right of the sole part of the coach, is at the right of the recess; in position opening of the lock, a border of the coach can come in support against the edge of the bolt. We prefer that the shape of the part sole of the coach and its connection to the area, where is located the pivot axis of said trainer, gives said sole portion a elasticity generating a slight rebound of the crankpin, which comes to bear on said sole part, the heel part of the coach being, at moment of said support, to the right of the other crankpin to limit the rebound. When (or one of) the crankpin (s) is (are) in abutment against the coach, the engine power supply can be cut by a time delay.

In the second embodiment of the lock according to the invention, the rotary element, which carries the crankpin (s), comprises a cam, which cooperates with the control element of a switch, said switch constituting the single engine stop means. Of preferably, when the rotary element carries two symmetrical crankpins relative to the axis of said rotary element, the edge of the cam has two symmetrical recesses from one another with respect to the axis of the rotary element, the control element not being, when is at the right of a kiss, in a position for which the motor is powered while it is supplying power to the motor, when it rests on the edge of the cam in the circular area provided between the two embraces. The elastic return of the pawl can, advantageously, bring said pawl, when the lock is in closed position, pressing against a fixed pawl stop.

To better understand the object of the invention, we will describe now, by way of purely illustrative examples and not limiting, two embodiments shown in the accompanying drawing.

• la figure 1 représente, schématiquement en plan, une vue d'ensemble d'un premier mode de réalisation de la serrure selon l'invention en position de fermeture ;
• les figures 2 à 7 représentent, schématiquement, pour la serrure de la figure 1, l'élément rotatif, l'entraíneur, le cliquet et le pêne de la serrure dans les différentes positions correspondant aux différentes phases cinématiques de l'ouverture et de la fermeture de ladite serrure ;
• la figure 8 représente, schématiquement dans son ensemble, une serrure selon une deuxième variante de l'invention, vue en plan en position d'ouverture ;
• les figures 9 à 14 représentent, schématiquement, l'élément rotatif, l'entraíneur, le cliquet et le pêne de la serrure dans les différentes positions correspondant aux différentes phases cinématiques de l'ouverture et de la fermeture de la serrure de la figure 8.

On this drawing :

• Figure 1 shows, schematically in plan, an overview of a first embodiment of the lock according to the invention in the closed position;
• Figures 2 to 7 show, schematically, for the lock of Figure 1, the rotary element, the driver, the pawl and the bolt of the lock in the different positions corresponding to the different kinematic phases of the opening and closing said lock;
• Figure 8 shows, schematically as a whole, a lock according to a second variant of the invention, viewed in plan in the open position;
• Figures 9 to 14 show, schematically, the rotary element, the driver, the pawl and the bolt of the lock in the different positions corresponding to the different kinematic phases of the opening and closing of the lock of Figure 8 .

Referring to the drawing and more particularly to FIGS. 1 to 7, it can be seen that the lock corresponding to the first embodiment of the invention has been designated by 25 as a whole. The lock 25 includes an electric motor 9; on the motor shaft 9 is fixed a pinion 9 a , which meshes with a gear train 9 b whose output pinion 9 c cooperates with a toothed wheel 27, which constitutes the rotary element controlling the operation of the lock . The rotary element 27 is a disc which carries two diametrically opposed crank pins 28, 29, these crank pins being opposite a driver 32, which has the shape of a boot. The end of the coach 32, which cooperates with the crank pins 28, 29, has the shape of a boot, the sole part of which has been designated by 32 a and the heel part with 32 b ; between these two parts is a V-shaped recess 34; the end of the driver 32, which is opposite to the parts 32a, 32b, is connected to a pivot axis 37, the driver 32 being capable of pivoting movement around said axis 37.

The lock comprises a fork bolt 30, the fork of which defines a housing 38, which is intended to receive the keeper 4 which cooperates with the lock. As is known, the keeper 4 is a nipple which protrudes from the door jamb opposite the lock, the relative movement of the door in relation to the door jamb, in the direction of closing of the door, corresponding to a relative movement of the keeper 4 according to the arrow F1 of FIG. 6 and, in the direction of the door opening, relative movement of the striker 4 in the direction of arrow F2 in FIG. 5. The bolt 30 is capable of pivot around an axis 39 and it cooperates with a pawl 31, which is capable of pivoting around the axis 37. The pawl 31 is subjected to an elastic return force, which pushes it towards the bolt 30.

