EP0140907A1 - Blocage pour un mecanisme de verrouillage - Google Patents

Blocage pour un mecanisme de verrouillage

Info

Publication number
EP0140907A1
EP0140907A1 EP19840901181 EP84901181A EP0140907A1 EP 0140907 A1 EP0140907 A1 EP 0140907A1 EP 19840901181 EP19840901181 EP 19840901181 EP 84901181 A EP84901181 A EP 84901181A EP 0140907 A1 EP0140907 A1 EP 0140907A1
Authority
EP
European Patent Office
Prior art keywords
plunger
control
latching
interlock
interlocks
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.)
Withdrawn
Application number
EP19840901181
Other languages
German (de)
English (en)
Inventor
Eric Joseph Manche
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.)
ROVILE Pty Ltd
Original Assignee
ROVILE Pty Ltd
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
Application filed by ROVILE Pty Ltd filed Critical ROVILE Pty Ltd
Publication of EP0140907A1 publication Critical patent/EP0140907A1/fr
Withdrawn legal-status Critical Current

Links

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
    • E05B77/46—Locking several wings simultaneously
    • E05B77/48—Locking several wings simultaneously by electrical means

Definitions

  • This invention provides a deadlock for the lock mechanism of a vehicle door, bonnet, boot lid or hatch back and in particular those lock mechanisms which incorporate an axially movable member, such as a control rod.
  • axial movement of the control rod effects actuation of the door locking mechanism in an unlocking or locking mode.
  • This invention introduces into the lock operating mechanism a device which can (when required) prevent manual axial movement of the control rod, as is the common method used for the actuation of the locking mechanism.
  • the device can also be incorporated in the locking mechanism of the doors of the vehicle which are able to be actuated by a key from the exterior of the vehicle.
  • Other uses for the device are in the immobilisation of boot and bonnet or hatch back locking mechanisms o ' f a vehicle.
  • the invention can be said to comprise a deadlock for a locking mechanism incorporating an elongated longitudinally movable control member, said interlock comprising a housing, bearing means in the housing to guide said control member, a plunger slidably supported by the housing with an axis of sliding at an angle to the axis of movement of the control member, latching means which when operated locates the plunger in a retracted position with a free end of the plunger out of alignment with first abutment means on the control rod to allow the control rod to be longitudinally movable and which when not operated results in the free end of the plunger lying in the path of travel of the abutment means to at least restrain longitudinal movement of the control rod.
  • FIGs. 1 and 2 are schematic views of a first embodiment
  • Figs. 3 and 4 are schematic views of a second embodiment
  • Figs. 5 and 6 are schematic views of a third embodiment
  • Fig. 7 is a wiring diagram for an interlocking system incorporating the elements of the third embodiment.
  • FIG. 1 and 2 showing a control element of a door lock, specifically a rod 1 with a knob 2 at its upper end.
  • the rod 1 would in a normal door lock mechanism have an out-turned leg to engage with and so actuate the door locking mechanism but in accordance with the invention this leg is replaced by a stud 3 on a sleeve 4 rotatably mounted on the rod 1.
  • the stud has a threaded part 5 on which is mounted a nut and washer combination 6.
  • the plunger arrangement is intercpnnected with the door locking mechanism by the stud 3.
  • the sleeve 4 has a short slot 7 therein housing a pin 8 fixed to the rod 1.
  • the rod 1 can be partially rotated relative to the sleeve 4 and the mechanism coupled thereto by the stud 3.
  • At the lower end of the rod 1 there is another pin 9, which for convenience is shown projecting from both sides of the rod 1.
  • the pin 9 is adapted to be slidable through a slot 10 in a bracket 11 adapted to be fixed to the interior of the door to be locked.
  • the locking mechanism can be operated by the vertical movement of' the rod 1, oriented so that the pin 9 will pass through the slot 10, this is preferably achieved by the pin 8 " engaging a first end of the slot 7.
  • the plunger is then turned to the limit determined by the other end of the slot 7 thereby misaligning the pin 9 and the slot 10 and preventing the rod from being raised.
  • the mechanism is to be released by a rod upward movement the rod is first rotated so the pin 8 engages the first end of the slot 7.
  • Fig. 2 there is a rod 1 with a knob 2 and a pin 8 fixed to the rod and movable in a slot 7 in a sleeve 4.
  • the connection of the rod to the lock mechanism is through a cranked end part 12.
  • the pin 9 is above the pin 8 and is positioned so as to be associated with a slot 13 in a yoke 14 such that the pin 9 when oriented in a .first direction will pass between the legs of the yoke and when not so oriented will not pass therebetween.
  • the * yoke 14 is coupled to a "U" shaped support frame 15 having legs 16 with slots 17 through which the rod 1 passes.
  • the yoke 14 and the frame 15 are connected to a plunger 18 of. a solenoid arrangement 19 which is biassed to the extended position by a spring 20.
  • the frame 15 carries a first switch operating lug 21 and the rod 1 carries a second switch operating lug (in the form of a circular plate) 22.
  • a key operated device 23 having an arm 24 coupled (in a manner not shown) to the locking mechanism, and a switch 26 and an operating lug therefor indicated 25.
