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EP3173554B1 - Serrure de véhicule automobile - Google Patents

Serrure de véhicule automobile Download PDF

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Publication number
EP3173554B1
EP3173554B1 EP16197696.4A EP16197696A EP3173554B1 EP 3173554 B1 EP3173554 B1 EP 3173554B1 EP 16197696 A EP16197696 A EP 16197696A EP 3173554 B1 EP3173554 B1 EP 3173554B1
Authority
EP
European Patent Office
Prior art keywords
pawl
lock
motor vehicle
locked
control
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.)
Active
Application number
EP16197696.4A
Other languages
German (de)
English (en)
Other versions
EP3173554A1 (fr
Inventor
Markus Zillert
Ludger Graute
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
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
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Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP3173554A1 publication Critical patent/EP3173554A1/fr
Application granted granted Critical
Publication of EP3173554B1 publication Critical patent/EP3173554B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/24—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like
    • E05B77/28—Functions related to actuation of locks from the passenger compartment of the vehicle preventing use of an inner door handle, sill button, lock knob or the like for anti-theft purposes, e.g. double-locking or super-locking
    • E05B77/287—Prevention or overriding of a super-lock condition, e.g. for preventing being trapped in the vehicle
    • 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
    • E05B77/22—Functions related to actuation of locks from the passenger compartment of the vehicle
    • E05B77/30—Functions related to actuation of locks from the passenger compartment of the vehicle allowing opening by means of an inner door handle, even if the door is locked
    • 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
    • E05B81/14—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on bolt detents, e.g. for unlatching the 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
    • E05B81/16—Power-actuated vehicle locks characterised by the function or purpose of the powered actuators operating on locking elements for locking or unlocking action
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0455—Torsion springs of bar type
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B15/00—Other details of locks; Parts for engagement by bolts of fastening devices
    • E05B15/04—Spring arrangements in locks
    • E05B2015/0496—Springs actuated by cams or the like
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/76—Detection of handle operation; Detection of a user approaching a handle; Electrical switching actions performed by door handles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/90—Manual override in case of power failure

