GB1577210A

GB1577210A - Locking device

Info

Publication number: GB1577210A
Application number: GB22450/78A
Authority: GB
Original assignee: SWF Spezialfabrik fuer Autozubehoer Gustav Rau GmbH
Current assignee: SWF Auto Electric GmbH
Priority date: 1977-07-06
Filing date: 1978-05-25
Publication date: 1980-10-22
Also published as: BR7804319A; AU520275B2; ES471451A1; FR2396854B3; DE2730387C2; FR2396854A1; AU3761678A; JPS6132477B2; IT1096856B; JPS5440800A; DE2730387A1; IT7825112A0

Description

(54) LOCKING DEVICE (71) We, SWF-SPEzIALFAsRIK FUR AUTOZUBEHOR GUSTAV RAU G.M.B.H. a joint stock company organised under the Laws of Germany, of Stuttgarter Strasse 119, 712 Bietigheim Bissingen, Germany, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to a locking device, for the doors and/or windows of motor vehicles, which includes at least one manually actuable central switch and a pulse generator arranged to be triggered by the central switch for controlling a plurality of locking elements.

In a known locking device of this type a monoflop serves as a pulse generator, to the output of which several electromagnetically actuated locking elements are connected in parallel. When for instance the driver's door is manually locked by the key, the central switch is also actuated simultaneously and a short pulse is released which serves for energising the solenoid windings of the locking elements, so that their armatures lock the vehicle doors.

It became obvious in practice that drivers of vehicles equipped with such a locking device usually rely on the proper function of this device and assume that all doors are properly locked after the central switch is actuated.

The present invention starts from the consideration that it is reasonable only to effect locking when it is ensured that all the doors are shut properly. A locking device for motor vehicle doors is already known, in which switches and locking elements are arranged in series with the ignition starter switch in a way, that the locking elements only respond when the switches are closed. These switches make a conductive connection only when the assigned door is shut too. A disadvantage with this device is that the switches have to take the entire operating current for the locking elements and are correspondingly expensive and susceptible to trouble. In addition, this design cannot be realized in a locking device of the pulse generator type outlined above simply because the control pulse for the locking elements is only available for a short time.

The present invention therefore aims to provide a locking device including a manually actuated central switch and a pulse generator which is such that the locking elements are only operated when all the doors and/or windows are closed.

According to the present invention there is provided a locking device for the doors and/or windows of a motor vehicle including at least one manually-actuable central switch and a pulse generator arranged to be triggered by the switch for controlling a plurality of locking elements wherein a respective sensor is assigned to each door and/or window, which sensors are adapted to detect whether the respective doors and/ or windows are open or shut and are arranged in an electrical locking control circuit including the central switch and the pulse generator such that the pulse generator cannot be triggered unless the sensors detect that all doors and/or windows are shut.

The switches can be series connected with the central switch and designed in a way that they create a conductive connection when the doors are shut, however the embodiment is preferred in which the switches are connected in parallel and opened when the doors are shut. This embodiment in fact has the advantage that all switches assigned to the doors or windows on one side can be connected to earth which is not possible with a series connection.

Becaunse of safety reasons it is often re quired that the locking device of such central locking devices for motor vehicles may not become effective during travel.

This requirement is satisfied with the switch 24 connected in the control circuit which prevents the release of a trigger signal for the pulse generator and for example is coupled with the ignition starter switch. In such an embodiment it is however possible that the vehicle is locked before the engine is started. Then the locking remains effectiv also during travel. In order to avoid this disadvantage in locking devices in which from the central switch 15, 16 de signed as an ignition switch by which a pulse generator for unlocking elements is controllable, it is therefore provided that this switch is designed as a changeover switch and connects the pulse generator for the unlocking magnets to the locking control circuit when the engine is running, or respectively the ignition key is inserted.

In this manner it is ensured that a locked vehicle is automatically unlocked, when the ignition key is inserted.

Embodiments of the invention will now be described with reference to the accom panying drawings, in which: Fig. 1 is a schematic circuit diagram of an embodiment of locking device compris ing switches connected in series and assigned to the doors of a motor vehicle, and Fig. 2 is a part circuit diagram of an alternative embodiment with the switches connected in parallel.

In the embodiment shown in Fig. 1 the locking elements are operated electro magnetically and therefore each include a solenoid winding 10, 11, 12, 13 or 14, re spectively, for each door of a four door motor vehicle and for the boot lid. One central switch 15, 16 is mechanically coupled with the interior locking knob of the door lock at the left-hand and right hand front side door of the motor vehicle, respectively. A sensor or switch 17, 18, 19, 20 or 21 respectively is assigned to the doors and the boot lid, said switches closing a circuit to earth 22 in the position (not shown) when the doors are shut. All these switches 17 to 21 are series connected with the central switch 15, 16 and form a locking control circuit for triggering a pulse generator 30.In addition a change over switch 23 is series connected with the switches 15, 16, 17, 18, 19, 20 and 21, said changeover switch being coupled with an ignition starter switch of the vehicle in a way (not shown in detail) that its movable reed 24 only has the position, shown in Fig. 1, when the ignition key is not in serted. As soon as the ignition key is in serted the movable reed 24 changes over, so that now the locking control circuit is connected to another pulse generator 31, to which magnets 32, 33, 34 and 35 respectively, of unlocking elements for the doors are connected in parallel. The boot has no unlocking element because this seems not to be necessary in practice.