  • the plunger In a locking operation of the door the plunger would be oriented as shown in Fig. 2 and depressed to pass the pin 9 through the yoke slot 13 and would then be turned through 90 degrees. The door is then slammed shut with the locking mechanism in the lock position.
  • the objective is as before but does not require part rotation of the control rod.
  • this embodiment involves devices which can be of the control type or the slave type.
  • the control type incorporates a key operated mechanism which provides control signals for the operation of slave devices.
  • the front doors of a vehicle would each be provided with a control device so that in the unlikely event of one of the control devices failing the other would allow access to the vehicle.
  • a slave device would be used on any other door of the vehicle having a plunger type lock mechanism.
  • control unit will be seen to comprise two parts, one part indicated 101 is the same as a slave unit and it is electrically connected to an actuator 102.
  • the unit 101 comprises a mounting frame 103 on which there is mounted two unbiassed solenoids indicated SA4 and SB4.
  • the initials SA indicate solenoids for A group and SB indicates solenoids for B group.
  • the group A solenoids are for securing the locked plungers of the vehicle doors and the group B solenoids are for un-securing the locked plungers of the vehicle doors.
  • the operating rods 105 and 106 of the solenoids SA4 and SB4 respectively are engaged with the ends of a lever arm 107 pivotted at 108 to the mounting frame 103.
  • the rod 105 has a head 109 to bear on the lever 107 when the rod 105 moves into the solenoid and the rod 106 has a catch block 110 fixed to it for the same purpose.
  • the catch block 110 has a slot 111 in it and the door lock operating plunger 112 passes through the slot 111 and is preferably supported in a bearing bracket 113 fixed to the mounting plate 103.
  • the plunger 112 by virtue of its connection to the door locking mechanism, which is not shown btit is of well known form, is unable to rotate so that a peg 1.14 on the plunger 112 is always aligned with the slot 111.
  • the plunger 112 In the position illustrated the plunger 112 is raised so the door locking mechanism is unlocked and the solenoid rod 106 is withdrawn -so that the plunger rod peg 114 can pass freely thro igh the slot 111 as the plunger is thrust down in a locking action.
  • the ...itch block 110 is retained in the position shown by a detei t device indicated 115 comprising a ball 116 engaged in a recess 118 in the catch block.
  • a detei t device indicated 115 comprising a ball 116 engaged in a recess 118 in the catch block.
  • the solenoids of the slave and control units are activated as required by the actuator 102 which comprises two switches 1 19 and 120 which, in the mechanical configuration illustrated, are cam operated.
  • the operation of each of the switches 119 and 120 is by diametrically disposed pairs of pins 121 on opposite sides of a disc 122 on an axle 123 supported at its ends in plates 124 used to unify the switches 119 and 120.
  • the pins 121 will cause the switches 119 and 120 to be alternately activated for a short time sufficient to activate a solenoid.
  • the disc 122 is rotated by a bifurcated member 125 pivotally supported on an arm 126 projecting from a key operated disc
  • the arm 126 has an upturned portion
  • the key is then returned to the normal ' orientation and in so doing the disc 127 is turned anti-clockwise and the back faces of the legs of the member 125 will, because of the spring 126, ride up and over t !* n. next pin 121 on the disc 122.
  • the key can then be remov.i .
  • the key In the door ur. >cking operation, the key is inserted, it is turned to move i.he disc 127 clockwise, a pin 121 will momentarily energise the S3 solenoids and the rods 106 will be retracted. The key will then be turned to move the disc 127 anti-clockwise beyond the normal key inserting- orientation into the plunger operating mode whereby the plunger will, in accordance with the? normal operation of the locking mechanism which is not affected by the insertion of the devices of this invention, cause the plunger of the key operated door to lift. This door can then be opened from outside by use of the normal door opening handle. The key is returned to th-2 key insertion orientation and can be removed.
  • the plungers cannot be raised by hand from outside the car once they have been secured, even if a thief was to break a door window. Once the * car door locks are unsecured the plungers can be used in the normal fashion so that a person locking himself in t e car for safety can unlock the doors by actuation of the plungers from his position inside the car. In the event that the battery of the vehicle becomes flattened then it would be possible to connect into the solenoid circuits by means of a terminal for an auxiliary battery. The terminal would best be placed in the boot of the vehicle to which the owner of the vehicle could gain access as he would have the boot and door keys in his possession.
  • the switching device just described could be replaced by a separate key operated device as shown in Fig. 4 comprising two switches 119 and 120 as before and an actuator 130 with two arms 131 and 132.
  • the arms 131 and 132 can be brought to bear respectively on the spring loaded plates 133 and 134 to force them onto the operating members of the switches 119 and 120 *
  • the remainder of the operating members are the same as shown in Fig. 3.
  • the key control of the normal door locking devices are left untouched and the securing devices are provided with their own operating keys.
  • the door locking devices include plunger type operating members