Definitions

  • the invention relates to a motor vehicle lock according to the preamble of claim 1.
  • the motor vehicle lock in question is used in all types of locking elements of a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids or bonnets. In principle, these closure elements can also be designed in the manner of sliding doors.
  • the well-known motor vehicle lock ( DE 10 2011 113 647 A1 ), from which the invention is based, is equipped with the usual locking elements lock latch and pawl and with an electric opening drive for motorized lifting of the pawl.
  • Such an opening function is associated with a high level of user comfort, since the forces still to be exerted by the user for opening the motor vehicle door or the like are extremely low.
  • the motor vehicle lock In order to ensure that the motor vehicle lock also provides at least safety-relevant basic functions in an emergency, in particular if the opening drive fails or the supply voltage fails, the motor vehicle lock is equipped with a so-called mechanical redundancy.
  • a manual opening function is provided that is specifically intended for the above emergency.
  • the known motor vehicle lock is equipped with a lock mechanism, which is used to manually lift the pawl from the outside and from the inside via an outside door handle and an inside door handle.
  • the lock mechanism has a switchable clutch arrangement for correspondingly selective transmission of manual actuation forces, so that the mechanical lock states can be set “unlocked”, “locked” and “theft-proof”.
  • the pawl can be "unlocked” from the outside and inside in the lock state, not “locked” from the outside in the lock state, but from the inside and in the lock state "theft-proof” neither from the outside nor from the inside via the lock mechanism.
  • the different Lock states of the lock mechanism ultimately serve to prevent misuse of the mechanical redundancy of the motor vehicle lock.
  • the above lock states are implemented purely in terms of control technology via a control device of the motor vehicle lock. This means, for example, that the respective control-related lock status is stored in an electronic memory and that the motorized lifting of the pawl is permitted or not depending on the respective control-related lock status.
  • a risk with the known motor vehicle lock is that an error in tracking the mechanical lock state, which can be caused, for example, by a malfunction in terms of control technology, can impair the operational safety of the motor vehicle lock.
  • a manual lifting of the pawl would not be possible via the mechanical redundancy of the motor vehicle lock.
  • the publication DE 103 31 497 A1 discloses a motor vehicle lock, the drive train being coupled to a control element of the lock mechanism in such a way that, from the lock state "anti-theft lock on", the motorized lifting of the pawl causes the lock mechanism to be adjusted to the lock state "anti-theft lock off”.
  • the lock state "anti-theft lock off” corresponds to an "unlocked” lock state.
  • the invention is based on the problem of designing and developing the known motor vehicle lock in such a way that its operational reliability is increased.
  • the motorized lifting of the pawl mechanically causes an adjustment of the lock mechanism to the lock state "locked”.
  • the pawl or the drive train for motor-driven lifting of the pawl can be coupled or coupled to a control element of the lock mechanism in such a way that, from the lock state, "theft-proof” the motorized lifting of the pawl "locks” an adjustment of the lock mechanism to the lock state. causes.
  • the mechanical coupling between the pawl or the drive train for motorized lifting of the pawl ensures that the motorized lifting of the pawl is always accompanied by a corresponding adjustment of the lock mechanism, even if an emergency arises.
  • the preferred embodiment according to claim 2 allows a particularly high degree of flexibility in the mechanical construction, since the drive train for motorized lifting of the pawl on the one hand and the lock mechanism on the other hand, apart from the proposed coupling, can be designed independently of one another.
  • the further preferred embodiment according to claim 3 allows the proposed ejection of the lock state "theft-proof” almost without delay with regard to the motorized lifting of the pawl, so that Ejection of the lock state "theft-proof” is carried out even if there should be a drive problem after the pawl has been raised by motor.
  • Claims 4 to 10 relate to preferred configurations of the lock mechanism, in particular the coupling arrangement of the lock mechanism.
  • the control element with a control shaft there is a structurally particularly simple coupling between the pawl or the drive train for motorized lifting of the pawl and the control element.
  • the control shaft has a corresponding control contour, via which the proposed adjustment of the control shaft, and thus a corresponding adjustment of the lock state, can be implemented.
