EP0457027B1 - Méthode pour commander une installation centrale de verrouillage d'un véhicule et installation centrale de verrouillage à cet effet - Google Patents

Méthode pour commander une installation centrale de verrouillage d'un véhicule et installation centrale de verrouillage à cet effet Download PDF

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Publication number
EP0457027B1
EP0457027B1 EP91105756A EP91105756A EP0457027B1 EP 0457027 B1 EP0457027 B1 EP 0457027B1 EP 91105756 A EP91105756 A EP 91105756A EP 91105756 A EP91105756 A EP 91105756A EP 0457027 B1 EP0457027 B1 EP 0457027B1
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EP
European Patent Office
Prior art keywords
switch
lock
locking
control
key
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.)
Expired - Lifetime
Application number
EP91105756A
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German (de)
English (en)
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EP0457027A1 (fr
Inventor
Peter Robitschko
Winfried Schreiber
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.)
Daimler Benz AG
Mercedes Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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Publication date
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0457027A1 publication Critical patent/EP0457027A1/fr
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Publication of EP0457027B1 publication Critical patent/EP0457027B1/fr
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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
    • E05B77/46—Locking several wings simultaneously
    • E05B77/48—Locking several wings simultaneously by electrical means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T70/00—Locks
    • Y10T70/60—Systems
    • Y10T70/625—Operation and control
    • Y10T70/65—Central control