  • the space available in the door adjacent the plunger would be inadequate for the mounting of the securing unit.
  • the securing unit would be arranged to operate on the link means connecting the plunger unit to the actual door lock.
  • This link means is usually a substantially horizontal rod and it is provided with a lug 114 as was the plunger rod 112 in the described arrangement.
  • the functioning of the slave securing unit would be the same as if it was mounted on the plunger rod 112.
  • the securing unit has been developed primarily for the plunger type lock operation there are some vehicles where the lock means actuators are positioned on the inner surfaces of the doors. In such cases the locking device in the door is connected to the lock actuator on the door by a substantially horizontal rod internal of the door. With such arrangements securing devices as hereinbefore described can be used except that they are positioned in operative relationship to the rod between the lock actuator and the lock instead of on the plunger rod.
  • 201 is a support frame with a back 202 and upper and lower support legs 203 and 20A.
  • the upper and lower legs include openings 205 to allow axial movement of a control rod 206, which for convenience is shown in a vertical orientation.
  • the control rod 206 may form part of the actuation mechanism of a door locking mechanism and a collar 207 is fixed to the control rod 206.
  • the rod 206 is connected through a bracket BR to a door locking mechanism rod LR having an operating knob K and a tail T to operate the door locking mechanism.
  • a solenoid 208 Fixed to the frame back 202 there is a solenoid 208 with a moving plunger 209. Fixed to the plunger 209 there is a connecting plate 210 which is fixed to a latch rod 211 which lies parallel to the plunger 209. A forward projection 212 of the plunger 209 is supported in a bearing opening in a bearing plate 213 fixed to the lower leg 204 of the support frame 201.
  • the latch rod -211 operates a switching-latching mechanism 214 which will retain the latch rod 211 retracted after a first retraction of the control plunger 209 by momentary energisation of the solenoid 206, thereby removing the end 212 of the rod 209 from overlying locking relationship with the collar 207.
  • Fig. 6 illustrates a modified arrangement for the locking of the vehicle bonnet.
  • This unit is as before except there is a spring collar 220 on the rod 206 with a spring 221 biassing the rod 206 in the direction of the arrow "A".
  • the spring collar 220 is also connected to a cable 222 connected to the latch hook 223 (shown diayramatically) of the bonnet latch which is biassed by a spring 224 to engagement with a plunger 225 on the bonnet.
  • the bonnet latch is normally released by a pull on cable 226 but upon energisation of the system the pulling effect on cable 226 is resisted through cable 222 by the rod end 212 lying in the path of the collar 207.
  • Fig. 7 is " a wiring diagram showing several units interconnected electrically with indicators to show that the units are operational.
  • Ul to U5 being located, typically, on the four doors of a vehicle and on the bonnet lock of a vehicle.
  • LED 1 - 5 There are light emitting diodes LED 1 - 5.
  • Fuses Fl to F3 and relays Rl and R2 are also incorporated in the circuits illustrated.
  • the units can be operated by either of two key switches KSl or KS2 to enable entry to the vehicle from one or other of two doors thereof.
  • OMPI solenoids 208 of units Ul to U2 (depending on the number of units in service) would be operated to de-latch the rods 211 and locate the plunger ends 212 over the collars 207. At the same time the auxilliary -unit U5 would be operated.
  • terminals B of relays Rl and R2 are powered from the positive battery terminal through fuses Fl and F2, as is the socket S through fuse F3.
  • Connection of contacts in KSl activates relay Rl to connect terminal B to terminal H.
  • Power is thus supplied to Units Ul to U5 to achieve interlock of the rod ends 212 with collars 207 and results in connection of a contact set in switch 214 to connect the corresponding LED to earth so they will be illuminated so long as the interlocks 212-207 are operative. This is possible only when over-ride switch O/S is in the '*ON" position.
  • the over-ride switch is provided so that if the vehicle is to be left for a long time with the system operated the LEDs can be turned off to prevent the vehicle bettery being discharged excessively.
  • the relay Rl Upon release of the key in switch KSl the relay Rl is deactivated. The same sequence can be achieved by using KS2 in place of KSl.
  • a key operated in KSl or KS2 will power the appropriate relay Rl or R2 and a pulse is sent to the solenoids Ul to U5 to cause the retraction of the rod ends 212 from overlying relationship with collars 207 with associated "latching back" ' of the rods 211 and 209.
  • the LEDs will be disconnected from earth by the operation of switch 214 and will no longer be illuminated.
  • the door locking members on the doors having the locking keys can then be activated in the normal manner and any other doors can be manually unlocked.
  • the switching ability of member 214 of the bonnet latch U5 (but any of the others may be used) is caused to ground the coil to distributor lead of the motor vehicle engine when the unit U5 is preventing bonnet opening.
  • the socket S (and preferably the over-ride switch O/S) is located externally in an obscure location, e.g. in the boot of a vehicle or in a compartment under the vehicle body, so that a jumper lead can be attached to power up the locking circuit in the event that the vehicle battery has become discharged.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