  • the motor vehicle lock S shown is equipped with the locking elements lock latch 1 and pawl 2.
  • the lock latch 1 is in the Fig. 2 shown closed position, in which it is in holding engagement with a locking wedge 3 or the like, and in an open position, not shown, in which it releases the locking wedge 3 or the like.
  • the lock latch 1 can be derived from the in Fig. 2 Adjust the closed position shown by swiveling counterclockwise to the open position.
  • the pawl 2 can be in the Fig. 2 shown sunken position, in which it holds the latch 1 in a closed position, and, in Fig. 2 counterclockwise, to a raised position, in which it releases the latch 1, swivel.
  • the motor vehicle lock S is also equipped with a drive train 4 for motorized lifting of the pawl 2, which in turn is associated with an electric opening drive 5.
  • the drive train 4 comprises the opening drive 5, a drive cable 6 connected downstream of the opening drive 5, a rope pulley 7, a drive contour 8 arranged on the rope pulley 7 and a release lever 9.
  • the opening drive 5 winds the drive cable 6 on its drive shaft 5a, so that the cable pulley 7 in Fig. 5 counterclockwise at the top.
  • the worm-like drive contour 8 comes into engagement with a drive surface 9a on the release lever 9, so that the release lever 9 in Fig. 5 pivots clockwise at the top.
  • the release lever 9, with its driven surface 9b comes into engagement with a shape 10 of the pawl 2, which is still to be explained, so that the pawl 2 in Fig. 2 pivots counterclockwise to its raised position.
  • a lock control 11 is preferably provided, which in Fig. 2 is only hinted at. Furthermore, everyone who is in Fig. 1 shown door handles 12, 13 assigned a door handle sensor 14, 15, its actuation depending on the control lock state, which in the lock control 11 is stored, can lead to a motorized lifting of the pawl 2.
  • the motor vehicle lock S shown has a lock mechanism 16 which, in the assembled state, is used for manually lifting the pawl 2 from the outside and from the inside via an outside door handle 12 and an inside door handle 13.
  • the door handles 12, 13 are each coupled to the lock mechanism 16 via a mechanical connection.
  • the term “manual lifting of the pawl” means that manual actuation forces initiated by the operator via the outer door handle 12 or the inner door handle 13 are passed to the pawl 2 in order to lift the pawl 2, just manually.
  • the door handles 12, 13 thus enable motorized lifting of the pawl via the door handle sensors 14, 15 and manual lifting of the pawl 2 via the respective mechanical connection.
  • the lock mechanism 16 has a switchable clutch arrangement 17 for transmitting manual actuation forces which have been initiated by the operator via the outer door handle 12 or the inner door handle 13, as a result of which the lock mechanism 16 "unlocks”, “locks” and “protects against theft in the mechanical lock states “brings.
  • the clutch arrangement 17 serves to transmit manual actuation forces insofar as it transmits or does not pass the manual actuation forces introduced via the outer door handle 12 or the inner door handle 13, depending on the state of the lock, to the pawl 2.
  • the pawl 2 in the lock state “unlocked” from the outside and inside, in the lock state “locked” not from the outside, but from the inside and in the lock state “theft-proof” can neither be lifted manually from the outside nor from the inside. This is explained in more detail below.
  • the behavior of the motor vehicle lock S is essential for the proposed teaching if the pawl 2 is lifted out of the lock state by means of a "theft-proof" mechanism.
  • the pawl 2 or the drive train 4 is or can be coupled to a control element of the lock mechanism 16, which is yet to be explained, in such a way that the lock state is "secured against theft” ( Fig. 5 ) the motorized lifting of the pawl 2 an adjustment of the lock mechanism 16 in the Lock status "locked” ( Fig. 4 ) causes.
  • the end of motor lifting in such a situation shows Fig.
  • the proposed adjustment of the control element 18 of the lock mechanism 16 takes place here and preferably essentially at the same time as the motorized lifting of the pawl 2. It is generally the case that the motorized lifting of the pawl 2 overlaps in time, here and preferably at the same time as that on the Lifting the pawl 2 backward adjustment of the lock mechanism 16 in the lock state "locked" takes place.
  • the coupling arrangement 17 of the lock mechanism 16 has here and preferably for the transmission of manual actuation forces a coupling element 20 which is adjustable depending on the state of the lock and a counter bearing 21 for the coupling element 20.
  • the counter bearing 21 provides the function of a driver for the coupling element 20.
  • the coupling element 20 and the counter bearing 21 can best be shown Fig. 3 remove. This illustration also shows that here and preferably the counter bearing 21 is part of the pawl 2. According to the presentation Fig. 6 can finally be seen that the counter bearing 21 is inserted into a base body of the pawl 2. Alternatively, it can be provided that the counter bearing 21 is attached to the base body 22 of the pawl 2.