Definitions

  • the invention relates to a method for controlling a central locking system in a motor vehicle with the features of the preamble of claim 1 and to a central locking system with the features of the preamble of claim 6.
  • Generic central locking systems are known for installation in vehicles manufactured by the applicant.
  • the known central locking system offers the vehicle user the advantage that the lock of the luggage compartment lid - which can be opened from the outside when the lock is unlocked without the use of a key - can be mechanically locked and then remains locked even if the door locks have been unlocked centrally. He achieves this by turning the locking cylinder on the luggage compartment lid in the locking direction and removing the key in a locking position of the locking cylinder which differs from the neutral key removal position (which is hereinafter always referred to as the "key-secured position"). This possibility is indicated in the operating instructions for the appropriately equipped vehicles; Also in DE 35 31 349 C1 in connection with the assessment of the prior art is an indication of the mechanical lockability of the luggage compartment lid lock and the resulting decoupling from the function of the central locking system mentioned.
  • this undoubtedly desirable securing option can reduce the ease of use of the vehicle due to the central locking which can be controlled at least by the driver's door and the boot lid via their locking points or locking cylinders.
  • the central locking system in the locking direction is also necessarily activated via the control switch assigned to the locking point.
  • the vehicle user finds a locked driver's door and has to unlock it again before boarding and starting the journey, the other door locks also being unlocked centrally.
  • the luggage compartment lid then remains locked as desired; The contents of the luggage compartment are then protected against unauthorized access even when the door locks are unlocked centrally from the driver's door.
  • a key-operated remote-controlled central locking system is known (DE 33 13 092 C2), the hand transmitter of which can emit two different code signals.
  • a first receiver in the vehicle controls the central unlocking and locking of all locks in the usual way.
  • a second receiver is provided in the vehicle which, when the second code signal is received, only activates the luggage compartment lock without influencing the door lock. The luggage compartment lock can then only be released again after receipt of the second code signal at the second receiver.
  • the vehicle user can thus avoid central locking of the locks of his vehicle when the luggage compartment lid is locked by first actuating the associated unlocked locking point or the locking cylinder with his key in the unlocking direction - a switching process then being triggered or on Switch is actuated - and then - usually within a predetermined period of time - in the usual way in the mechanically or "secured" locked position.
  • a switchable device can be activated by a detectable electrical switching signal of the operated switch, which cancels or suppresses the effect of the locking control signal generated during locking of the control switch assigned to the luggage compartment lid closing point on the central control circuit of the central locking system.
  • the switching process of the switch can also be used without generating a detectable electrical switching signal for the desired suppression of the effect of the locking control signal if this switch is looped directly into the associated control line with its switching contact and opened during the switching process. It goes without saying that the switch must then be closed again at the latest when the key-secured position is reached in order to restore the normal functioning of the central locking system.
  • a central locking system with multi-point operation is known (EP 0 245 001 A2), in which, on the one hand, different unlocking options are offered via certain different, same-direction locking cylinder positions (individual unlocking of a lock or central unlocking of all locks) and, on the other hand, also on a lock on the driver's door an additional key removal position that can be reached by key actuation of the locking cylinder in the locking direction is provided.
  • this only serves to switch on an additional mechanical anti-theft device, which prevents central unlocking from another location.
  • a key-secured position of a lock which prevents its unlocking via the central locking, is not disclosed in the EP-A2 mentioned.
  • a known central locking system (DE 35 31 349 C1) already mentioned is controlled by bistable two-way switches with two fixed contacts connected to different electrical potentials and a switching contact connected to a central control circuit via a single control line at each closing point, the control line here - one per closing point - always has a defined electrical potential and the central control circuit is activated by potential alternating pulses for central unlocking or locking. In this system, a transition from zero potential to minus potential on a control line has no effect on the central control circuit.
  • Another known central locking system (DE 37 03 590 C1) has a central control circuit with only two control inputs, one for locking, the other for unlocking control signals, to which any number of locking or unlocking control switches in the form of push-button switches are connected via a bus can. These pushbutton switches are also assigned in pairs to the locking points for operating the central locking system and are briefly actuated in a pulsing manner by appropriately directed key rotation in these locking points.
  • the central locking system in FIG. 1 has a central control circuit 1 with an electrical voltage supply, which can operate only schematically indicated pneumatic membrane piston actuating elements 2 by means of a reversible electric motor M and a bi-pressure pump BiP that can be driven by this and connected to the actuating elements 2 via a hose line PnL.
  • Three bistable control switches 3S, 4S and 5S are each in this order a mechanical locking point 3Z of the driver's door FT, 4Z assigned to the front passenger door BT and 5Z to the boot lid HD of a vehicle F.