The mode of operation of the locking device of Fig. 1 will now be described in detail, and assumes that the driver has taken out the ignition key, so that the switch 23 is in the position shown in Fig.

1. The driver and any passengers leave the vehicle and then shut all the doors. The boot lid is shut too. This means that all of the switches 17, 18, 19, 20, 21 are closed. The driver then locks the driver's door by means of the key and thereby simultaneously changes over the central switch 15 into the other switching position (not shown in Fig. 1), Thereby the pulse generator 30 is triggered, for by this switching operation its input is connected to earth. The pulse generator 30, which may be a monoflop, thus temporarily releases a pulse by which the locking solenoid windings 10, 11, 12, 13 and 14 are energised.

Thus the vehicle is centrally locked by actuating the central switch 15. Because the movement of the locking elements is clearely to be heard, the driver knows that all the doors are properly shut. If it were not so one of the switches 17 to 21 would indeed be open and the control circuit for the pulse generator 30 would not be closed.

When the driver or the front seat passenger again actuates one of the central switches 15, 16, all the vehicle doors being properly shut, via the switches assigned to the vehicle doors and the actuated central switch 15, 16, a control circuit to the pulse generator 31 is closed. Said pulse generator emits a short pulse and thereby energises all solenoid windings 32, 33, 34 and 35 of the unlocking elements. Now the driver and the passengers can get into the vehicle and can again properly shut the doors.

When the driver inserts the ignition key into the ignition lock the switch 23 is changed over into the switching position (not shown in Fig. 1). If now, for instance, the interior locking knob of the driver's door is actuated and the central switch 15 is thereby changed over into the shown switching position, the control circuit for the pulse generator 31 is closed. This means that all motor vehicle doors are immediately unlocked again. Thereby the interior locking knob at the driver's door is moved in upward direction, and the driver can see by it that all doors are shut and unlocked.

With the locking device as so far described it is, however, not possible to recognise an electric or mechanical defect of a locking element. In order to eliminate this shortcoming, switches 40, 41, 42, 43 and 44 are provided, - which are actuated by the locking elements themselves. All these switches 40 to 44 are series connected between earth 22 and a -trigger input of a timing element 50, to the output of which a signal lamp 51 is connected.

Thus the signal lamp 51 is alight for a short time when the motor vehicle is locked; the signal lamp could alternatively be replaced by an acoustical signalling system. The driver recognizes by the lighting of the signal lamp that all doors are shut and properly locked. In this connection it is pointed out that supervision only via the switches 40 to 44 with the timing element 50 and the control device 51 would of course be possible, but this supervision alone will not bring about sufficient safety, for a locking element could also respond when one door were still open and thereby could close the corresponding switch without thereby locking the entire motor vehicle. Thus it is essential in the type of locking device described that as well as the shutting of the door, that also the locking is separately supervised.

In Fig. 2 it is shown that the switches 17 to 21 can also be connected in parallel, so that they can be connected to earth on one side. Then the central switch 15 for instance via a resistor 60 could be connected with the common connection point of all switches and applied to positive potential. These switches connected in parallel are all closed when the vehicle doors are open, so that the input of the pulse generator 30 is connected to earth.

Only when all switches are open at the input of the pulse generator 30 is the positive supply voltage available and the pulse generator 30 triggered by this positive voltage jump. Correspondingly it is also possible to connect in parallel the switches 40 to 44 in the circuit of the controlling device 51.

By means of the embodiments of locking device shown, the doors and the boot lid are locked or unlocked. However, the device can be enlarged from the described system in a way that upon actuation of the central switch 15, 16, also the windows and a sliding roof can be shut. Because locking of the doors will practicaly be of no use as long as a window is open, in a simple manner further switches can be series connected in the control circuit for the pulse generator 30 in addition to the switches 17 to 21, which further switches will only be closed when also the assigned windows and the sliding roof are closed.

This means that the locking device will only become effective when all windows and doors are actually shut. Furthermore, it is imaginable to simultaneously control via the central switch 15, 16, electric motors by means of which the windows and the sliding roof can be automatically shut.

The embodiment shown in Fig. 1 has the advantage that the driver can lock the vehicle and leave it, whereby the locking control circuit is prepared, so that by the shutting of the last vehicle door or of the boot lid the locking process will be initiated.