  • Fig. 3 further shows that here and preferably two actuating levers 23, 24, namely an external actuating lever 23 and an internal actuating lever 24, are provided which are mechanically coupled to the external door handle 12 and the internal door handle 13 in the assembled state.
  • the coupling element 20 lies within or outside the range of movement of the respective actuation lever 23, 24. If the coupling element 20 lies within the range of movement of an actuation lever 23, 24, actuation of this actuation lever 23, 24 by the operator leads via a door handle 12, 13 an application of force to the coupling element 20, which application of force is directed from the coupling element 20 to the counter bearing 21 and thus to the pawl 2, which lifts it manually.
  • the coupling element 20 is again outside the range of motion of both actuating levers 23, 24.
  • the special feature here is that the override counter contour 26 is also outside the range of motion of the internal actuating lever 24. It is therefore not possible to open the motor vehicle door or the like from the outside or from the inside out of the locked state "theft-proof".
  • the counter bearing 21 is designed in a very special way.
  • the counter bearing 21 has at least one counter bearing pin 21a, 21b, here and preferably two counter bearing pins 21a, 21b, which extends parallel to the pivot axis 2a of the pawl 2.
  • the counter bearing 21 has a first counter bearing pin 21a and offset parallel thereto a second counter bearing pin 21b, further preferably the counter bearing pins 21a, 21b being arranged along a radial line 27 with respect to the pivot axis 2a of the pawl 2 .
  • This allows a structurally simple configuration of the coupling element 20 to be achieved, which can be pivotable in a first approximation about the pivot axis 2a of the pawl 2 in order to be able to follow the lifting of the pawl 2.
  • a particularly cost-effective embodiment of the coupling element 20 results here and preferably from the fact that the coupling element 20 is designed as a resiliently bendable wire or strip, which extends at least in a coupling position essentially transversely to the at least one counter bearing pin 21a, 21b, as shown in particular according to Fig. 3 can be seen.
  • the adjustability of the coupling element 20 for adjustment of the different lock states is realized here in that the coupling element 20 in the Fig. 3-5 is deflectable upwards. This deflection is always accompanied by a resilient bending of the coupling element 20.
  • control element 18 of the lock mechanism 16 has a control shaft 28 which can be deflected about a control shaft axis 28a.
  • the control element 18 can be brought into different control positions, each of which corresponds to a lock state.
  • the control element 18 is preferably fixed in each case by a tilt spring arrangement, not shown.
  • the lock mechanism 16 is preferably equipped with a control drive 29 for adjusting the control element 18, so that the mechanical lock state of the lock mechanism 16 can in principle be tracked via the lock controller 11.
  • the lock control 11 always tracks the mechanical lock state via the control drive 29 to the control-technical lock state.
  • a synopsis of the 3 to 5 shows that the control element 18, here the control shaft 28, is coupled to the coupling element 20 in such a way that the coupling element 20 is located in the 3 to 5 can be adjusted in height, so that the coupling element 20, as mentioned above, depending on the mechanical lock state within or outside the range of motion the range of motion of the actuating lever 23, 24.
  • the control shaft 28 is equipped with a control cam 30 on which the coupling element 20 is supported.
  • the control element 18 is formed at least in sections by the coupling element 20, so that an adjustment of the control element 18 necessarily causes an adjustment of the coupling element 20.
  • control element 18, here and preferably the control shaft 28 has a control contour 31 with which the pawl 2 is coupled or can be coupled in such a way that "theft-proof" comes out of the lock state the motorized lifting of the pawl 2 causes an adjustment of the lock mechanism 16 to the locked state "locked”.
  • the above-mentioned shape 19 of the pawl 2 forms a control contour 32, which can be coupled or coupled to the control element 18 of the lock mechanism 16, here and preferably to a control contour 31 of the control element 18, such that, as explained above, from the lock state "theft-proof” out the motorized lifting of the pawl 2 causes an adjustment of the lock mechanism 16 in the lock state "locked".
  • the control contour 32 of the pawl 2 or the shape 19 of the pawl 2 mentioned above can be implemented in very different constructive ways.
  • an abutment journal mentioned above here the second abutment journal 21b, provides the control pawl 2 with the control contour 32 or the shape 19 of the pawl 2, which can be accomplished in a particularly simple manner in terms of construction.