  • Each of the locking points 3Z, 4Z and 5Z is mechanically coupled in a known manner with a lock (not shown) or with its locking lever via a play connection, so that it is mechanically unlocked or locked when the associated locking point is actuated accordingly by means of a suitable key becomes.
  • each locking point which usually contains a mechanically coded locking cylinder
  • actuating element which is also mechanically coupled with it or with its locking lever can be unlocked or locked.
  • the locking point on the luggage compartment lid also has a handle (not shown) for the keyless opening of the already unlocked lock and the luggage compartment lid by hand and from the outside. This can be done in a known manner, for. B. in the form of a push-in lock cylinder or a corresponding lever handle. When the lock is in the key-locked state, the handle can either be free or blocked.
  • the 3S, 4S and 5S control switches are all constructed identically, each with one switch contact connected to the respective control line and two fixed contacts connected to opposite electrical potential (plus / minus).
  • the associated control switch 3S, 4S, 5S is switched from minus to plus, and vice versa when this locking point is actuated using the key in the locking direction, starting from the neutral key removal position , unless the switch is already in the appropriate position, after the key has already been swung in the same direction.
  • each of the control switches 3S, 4S or 5S is connected to the central control circuit 1 via a control line 3, 4 or 5.
  • Each potential change on one of the control lines from plus to minus when the key of the corresponding locking point is actuated in a known manner activates the central control circuit 1 for operating the control elements in the locking direction, while reverse potential changes - from minus to plus - activate the central control circuit 1 for operating the control elements in the unlocking direction .
  • Dead center springs are provided in the control switches (not shown), which have the effect that the control switches always assume one of the two end positions and can only be switched snap-in.
  • the respectively non-key-operated control switches are tracked in the course of the respective operating cycle of the central locking system in a manner not shown by the respective actuating elements - the resulting change in potential in the same direction having no switching effect - so that in general all control switches are in the idle state and accordingly all Control lines 3, 4 and 5 carry the same electrical potential.
  • the central control circuit 1 should not be activated in the event of a potential change from "potential-free” to minus to operate the control elements in the locking direction, because otherwise z. B. when working on the disconnected on-board battery and closed doors after reconnecting the battery, an automatic central locking could happen if the switching contact happens to be one the control switch is connected to the fixed contact connected to negative potential.
  • the keyhole side of a locking cylinder SZ is also shown in the neutral key removal position;
  • this has an additional, key-secured position SI (shown in dashed lines), in which the key can be removed in deviation from the normal neutral key removal position after pivoting through 90 ° in the locking direction (to the right, as indicated by a small arrow).
  • the associated lock not shown, locked and mechanically blocked so that the control element 2 provided here can not unlock it.
  • the pneumatic control elements used this is very easily possible by mechanical blocking; Although the actuating element is subjected to an unlocking overpressure, it cannot move. It would of course also be possible to interrupt the supply line (s) to the corresponding actuating element in the key-secured position of the locking point 5Z, so that it cannot be operated at all.
  • control line 5 naturally also leads to negative potential in the key-locked position of the locking cylinder SZ; That is, to reach the key-secured position based on the unlocked state of the lock associated with the locking point 5Z (dash-dotted lines indicate the normal unlocking position that can be reached by pivoting the locking cylinder SZ to the left by approx. 45 °) or also from the neutral key removal position, in which the lock is also locked the potential on this control line changes from plus to minus with the above-mentioned effect of an interlocking control signal.
  • the switch 6 is actuated by a cam NO arranged on the locking cylinder, which cam corresponds to a switching plunger St of the switch 6.
  • the cam NO initially runs against a latch DP which can be pushed over and forms a clear pressure point.
  • the switching point of the control switch 5S in the unlocking direction - potential change from minus to plus - is already on the catch before the cam NO starts, so that the switch 6 only responds after the control switch 5S.
  • the vehicle user must therefore consciously pivot the closing point 5Z to actuate the switch 6 beyond the usual swivel range (dash-dotted lines).
  • the electrical effect of the actuation of the switch 6 is represented by a time relay ZR, which has a relay coil 7, a capacitor 8 connected in parallel with it as a timing element C t and a switchable by the relay coil 7, into the control line 5 between the control switch 5S and the central control circuit 1 looped in break contact 9 contains.
  • the pushbutton switch 6 is connected on one side to minus potential (vehicle ground), on the other side to the time relay ZR, which in turn is connected on the other side to plus potential.
  • the capacitor 8 In the unactuated state of the switch 6, the capacitor 8 is neutral or positive on both sides. As soon as the switch 6 is closed, the relay coil 7 is activated, the break contact 9 is opened and the capacitor 8 is charged or negative on the switch side. If the switch 6 is then opened again, the compensation or discharge current of the capacitor flows through the Relay coil 7, so that the break contact remains open for the discharge time constant of the capacitor 8 and the control line 5 is switched potential-free. It goes without saying that the capacitor 8 is dimensioned sufficiently to be able to activate the relay coil 7 long enough with its discharge current.
  • the timing element C t can be embodied by electronic means (counter, holding element).