When, when the door is closed, the bolt 30 is pushed back, against an elastic return force which acts on it, in the position in which it is located in FIG. 2, the pawl 31 comes to bear by its end beak 31 has against a notch 36 defined on the bolt 30. In this way, the bolt 30 is retained in the position it occupies in FIG. 2 and the keeper 4 is trapped in the recess 38, this which keeps the door closed.

If the motor 9 is powered, the rotary element 27 is rotated and the crank pin 29 engages in the V-shaped recess 34 of the driver 32 due to the rest position that said driver 32 had at the time of closing the lock, this rest position corresponding to a support of a curved edge 32 c of the coach 32 against the edge 35 of corresponding shape provided on the bolt 30. The beginning of the rotation of the rotary element 27 is shown in FIG. 3.

When this rotation continues, the pin 29 comes into contact with the heel portion 32 b of the free end of the coach 32 and therefore further rotation of the disc 27 causes a pivoting of the driver 32 around the axis 37: this stage of the kinematics is represented in FIG. 4.

The pawl 31 and the driver 32 are integral with each other in rotation about the axis 37: it follows that, when the rotation of the disc 27 continues, the pawl 31 pivots until allowing the exhaust of the notch 36 of the bolt 30 in which case the bolt is pivoted in the direction of the arrow F3, as shown in Figure 5. the spout 31a of the pawl 31 remains in abutment against an edge 35 of the bolt 30. This stage of operation is shown in Figure 5.

When the rotation of the disc 27 continues, the heel part 32 b escapes the crank pin 29 and the position of the driver 32 and of the pawl 31 is maintained by the support of the spout 31 a against the edge 35 of the bolt 30. A rotation subsequent disc 27 causes the crank pin 28 to come into abutment against the sole portion of the coach 32. The motor 9 is thus blocked but its electrical supply is maintained until the end of a time delay.

When the door again comes into the closed position, the keeper 4 moves towards the bolt 30 according to arrow F1 and pushes said bolt 30 according to arrow F4 of FIG. 6 until the notch 36 of the bolt 30 comes beyond the spout 31 a of the pawl 31; at this time, the pawl 31 pivots under the effect of its elastic return according to arrow F5 in FIG. 6 to come and block the bolt in the position which is shown in FIG. 7, which brings the various organs of the lock into the position they occupy in Figure 2: the keeper 4 is trapped in the recess 38 of the fork of the bolt 30, which ensures the closed state of the lock. In this movement of movement of the pawl 31 according to arrow F5, the sole part 32 a of the coach 32 moves so that the crank pin 28 is opposite the V-shaped recess 34, which allows , during a new operation, to restart the opening cycle which was previously described.

It is noted that, when the crank pin 28 abuts against the sole part 32 a of the coach 32, the shape adopted for the free end of the coach 32 allows sufficient elasticity for there to be a slight rebound of the pin 28 causing a reverse rotation of the disc 27 but this inverse rotation is limited angle because the crank pin 29 is located vis-à-vis the end of the heel portion 32 b manager 32. this resilient function the free end of the driver 32 considerably reduces operating shocks.

Figures 8 to 15 show a second embodiment of the lock according to the invention. It can be seen that said lock has been designated by 125 as a whole. The lock 125 includes an electric motor 109; on the motor shaft 109 is fixed a pinion 109 a , which meshes with a gear train 109 b , of which the output pinion 109 c meshes with a toothed wheel 127, which constitutes the rotary element controlling the operation of the lock. The rotary element 127 is a disc which carries two diametrically opposed crank pins 128, 129, said crank pins being formed on a cam 150, which is in relief on the disc 127. The cam 150 consists of two circular segments 150 a , symmetrical by relative to the center of the cam, the two circular segments being separated from each other by dimples 150 b , also symmetrical with respect to the center of the cam. An electrical switch 151 is interposed on the motor supply circuit 109; its control element 152 is a pusher, which cooperates with the edge of the cam 150: when the pusher rests on a circular segment 150 a , the switch is in a position which allows the motor 109 to be powered; on the contrary, when the control element 152 is in abutment against a recess 150 b , the switch is in a position which cuts the electrical supply to the motor 109 and which short-circuits the rotor of the motor for a given time .