The connection of the switches 17, 18, 19, 20 and 21 into the control circuit in cluding the central switch 15, 16 and pulse generators 30 and 31 has the advantage that only very small currents have to be switched and these switches can thereby be produced considerably more economical than those of prior art locking devices.

WHAT WE CLAIM IS: - 1. A locking device for the doors and/or windows of a motor vehicle including at least one manually-actuable central switch and a pulse generator arranged to be trig gered by the switch for controlling a plurality of locking elements, wherein a respective sensor is assigned to each door and/or window, which sensors are adapted to detect whether the respective doors and/ or windows are open or shut and are arranged in an electrical locking control circuit including the central switch and the pulse generator such that the pulse genera tor cannot be triggered unless the sensors detect that all doors and/or windows are shut.

2. A locking device as claimed in claim 1, wherein the sensors are switches series connected with the central switch and closed when the doors are shut.

3. A locking device as claimed in claim 1, wherein the sensors are switches con nected in parallel and open when the doors are shut.

4. A locking device as claimed in any one of the preceding claims, wherein a further switch is arranged in the locking control circuit and coupled to an ignition starter switch such that the release of a trigger signal from the pulse generator for the locking elements is blocked when the ignition key is inserted.

5. A locking device as claimed in claim 4, wherein the further switch is designed as a changeover switch and connects the

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. of a locking element. In order to eliminate this shortcoming, switches 40, 41, 42, 43 and 44 are provided, - which are actuated by the locking elements themselves. All these switches 40 to 44 are series connected between earth 22 and a -trigger input of a timing element 50, to the output of which a signal lamp 51 is connected. Thus the signal lamp 51 is alight for a short time when the motor vehicle is locked; the signal lamp could alternatively be replaced by an acoustical signalling system. The driver recognizes by the lighting of the signal lamp that all doors are shut and properly locked. In this connection it is pointed out that supervision only via the switches 40 to 44 with the timing element 50 and the control device 51 would of course be possible, but this supervision alone will not bring about sufficient safety, for a locking element could also respond when one door were still open and thereby could close the corresponding switch without thereby locking the entire motor vehicle. Thus it is essential in the type of locking device described that as well as the shutting of the door, that also the locking is separately supervised. In Fig. 2 it is shown that the switches 17 to 21 can also be connected in parallel, so that they can be connected to earth on one side. Then the central switch 15 for instance via a resistor 60 could be connected with the common connection point of all switches and applied to positive potential. These switches connected in parallel are all closed when the vehicle doors are open, so that the input of the pulse generator 30 is connected to earth. Only when all switches are open at the input of the pulse generator 30 is the positive supply voltage available and the pulse generator 30 triggered by this positive voltage jump. Correspondingly it is also possible to connect in parallel the switches 40 to 44 in the circuit of the controlling device 51. By means of the embodiments of locking device shown, the doors and the boot lid are locked or unlocked. However, the device can be enlarged from the described system in a way that upon actuation of the central switch 15, 16, also the windows and a sliding roof can be shut. Because locking of the doors will practicaly be of no use as long as a window is open, in a simple manner further switches can be series connected in the control circuit for the pulse generator 30 in addition to the switches 17 to 21, which further switches will only be closed when also the assigned windows and the sliding roof are closed. This means that the locking device will only become effective when all windows and doors are actually shut. Furthermore, it is imaginable to simultaneously control via the central switch 15, 16, electric motors by means of which the windows and the sliding roof can be automatically shut. The embodiment shown in Fig. 1 has the advantage that the driver can lock the vehicle and leave it, whereby the locking control circuit is prepared, so that by the shutting of the last vehicle door or of the boot lid the locking process will be initiated. The connection of the switches 17, 18, 19, 20 and 21 into the control circuit in cluding the central switch 15, 16 and pulse generators 30 and 31 has the advantage that only very small currents have to be switched and these switches can thereby be produced considerably more economical than those of prior art locking devices. WHAT WE CLAIM IS: -

1. A locking device for the doors and/or windows of a motor vehicle including at least one manually-actuable central switch and a pulse generator arranged to be trig gered by the switch for controlling a plurality of locking elements, wherein a respective sensor is assigned to each door and/or window, which sensors are adapted to detect whether the respective doors and/ or windows are open or shut and are arranged in an electrical locking control circuit including the central switch and the pulse generator such that the pulse genera tor cannot be triggered unless the sensors detect that all doors and/or windows are shut.

locking control circuit with a pulse generator for unlocking magnets when the ignition key is inserted.

6. A locking device as claimed in any one of the preceding claims and including switches operable by the locking elements and connected to an optical and/or acoustical signalling device.

7. A locking device as claimed in claim 6, wherein the signalling device is controlled by the associated switches via a timing element.

8. A locking device for the doors and/or windows of motor vehicles substantially as herein described with reference to Fig. 1 or Fig. 2 of the accompanying drawings.