  • control switch 5S changes its potential from plus to minus during the time period predetermined by the time constant of the timing element C t , which is started by the closing actuation of the pushbutton switch 6, this potential change remains in the central control circuit 1 because of the interrupted and thus potential-free control line 5 without effect. Even if the normally closed contact 9 is finally closed again after the period of time has elapsed, the central control circuit 1 cannot be activated to operate the actuating elements in the locking direction because of the safety precaution already mentioned, because during this sequence, only potential changes from plus to "potential-free via the control line 5 "and be fed from there to minus.
  • a dashed line 10 Another switching option for the same effect is indicated by a dashed line 10; instead of the timing relay ZR or an equivalent timing element including the normally closed contact 9, this line could directly signal the actuation of the switch 6 to the central control circuit 1.
  • a program change or corresponding hardware provisions in the electronic central control circuit 1 can also be achieved - for. B. by simulation of a temporary internal potential isolation of the input of the control line 5 after receipt of the signal of the switch 6 - that when the lock of the luggage compartment lid HD is secured, the other locks are not also locked centrally.
  • FIG. 2 A further advantageous embodiment is shown schematically in FIG. 2 on the basis of a central locking system provided with another control switch arrangement.
  • the vehicle and the doors / flaps were not shown; only the locking points 3Z (driver's door), 4Z (passenger door) and 5Z (luggage compartment lid) are indicated.
  • a central control circuit 1 ' here has in a known manner only two control inputs E (unlocking) and V (locking) and two electrical outputs A for reversing operation of pneumatic or electrical actuating elements analogous to the illustration in FIG. 1.
  • An unlocking control line EL is connected to input E.
  • a locking control line VL is connected to the input V of the central control circuit 1 '.
  • An unlocking control switch 3ES, 4ES or 5ES and a locking control switch 3VS, 4VS or 5VS are provided in each locking point 3Z, 4Z or 5Z.
  • All control switches are designed as self-resetting and cam-actuated single-pole pushbutton switches and are functionally connected on one side to the unlocking control line EL or to the locking control line VL and on the other side to negative potential (vehicle ground).
  • These control switch combinations can also be used as one Control switches in the form of equivalent 3ES / 3VS toggle switches etc. with a neutral middle position are viewed or replaced by such.
  • the respectively assigned unlocking or locking control switch is closed at least briefly via cams or the like. It goes without saying that the locking control switch 5VS of the locking point 5Z in its key-locked position (SI, FIG. 1) is not operated continuously but only temporarily when the locking point is brought into this position.
  • an additional (pushbutton) switch which would be comparable to the switch 6 from FIG. 1, can be dispensed with for the execution of the additional function according to the invention, in that the unlocking control switch 5ES additionally takes on its task.
  • a diode 11 is looped into the unlocking control line EL in front of the control switch 5ES, which only allows current to flow into the closing point.
  • Resistors 12, which have the same ohmic resistance as the diode 11, are looped into the corresponding connections of the control switches 3ES and 4ES, so that regardless of which closing point is actuated, the same unlocking control currents always flow via the unlocking control line EL.
  • a timer C t is connected to the unlocking control line EL, which has a switch-on input stage T S.
  • a relay coil 7 is in turn connected to the timing element with a break contact 9, the break contact being looped into the locking control line VL behind the locking control switch 5VS.
  • the break contact 9 also deviates from this illustration can be looped into the line VL somewhere else or can be replaced by a correspondingly controllable blocking circuit within the central control circuit 1 '.
  • the diode 11 prevents the timer C t from being started from another closing point.
  • the break contact 9 is opened and interrupts the control line VL for the duration of the time constant of the timer C t . A within this period z. B. when the Locking point 5Z in its key-secured position generated switching pulse of the locking control switch 5VS can therefore not be detected by the central control circuit 1 '.
  • the vehicle user is provided with means to mechanically secure the luggage compartment lid after actuation of its locking point in the unlocking direction (position SI of the locking cylinder SZ corresponding to FIG. 1), without simultaneously locking all other locks centrally.
  • the necessary compliance with the start time constants of the input stage T S also largely protects this system from misunderstandings; if it is not followed, each actuation or switching pulse of the interlocking control switch 5VS is processed in the usual manner and with the intended effect in the central control circuit 1 '.
  • the locking device can be analogous to the latching z. B. designed by ballpoint pen refills or the like and actuated by means of cams or control cams connected to the lock cylinder.
  • it is embodied by a rocker 14 with a tilt bearing 15 and a dead center spring 16.
  • the dead center spring 16 engages eccentrically to the rocker bearing 15 on the rocker 14 and only allows two stable end positions, in one of which, the normal position shown, the interrupter switch 13, which is designed as a normally closed contact switch, is closed and in the other one it is open.
  • the approximately U-shaped rocker 14 encloses between its legs a part of the locking cylinder SZ provided with a cam NO or another component provided with the cam NO and non-rotatably coupled to the locking cylinder SZ, e.g. B. a lock nut.
  • the rocker 14 is provided with molded, inwardly facing rocker cams WN, which correspond to the cam NO.
  • the rocker or a corresponding mechanical arrangement itself can carry or form the movable contact of the switch, and the corresponding fixed contact can then take place immediately be attached to a carrier of the circuit breaker.