The lock according to this embodiment comprises a latch fork 130 capable of pivoting about an axis 139, said bolt cooperating with a keeper 104 of the same type as keeper 4 described for the first embodiment. The strike 104 can therefore, at the closing the door, move relative to the bolt 130 according to the arrow G1 of FIG. 8, to come and engage in the recess 138 of the bolt fork; when the keeper 104 comes into contact with one of the branches of the bolt fork 130, said bolt is driven in rotation about its axis 139 against a return means elastic.

The pawl 131 of the lock is pushed by an elastic return against the bolt 130 and, during the pivoting of this bolt, the spout 131 a of the pawl engages in a notch 136 b formed in the edge of the bolt 130. This state of the kinematics is shown in Figure 9: the lock is closed at the first notch.

If the keeper 104 continues to move along the arrow G1 to go until the door is completely closed, the bolt 130 continues to rotate and the spout 131 a cooperates with the second notch 136 a of the bolt 130: this state is shown in Figure 10 and corresponds to the closing of the lock to the second notch. The pawl 131 is pushed by its return spring 131 b to come to engage in the notches of the bolt, as explained above, and when it is in the engaged position, it bears against a pawl stop 153 provided with elastic shock absorbers.

When from the closed position of the lock shown in Figure 10 we want to ensure the electrical opening of the lock, we control the power supply to the motor 109, which causes the cam 150 to rotate in the direction of the arrow G2 in FIG. 11. The crank pin 129 is initially positioned inside a V-shaped recess 134 formed on the edge of a control lever 332 pivotally mounted about an axis 137. This lever control is secured to an opening lever 232 which has a spout capable of cooperating with a finger 131 c of the pawl 131. The set of levers 232 and 332 constitutes the driver 132. The driver 132 is subjected to a force elastic return by a spring 132 a , so that the driver 132 is constantly pushed in the direction of the arrow G3 in FIG. 10.

When the motor 109 then rotates the crankpin 129, the latter comes to bear against a branch of the V-shaped recess 134, which forces the control lever 332 to pivot against the action of the spring 132 a , this pivoting causing that of the opening lever 232 which, by its beak, pushes the finger 131 c of the pawl 131 and causes the pivoting of this pawl against the elastic return force provided by the spring 131 b . We thus manage to release the pawl 131 from the notch 136 a which is supported on it, this kinematic phase being represented in FIG. 12. When the notch is released, the bolt turns under the action of its elastic return in the direction of the arrow G4 in FIG. 12, to come into the open position shown in FIG. 8.

When the pin 129 continues to rotate, the pivoting of the coach 132 around its axis 137 continues, which maintains the ratchet thanks to the beak of the opening lever 232 to secure. the free moving the bolt to its open position (see Figure 13).

Finally, the crankpin 129 continuing its travel, allows the spout 332 a to escape from the control lever 332, so that the coach 132 pivots about its axis 137 in the direction of the arrow G5 in FIG. 14 until return to the initial position shown in FIG. 8. During all of the previously described operating phases, the switch 151 had its control element 152 resting on a circular segment 150a of the cam 150, so that the motor 109 remained supplied with power . When the driver 132 escapes the crankpin 129, a recess 150b of the cam 150 comes in line with the control element 152, which cuts the electrical supply to the motor 109. By inertia, the disc 127 continues to rotate at a small angle until the control element 152 is in the immediate vicinity of one end of the recess 150 b with which it cooperates. When the driver 132 has pivoted according to the arrow G5, the beak of the control lever 332 has pivoted about the axis 137, which allows the movement of the pawl 131 in the direction of the arrow G6 of FIG. 14 under the effect of its elastic return until the pawl 131 comes to bear against the elastic pawl stop 153.

We see that we have, thus, ensured by a simple and reliable device the electric opening of the lock described.

Claims (12)