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  • Lock And Its Accessories (AREA)

Claims (13)

  1. Serrure de véhicule automobile avec comme éléments de fermeture un bec de canne (1) et un cliquet de positionnement (2), le bec de canne (1) pouvant pivoter dans une position fermée dans laquelle il est en prise d'arrêt avec une clavette de fermeture (3) ou son équivalent et dans une position ouverte dans laquelle il libère la clavette de fermeture (3) ou son équivalent, le cliquet de positionnement (2) pouvant pivoter dans une position enclenchée dans laquelle il maintient le bec de canne (1) dans une position fermée et dans une position soulevée dans laquelle il libère le bec de canne (1), une chaîne cinématique (4) étant prévue pour le soulèvement motorisé du cliquet de positionnement (2) avec entraînement d'ouverture (5) électrique, un mécanisme de serrure (16) étant prévu, celui-ci servant au soulèvement manuel du cliquet de positionnement (2) depuis l'extérieur et l'intérieur à l'état monté via une poignée extérieure de porte (12) et une poignée intérieure de porte (13) et le mécanisme de serrure (16) comportant un agencement de couplage (17) pouvant être commuté pour la transmission de forces d'actionnement manuelles et pouvant ainsi être amené dans des états de serrure mécaniques « déverrouillé », « verrouillé » et « sécurisé contre le vol », le cliquet de positionnement (2) pouvant être soulevé dans l'état de serrure « déverrouillé » depuis l'extérieur et l'intérieur, dans l'état de serrure non « verrouillé » de l'extérieur mais « verrouillé » de l'intérieur et dans l'état de serrure « sécurisé contre le vol » où il ne peut être soulevé manuellement ni de l'extérieur ni de l'intérieur ;
    caractérisée en ce que :
    le cliquet de positionnement (2) ou la chaîne cinématique (4) est couplé ou peut être couplé de telle sorte avec un élément de commande (18) du mécanisme de serrure (16) que le soulèvement motorisé du cliquet de positionnement (2) hors de l'état de serrure « sécurisé contre le vol » entraîne un déplacement du mécanisme de serrure (16) dans l'état de serrure « verrouillé ».
  2. Serrure de véhicule automobile selon la revendication 1, caractérisée en ce que le soulèvement motorisé du cliquet de positionnement (2) peut être réalisé par ailleurs sans le mécanisme de serrure (16).
  3. Serrure de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que le soulèvement motorisé du cliquet de positionnement (2) est réalisé de façon à se chevaucher dans le temps, notamment simultanément, par rapport au déplacement du mécanisme de serrure (16) retournant sur le soulèvement du cliquet de positionnement (2), dans l'état de serrure « verrouillé » ou « déverrouillé ».
  4. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'agencement de couplage (17) comporte, pour la transmission de forces d'actionnement manuelles, un élément de couplage (20) déplaçable en fonction de l'état de serrure et un contre-palier (21) pour l'élément de couplage (20), le contre-palier (21) étant de préférence un composant du cliquet de positionnement (2) et étant utilisé dans un corps de base (22) du cliquet de positionnement (2) ou étant joint au niveau du corps de base (22) du cliquet de positionnement (2).
  5. Serrure de véhicule automobile selon la revendication 4, caractérisée en ce qu'un levier d'actionnement (23, 24) est prévu, notamment un levier d'actionnement extérieur (23) ou un levier d'actionnement intérieur (24), et que l'élément de couplage (20) se situe à l'intérieur ou à l'extérieur de la zone de mouvement du levier d'actionnement (23, 24) en fonction de l'état de serrure.
  6. Serrure de véhicule automobile selon la revendication 4 ou 5, caractérisée en ce que le contre-palier (21) comporte au moins un tenon de contre-palier (21a, 21b) s'étendant parallèlement à l'axe de pivotement (2a) du cliquet de positionnement (2), le contre-palier (21) comportant de préférence un premier tenon de contre-palier (21a) et un deuxième tenon de contre-palier (21b) disposé parallèlement de façon décalée par rapport à lui, les contre-tenons de palier (21a, 21b) étant de préférence disposés le long d'une ligne radiale par rapport à l'axe de pivotement (2a) du cliquet de positionnement (2).
  7. Serrure de véhicule automobile selon l'une quelconque des revendications 4 à 6, caractérisée en ce que l'élément de couplage (20) est configuré sous la forme d'un fil de fer ou d'une bande flexible à élasticité ressort s'étendant au moins dans une position de couplage pour l'essentiel transversalement par rapport à l'au moins un tenon de contre-palier (21a, 21b) .
  8. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de commande (18) comporte un arbre de commande (28).
  9. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de commande (18) peut être amené dans différentes positions de commande correspondant respectivement à un état de serrure, le mécanisme de serrure (16) comportant de préférence un entraînement de commande (29) pour déplacer l'élément de commande (18) .
  10. Serrure de véhicule automobile selon l'une quelconque des revendications 4 à 9, caractérisée en ce que l'élément de commande (18) est couplé à l'élément de couplage (20) ou formé par l'élément de couplage (20) .
  11. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de commande (18), notamment l'arbre de commande (28), comporte un contour de commande (31) avec lequel le cliquet de positionnement (2) ou la chaîne cinématique (4) est couplé ou peut être couplé pour le soulèvement motorisé du cliquet de positionnement (2) de telle sorte qu'un déplacement du mécanisme de serrure (16) provoque le soulèvement motorisé du cliquet de positionnement (2) depuis l'état de serrure « sécurisé contre le vol » jusque dans l'état de serrure « verrouillé ».
  12. Serrure de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le cliquet de positionnement (2) comporte un contour de commande (32) couplé ou pouvant être couplé de telle sorte à l'élément de commande (18) du mécanisme de serrure (16), notamment au contour de commande (31) de l'élément de commande (18), qu'un déplacement du mécanisme de serrure (16) provoque le soulèvement motorisé du cliquet de positionnement (2) depuis l'état de serrure « sécurisé contre le vol » jusque dans l'état de serrure « verrouillé » ou « déverrouillé ».
  13. Serrure de véhicule automobile selon la revendication 12, caractérisée en ce qu'un tenon de contre-palier (21b) du cliquet de positionnement (2) met à disposition le contour de commande (32) du cliquet de positionnement (2).
EP16197696.4A 2015-11-19 2016-11-08 Serrure de véhicule automobile Active EP3173554B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202015106321.0U DE202015106321U1 (de) 2015-11-19 2015-11-19 Kraftfahrzeugschloss