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  • Lock And Its Accessories (AREA)

Claims (16)

  1. Procédé pour commander une installation centrale de verrouillage (ZVA) pour des fermetures de portières et de capots d'un véhicule,
    - avec commande en plusieurs postes de l'installation ZVA par une première serrure mécanique (5Z) montée sur un capot de coffre à bagages (HD) et au moins une autre serrure mécanique (3Z,4Z) montée notamment sur une portière (FT,BT),
    - au moyen d'un premier contacteur électrique de commande (5S;5ES/5VS), associé à la première serrure (5Z), et au moyen d'au moins un second contacteur électrique de commande (3S,4S;3ES/3VS,4ES/4VS), associé à l'autre serrure (3Z,4Z) et pouvant être commuté respectivement au moyen de la serrure associée pour produire des signaux de commande de déverrouillage et de verrouillage assurant une activation correspondante de l'installation ZVA,
    - la première serrure (5Z) pouvant être amenée, par actionnement au moyen d'une clef dans le sens de verrouillage, depuis une position déverrouillée ou une position neutre de retrait de clef en produisant un signal de commande de verrouillage du premier contacteur de commande (5S;5VS) actionné simultanément jusque dans une position bloquée par la clef (SI), à partir de laquelle elle peut être à nouveau déverrouillée dans la fermeture associée seulement au moyen de la clef mais non cependant au moyen de l'installation ZVA, et
    - l'actionnement de la première serrure (5Z) dans le sens de verrouillage par rapport à la position neutre de retrait de clef est orienté en sens inverse par rapport à l'actionnement de cette serrure dans le sens de déverrouillage,
    caractérisé par :
    - un déclenchement d'un processus de commutation dans un contacteur (6;5ES;13) associé à la première serrure (5Z) lors de son actionnement par clef dans le sens de déverrouillage,
    - au moins une inhibition indirecte de l'influence du signal de commande de verrouillage du premier contacteur de commande (5S;5VS), actionné simultanément lorsque la première serrure (5Z) est amenée ultérieurement dans la position bloquée par clef (SI) au moyen d'un dispositif de commutation (7,9;13S) coopérant avec le contacteur (6;5ES;13) dans le processus de commutation.
  2. Procédé selon la revendication 1, caractérisé par :
       - un déclenchement du processus de commutation seulement lors d'un actionnement par clef, au delà du point de commande de déverrouillage (DP) du contacteur de commande (5S) , de la serrure (5Z) du capot de coffre à bagages (HD) dans le sens de déverrouillage.
  3. Procédé selon une des revendications 1 ou 2, caractérisé par :
    - une génération d'un signal électrique de commutation captable du contacteur (6;5ES) par le processus de commutation déclenché,
    - inhibition de l'influence du signal de commande de verrouillage du premier contacteur de commande (5S;5VS) par le dispositif de commutation pouvant être activé par le signal électrique de commutation seulement pendant l'intervalle de temps (Ct) prédéterminé et suivant la génération du signal de commutation.
  4. Procédé selon la revendication 3, caractérisé par :
       - une activation du dispositif de commutation seulement après une génération du signal de commutation pendant un intervalle de temps (Ts) prédéterminé.
  5. Procédé selon une des revendications 1 ou 2, caractérisé par :
    - une ouverture du contacteur électrique incorporé par un contact de commutation (9) directement dans un conducteur de commande associé (5;VL) pour la transmission du signal de commande de verrouillage au moyen d'un actionnement, à partir de la position neutre de retrait de clef, de la première serrure (5Z) dans le sens de déverrouillage et
    - refermeture de ce contacteur seulement lorsque la position bloquée par clef (SI) de la première serrure (5Z) est atteinte.
  6. Installation centrale de verrouillage (ZVA) pour des fermetures de portières et de capots d'un véhicule avec commande en plusieurs postes, comportant :
    - une serrure (5Z) d'un capot de coffre à bagages (HD) et au moins une autre serrure (3Z,4Z), qui sont pourvues chacune d'au moins un contacteur de commande (5S,3S,4S;5ES/5VS, 3ES/3VS, 4ES/4VS) pouvant être commuté par actionnement de clef, la serrure (5Z) du capot de coffre à bagages (HD) comportant un cylindre de fermeture (SZ) qui peut être amené, au moyen d'une clef, depuis une position déverrouillée ou une position neutre de retrait de clef jusque dans une position bloquée par verrouillage (SI), dans laquelle la fermeture associée ne pourra être déverrouillée qu'à l'aide de la clef mais cependant non à l'aide de l'installation ZVA,
    - un circuit de commande centralisée (1;1'), dans lequel des signaux de commande de déverrouillage ou de verrouillage, provenant des contacteurs de commande (5S,3S,4S; 5ES/5VS, 3ES/3VS, 4ES/4VS), appliqués à ses entrées, produisent une activation correspondante, au moins indirecte, d'éléments de manoeuvre de fermetures (2) de l'installation ZVA,