Blocage pour un mécanisme de verrouillage incorporant un organe d'actionnement de verrou linéairement mobile (LR), le blocage comprenant un boîtier (201) dans lequel est monté un organe de commande coulissant (206), un plongeur coulissant (209) monté dans le boîtier, une console (BR), reliant rigidement l'organe d'actionnement du verrou (LR) et l'organe de commande (206) de sorte que le mouvement d'actionnement du verrou de l'organe (LR) n'est pas possible sans mouvement de l'organe de commande (20) et un organe de verrouillage libérable (214) lequel, lorsqu'il est opérationnel, situe l'extrémité (212) du plongeur (209) à l'extérieur du chemin de la course d'un appui (207) sur l'organe de commande (206) pour permettre le mouvement linéaire d'actionnement de verrou de l'organe (LR).
EP19840901181 1983-03-23 1984-03-21 Blocage pour un mecanisme de verrouillage Withdrawn EP0140907A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AU8567/83 1983-03-23
AUPF856783 1983-03-23
AU484/83 1983-07-26
AUPG048483 1983-07-26

Publications (1)

Publication Number Publication Date
EP0140907A1 true EP0140907A1 (fr) 1985-05-15

Family

ID=25642646

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19840901181 Withdrawn EP0140907A1 (fr) 1983-03-23 1984-03-21 Blocage pour un mecanisme de verrouillage

Country Status (3)

Country Link
EP (1) EP0140907A1 (fr)
AU (1) AU2597684A (fr)
WO (1) WO1984003731A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3627036A1 (de) * 1986-08-09 1988-02-11 Hella Kg Hueck & Co Kraftfahrzeug mit mehreren tuerschloessern
DE3803679A1 (de) * 1986-08-09 1989-08-17 Hella Kg Hueck & Co Kraftfahrzeug mit mehreren tuerschloessern
WO1989009319A1 (fr) * 1988-03-23 1989-10-05 Joseph Day Systeme de verrouillage de porte
WO1992019832A1 (fr) * 1991-04-29 1992-11-12 Jeffrey Warren Gibbs Systeme de blocage des portes d'une automobile
AU647696B1 (en) * 1992-10-02 1994-03-24 Stephen Paul Brown A locking device for a garage door
SE9300153L (sv) * 1993-01-20 1994-07-21 Scarinus Dev Ab Låsanordning för fordonsdörrar
SE9301528L (sv) * 1993-05-04 1994-11-05 Scarinus Dev Ab Låsanordning för fordonsdörrar

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1997155A (en) * 1933-09-23 1935-04-09 Ibm Doorlock
US2103702A (en) * 1934-07-30 1937-12-28 Packard Motor Car Co Motor vehicle latch
US2765648A (en) * 1953-03-13 1956-10-09 Curtis M Hatcher Electro-magnetic vehicle door lock
US2778216A (en) * 1954-03-08 1957-01-22 Ulrich Georges Automatic locking means for vehicle doors
US3288524A (en) * 1964-11-23 1966-11-29 Edward L Gordon Automobile door safety lock
GB1400006A (en) * 1971-08-14 1975-07-16 Bolton Gate Co Ltd Improvements in or relating to locks
ZA82777B (en) * 1981-11-02 1983-01-26 Hermann Friedrich Woslitsch Locking device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8403731A1 *

Also Published As

Publication number Publication date
WO1984003731A1 (fr) 1984-09-27
AU2597684A (en) 1984-10-25

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Legal Events

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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AK Designated contracting states

Designated state(s): AT BE CH DE FR GB LI LU NL SE

STAA Information on the status of an ep patent application or granted ep patent

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18D Application deemed to be withdrawn

Effective date: 19850520

RIN1 Information on inventor provided before grant (corrected)

Inventor name: MANCHE, ERIC, JOSEPH