Publications (2)

Publication Number Publication Date
EP3173554A1 EP3173554A1 (fr) 2017-05-31
EP3173554B1 true EP3173554B1 (fr) 2020-04-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16197696.4A Active EP3173554B1 (fr) 2015-11-19 2016-11-08 Serrure de véhicule automobile

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EP (1) EP3173554B1 (fr)
DE (1) DE202015106321U1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021118277A1 (de) 2021-07-15 2023-01-19 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
EP4073335B1 (fr) * 2019-12-10 2023-11-22 Kiekert Aktiengesellschaft Serrure de véhicule à moteur

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017116282A1 (de) * 2017-07-19 2019-01-24 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102019117738A1 (de) * 2019-07-01 2021-01-07 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Stellantrieb für eine Kraftfahrzeugschlossanordnung
DE102019121898A1 (de) * 2019-08-14 2021-02-18 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Verstellmechanismus für eine Kraftfahrzeugschlossanordnung
DE102021123328A1 (de) * 2021-09-09 2023-03-09 Kiekert Aktiengesellschaft Kraftfahrzeugschloss

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US20100235058A1 (en) 2009-03-12 2010-09-16 Kosta Papanikolaou Latch mechanism
EP2570573A2 (fr) 2011-09-19 2013-03-20 Brose Schliesssysteme GmbH & Co. KG Serrure de véhicule automobile

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DE10331497A1 (de) 2003-07-11 2005-01-27 Daimlerchrysler Ag Kraftfahrzeugtürverschluss
DE102005049304A1 (de) 2004-10-21 2006-04-27 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeugschloß
WO2006053553A2 (fr) 2004-11-18 2006-05-26 Kiekert Aktiengesellschaft Fermeture de portiere de vehicule
WO2006099730A1 (fr) 2005-03-23 2006-09-28 Magna Closures Inc. Dispositif de verrouillage de porte lateral global
US20100235058A1 (en) 2009-03-12 2010-09-16 Kosta Papanikolaou Latch mechanism
EP2570573A2 (fr) 2011-09-19 2013-03-20 Brose Schliesssysteme GmbH & Co. KG Serrure de véhicule automobile

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EP4073335B1 (fr) * 2019-12-10 2023-11-22 Kiekert Aktiengesellschaft Serrure de véhicule à moteur
DE102021118277A1 (de) 2021-07-15 2023-01-19 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss

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