    notamment pour une mise en oeuvre du procédé selon la revendication 1,
    caractérisée par :
    - un contacteur électrique (6;5ES;13) pouvant être commuté dans un sens de déverrouillage lors de l'actionnement de la serrure (5Z) et
    - un dispositif de commutation (7,9;13S), pouvant être activé au moins indirectement par le contacteur (6;5ES;13) et qui, après son activation, produit une inhibition, au moins avec retardement, de l'influence du signal de commande de verrouillage qui est engendré dans le circuit de commande centralisée (1;1') par le contacteur de commande (5S;5VS) de la serrure (5Z) du capot de coffre à bagages (HD).
  7. Installation ZVA selon la revendication 6, caractérisée par :
       - un dispositif d'arrêt (DP), pouvant être sollicité par pression lors de l'actionnement de la serrure (5Z) du capot de coffre à bagages (HD) dans le sens de déverrouillage et qui constitue un point de pression situé, à partir de la position neutre de retrait de clef, entre le point de commutation du contacteur de commande (5S;5ES) et le point de commutation du contacteur électrique (6;13).
  8. Installation ZVA selon la revendication 6 ou 7, caractérisée par :
       - un organe de temporisation (Ct) pouvant être enclenché par le contacteur électrique (6;5ES) et qui prédétermine, par sa constante de temps, un intervalle de temps suivant l'actionnement du contacteur électrique (6;5ES) en vue de l'inhibition d'influence du signal de commande de verrouillage.
  9. Installation ZVA selon la revendication 6, 7 ou 8, comportant un conducteur de commande (5;VL) pour la transmission d'un signal de commande de verrouillage du contacteur de commande (5S;5VS) de la serrure (5Z) du capot de coffre à bagages (HD) au circuit de commande centralisée (1;1'),
    caractérisée par :
       - un contact de commutation (9;13S) incorporé dans ce conducteur de commande (5;VL) et s'ouvrant, au moins avec temporisation, au moyen du contacteur électrique (6;5ES;13).
  10. Installation ZVA selon la revendication 9, caractérisée en ce que le contacteur électrique (6;5ES) est réalisé comme un contacteur tactile.
  11. Installation ZVA selon la revendication 9 ou 10, caractérisée en ce que le contact de commutation (9) est actionné par une bobine de relais (7) excitée avec temporisation.
  12. Installation ZVA selon la revendication 8 ou 9, caractérisée par :
       - un circuit de retardement d'enclenchement (TS) associé à l'organe de temporisation (Ct), pouvant être activé par le contacteur électrique (6;5ES) et qui enclenche l'organe de temporisation (Ct) seulement après écoulement d'une période déterminée d'enclenchement du contacteur électrique (6;5ES) agencé comme un contacteur tactile.
  13. Installation ZVA selon la revendication 8 ou 12, caractérisée par :
       - un contacteur de commande (5ES), agencé comme un contacteur tactile, de la serrure (5Z) du capot de coffre à bagages (HD), utilisé aussi bien pour produire le signal de commande de déverrouillage qu'également l'activation du dispositif de commutation (Ct, 7, 9).
  14. Installation ZVA selon la revendication 9 ou 10, caractérisée par :
       - une ouverture mécanique du contact de commutation (13S) au moyen d'un dispositif d'arrêt (14,15,16), à actionner mécaniquement (NO,WN) au moyen du cylindre de fermeture (SZ) , le contact de commutation (13S) se refermant automatiquement ultérieurement lorsque le cylindre de fermeture (SZ) atteint la position bloquée par clef (SI).
  15. Installation ZVA selon la revendication 14, caractérisée par :
    - un agencement du dispositif d'arrêt avec :
    - une bascule bistable (14), pouvant basculer au moyen du cylindre de fermeture (SZ) par l'intermédiaire de cames correspondantes (NO,WN) et produisant une commutation du contacteur (13),
    - un ressort à point mort (16) agissant sur la bascule (14) de façon excentrée par rapport à un pivot de basculement (15) de la bascule (14) et qui assure une précontrainte de la bascule respectivement dans une de ses deux positions stables,
    - le contacteur (13) étant ouvert dans une des positions de la bascule (14) alors qu'il est fermé dans l'autre position, où la bascule (14) est 25 amenée obligatoirement par basculement lorsque le cylindre de fermeture (SZ) prend la position bloquée par clef (SI).
  16. Installation ZVA selon une des revendications 6 à 8, caractérisée par :
       - un conducteur de signaux (10), s'étendant du contacteur électrique (6;13) directement jusqu'au circuit de commande centralisée (1) en vue de la transmission d'un signal produisant l'inhibition interne de l'influence d'un signal de commande de verrouillage produit par le contacteur de commande (5S) à la suite de l'actionnement du contacteur électrique (6, 13).
EP91105756A 1990-05-12 1991-04-11 Méthode pour commander une installation centrale de verrouillage d'un véhicule et installation centrale de verrouillage à cet effet Expired - Lifetime EP0457027B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4015268 1990-05-12
DE4015268A DE4015268C1 (fr) 1990-05-12 1990-05-12