1. Electric lock for a motor vehicle door comprising a pivoting bolt (30, 130) in the form of a fork and a pivoting catch (31, 131) subjected to an elastic return which pushes it towards the bolt (30, 130), the said catch being able to cooperate with at least one notch (36, 136a, 136b) on the bolt (30, 130) in order to prevent rotation of the said bolt, the bolt (30, 130) of the said lock cooperating with a keeper (4, 104) fixed to the bodywork, the fork of the bolt being positioned on the relative path of the keeper (4, 104) when the door is brought into the closed position, so that the keeper (4, 104) makes the bolt (30, 130) pivot as far as a retaining position in which the catch (31, 131) prevents a reverse pivoting of the bolt (30, 130), the said keeper then being captive in the fork of the bolt, the catch being able to be manoeuvred by an electric motor (9, 109) in a single direction of rotation which drives a rotary element (27, 127) carrying two crank pins (28, 29, 128, 129) symmetrical with respect to its axis, one of the crank pins being able to come into contact with a driver (32, 132) able to perform a pivoting movement counter to an elastic return, about a fixed shaft (37, 137) of the driver (32, 132), which itself, in this pivoting movement made counter to its elastic return, makes the catch (31, 131) pivot away from its position of retaining the bolt in order to release the bolt with a view to the opening of the lock, the rotary element (27, 127) continuing its rotation at least until the driver (32, 132) escapes from the action of the crank pin and being associated with a means of stopping the motor, which stops its rotation when the driver (32, 132) has escaped from the action of the crank pin, characterised by the fact that each of the two crank pins (28, 29; 128, 129) is able to cooperate with the driver (32, 132) in order to make the catch (31, 131) pivot away from its position of retaining the bolt, and by the fact that the said driver comprises, in its area of cooperation with the crank pins, a V-shaped recess (34) into which one or other crank pin can enter in order to cause the pivoting of the driver.
2. Lock according to Claim 1, characterised by the fact that the driver (32) and the catch (31) are fixed to each other.
3. Lock according to Claim 1, characterised by the fact that the driver (132) consists of two levers fixed to each other with respect to rotation, one constituting an opening lever (232) which can act on the catch in order to cause its pivoting whilst the other constitutes a control lever (332) which carries the recess (134) cooperating with one or other crank pin (128, 129).
4. Lock according to Claim 2, characterised by the fact that the driver (32) is a lever having, seen in plan, the shape of a boot, the recess (34) corresponding to the hollow which exists between the sole part (32a) and the heel part (32b) of the boot, the pivoting articulation of the said lever taking place at its end opposite to that which carries the parts (32a, 32b) of the boot.
5. Lock according to Claims 1 and 4 taken in combination, characterised by the fact that the means of stopping the motor consist firstly of the putting in mechanical abutment, against the sole part (32a) of the driver (32), of the one of the crank pins (28, 29) which has not, during the lock opening which has just been performed, caused the pivoting of the driver (32) and secondly by a cutting off of the supply to the motor, which occurs only after the crank pin is put in mechanical abutment against the driver (32).
6. Lock according to one of Claims 4 or 5, characterised by the fact that, in the opening position of the lock, the catch (1) bears against a rim (35) on the bolt (30) and in that, when the bolt arrives in the closed position, the catch (31) coming to cooperate with a notch (36) on the bolt (30) under the action of its elastic return, the driver (32) and the catch (31) pivot through an angle sufficient for the crank pin which was in line with the sole part (32a) of the driver to be situated in line with the recess (34).
7. Lock according to Claim 6, characterised by the fact that, in the closure position of the lock, a rim (32c) on the driver (32) comes into abutment against the rim (35) on the bolt (31).
8. Lock according to Claim 5 taken alone or in combination with one of Claims 6 or 7, characterised by the fact that the shape of the sole part (32a) of the driver (32) and of its connection to the area where the pivot axis (37) of the said driver is situated confers on the said sole part (32a) an elasticity causing a slight bounce of the crank pin which comes into abutment on the said part (32a), the heel part (32b) of the driver being situated, at the time of the said abutment, in line with the other crank pin in order to limit the bounce.
9. Lock according to one of Claims 4 to 7, characterised by the fact that the cutting off of the supply to the motor (9, 109) is due to a time delay.
10. Lock according to Claim 3, characterised by the fact that the rotary element (127) which carries the crank pins comprises a cam (150) which cooperates with the control element (152) of a switch (151), said switch constituting the single stopping means for the motor.
11. Lock according to Claims 1 and 10 taken in combination, characterised by the fact that the rim of the cam (150) comprises two shoulders (150b) symmetrical with each other with respect to the axis of the rotary element (127), the control element (152) not being, when it is in line with a shoulder (150b), in a position in which the motor is supplied whilst it allows the supply of the motor (109) when it bears on the rim of the cam (150) in the circular area (150a) provided between the two shoulders (150b).
12. Lock according to one of Claims 10 or 11, characterised by the fact that the elastic return of the catch (131) brings the said catch, when the lock is in the closure position, in abutment against a fixed catch stop (153).

Images