Publications (2)

Publication Number Publication Date
EP0457027A1 EP0457027A1 (fr) 1991-11-21
EP0457027B1 true EP0457027B1 (fr) 1994-01-12

Family

ID=6406252

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91105756A Expired - Lifetime EP0457027B1 (fr) 1990-05-12 1991-04-11 Méthode pour commander une installation centrale de verrouillage d'un véhicule et installation centrale de verrouillage à cet effet

Country Status (5)

Country Link
US (1) US5175440A (fr)
EP (1) EP0457027B1 (fr)
JP (1) JPH05222874A (fr)
DE (2) DE4015268C1 (fr)
ES (1) ES2050471T3 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4135094A1 (de) * 1991-10-24 1993-04-29 Bayerische Motoren Werke Ag Entriegelungsvorrichtung fuer kraftfahrzeuge
DE4234261C5 (de) * 1992-10-10 2008-03-27 Hella Kgaa Hueck & Co. Türverriegelungseinrichtung für Kraftfahrzeuge
DE19501493B4 (de) * 1995-01-19 2006-06-22 Kiekert Ag Kraftfahrzeugtürverschluß
US5619075A (en) * 1995-08-23 1997-04-08 Ford Motor Company Two-step power door locking system and method of operation
DE59705398D1 (de) * 1996-07-04 2001-12-20 Huf Huelsbeck & Fuerst Gmbh Verschluss für türen, hauben, klappen od. dgl., insbesondere von fahrzeugen, wie kraftfahrzeugen

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2941899C2 (de) * 1979-10-17 1987-01-29 Daimler-Benz Ag, 7000 Stuttgart Kraftfahrzeug mit Zentralverriegelungsanlage
DE2942852A1 (de) * 1979-10-24 1981-05-07 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zum ent- und verriegeln von tueren
JPS56100983A (en) * 1980-01-16 1981-08-13 Nissan Motor Door lock device for automobile
DE3120778C2 (de) * 1981-05-25 1985-05-02 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zum Ent- und Verriegeln von Türen
DE3313092C2 (de) * 1983-04-12 1986-04-24 Daimler-Benz Ag, 7000 Stuttgart Zentralverriegelungseinrichtung für Kraftfahrzeugtüren und -kofferdeckel
JPS60230486A (ja) * 1984-04-28 1985-11-15 ダイムラ−ベンツ・アクチエンゲゼルシャフト 自動車用中央鎖錠装置
DE3531349C1 (de) * 1985-09-03 1986-07-10 Daimler-Benz Ag, 7000 Stuttgart Zentralverriegelungsanlage mit Mehrstellenbedienung in einem Kraftfahrzeug
DE3532414C1 (de) * 1985-09-11 1986-11-06 Daimler-Benz Ag, 7000 Stuttgart An eine Zentralverriegelungsanlage mit Mehrstellenbedienung angeschlossene Schließeinrichtung für eine Rückwandtür von Kombinationskraftwagen
DE3612306A1 (de) * 1986-04-11 1987-10-22 Audi Ag Zentralverriegelungseinrichtung fuer die verriegelungselemente von fahrzeugtueren eines fahrzeuges und ggf. sonstiger verschlussdeckel von fahrzeugoeffnungen
GB8610859D0 (en) * 1986-05-02 1986-06-11 Delco Prod Overseas Door locking system
JPS6444484A (en) * 1987-08-12 1989-02-16 Hitachi Ltd Color monochromatic converter
DE3728601C1 (de) * 1987-08-27 1988-09-29 Daimler Benz Ag Zentralverriegelungsanlage fuer Tuer- und Deckelverschluesse eines Kraftfahrzeugs
US4848114A (en) * 1988-02-22 1989-07-18 Rippe Mary R Locking system for the doors of automotive vehicles
DE3830511C1 (fr) * 1988-09-08 1989-05-18 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De

Also Published As

Publication number Publication date
ES2050471T3 (es) 1994-05-16
JPH05222874A (ja) 1993-08-31
DE59100835D1 (de) 1994-02-24
US5175440A (en) 1992-12-29
DE4015268C1 (fr) 1991-09-26
EP0457027A1 (fr) 1991-11-21

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