EP2880232B2 - Kraftfahrzeugschlossanordnung - Google Patents

Kraftfahrzeugschlossanordnung Download PDF

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Publication number
EP2880232B2
EP2880232B2 EP13742222.6A EP13742222A EP2880232B2 EP 2880232 B2 EP2880232 B2 EP 2880232B2 EP 13742222 A EP13742222 A EP 13742222A EP 2880232 B2 EP2880232 B2 EP 2880232B2
Authority
EP
European Patent Office
Prior art keywords
actuating lever
lever
clutch arrangement
pawl
arrangement
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
EP13742222.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2880232A2 (de
EP2880232B1 (de
Inventor
David Rosales
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 EP2880232A2 publication Critical patent/EP2880232A2/de
Publication of EP2880232B1 publication Critical patent/EP2880232B1/de
Application granted granted Critical
Publication of EP2880232B2 publication Critical patent/EP2880232B2/de
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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
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • 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
    • 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
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/12—Automatic locking or unlocking at the moment of collision
    • 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
    • E05B77/54—Automatic securing or unlocking of bolts triggered by certain vehicle parameters, e.g. exceeding a speed threshold
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C3/00—Fastening devices with bolts moving pivotally or rotatively
    • E05C3/12—Fastening devices with bolts moving pivotally or rotatively with latching action
    • E05C3/16—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
    • E05C3/00—Fastening devices with bolts moving pivotally or rotatively
    • E05C3/12—Fastening devices with bolts moving pivotally or rotatively with latching action
    • E05C3/16—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch
    • E05C3/22—Fastening devices with bolts moving pivotally or rotatively with latching action with operating handle or equivalent member moving otherwise than rigidly with the latch the bolt being spring controlled
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a motor vehicle lock arrangement having the features of the preamble of claim 1, a motor vehicle lock having the features of the preamble of claim 14, and a door handle and motor vehicle lock having the features of the preamble of claim 15.
  • the motor vehicle lock arrangement in question is equipped with a motor vehicle lock.
  • the motor vehicle lock arrangement is regularly also equipped with a door handle, in particular with an inside door handle and/or outside door handle, in order to be able to open the motor vehicle lock via a corresponding user actuation.
  • the term “motor vehicle lock” is to be interpreted broadly in the present case. It includes all types of door, hood or flap locks. In the present case, the focus is on the motor vehicle lock assigned to a door of a motor vehicle. This is not to be understood as limiting.
  • the well-known motor vehicle lock arrangement ( DE 20 2009 017 667 U1 ), from which the invention is based, is equipped with a motor vehicle lock, which has the usual locking elements latch and pawl, the pawl can also be lifted in a conventional manner by means of an actuating lever.
  • a switchable clutch arrangement is regularly arranged between the actuating lever and the pawl, via which, depending on the lock state of the motor vehicle lock, a driving connection between the actuating lever and the pawl can be established or separated.
  • the known motor vehicle lock arrangement has a crash element which is arranged separately from the actuating lever and blocks the actuating lever in the event of a crash. This ensures that an automatic actuation of the actuating lever caused by the crash acceleration and thus an undesired lifting of the pawl does not take place.
  • the blocking effect must always be preceded by an acceleration of the crash element into a blocking position, which means that the crash element does not respond optimally in some crash accelerations.
  • high blocking forces are regularly applied, which is associated with a high load on the components involved and a corresponding risk of failure.
  • the invention is based on the problem of designing and developing the known motor vehicle lock arrangement in such a way that crash safety is increased with regard to an undesired, crash-related lifting of the pawl.
  • the actuating lever interacts in a very specific way with the clutch arrangement between the actuating lever and the pawl, namely in such a way that the actuating lever, when it is moved to its non-actuated state, disengages the engaged clutch arrangement and leaves the disengaged clutch arrangement in the disengaged state and engages the clutch arrangement blocks during its unactuated state and releases only in the course of its actuation, so that the engagement of the clutch assembly is prevented in the unactuated state of the actuating lever.
  • the preferred configurations according to claims 2 to 4 relate to preferred design variants which ensure that the actuating lever can at most perform an idle stroke due to acceleration caused by a crash.
  • the coupling arrangement is part of a lock mechanism that can be locked and unlocked in the usual way.
  • These are regularly stationary states that are preferably set via a central locking lever.
  • the further preferred configurations according to claims 6 to 10 relate to advantageous variants for realizing the interaction between the actuating lever and the clutch arrangement.
  • a transmission lever is used for this purpose, with which a predetermined transmission behavior can be set in a simple manner, so that the release of the clutch arrangement can take place in a very first actuation section of the actuation movement.
  • a configuration of the transmission lever that is particularly easy to implement is shown in claim 10, according to which the transmission lever is configured in a variant in the manner of a torsion spring.
  • the coupling element of the coupling arrangement is a resiliently flexible wire or strip which can be bent between the engaged position and the disengaged position.
  • the clutch arrangement can hardly be realized in a simpler way.
  • the motor vehicle lock of the proposed motor vehicle lock arrangement is claimed as such. All variants explained here with the associated advantages of the motor vehicle lock arrangement can be applied to the motor vehicle lock.
  • a door handle and motor vehicle lock for lifting the pawl of a motor vehicle lock is claimed as such.
  • a door handle In the installed state, such a door handle is preferably coupled to the motor vehicle lock via a Bowden cable.
  • an actuating lever of the door handle is provided for lifting the pawl, with a switchable clutch arrangement of the door handle being arranged between the actuating lever and the pawl, i.e. in the drive train between the actuating lever and the pawl, via which a drive connection between the actuating lever and the the pawl can be produced and in the disengaged state the drive connection between the actuating lever and the pawl can be separated.
  • the actuating lever interacts with the clutch arrangement in such a way that the actuating lever disengages the engaged clutch arrangement when it is moved to its unactuated state and leaves the disengaged clutch arrangement in the disengaged state and blocks the engagement of the clutch arrangement during its unactuated state and only in the course of its actuation, so that the engagement of the clutch arrangement is prevented in the non-actuated state of the actuation lever, wherein the clutch arrangement can be engaged in a spring-driven manner in the course of the actuation of the actuation lever, such that the pawl can be lifted during normal operation, in particular by further actuation of the actuation lever.
  • the further teaching corresponds to the functional principle of the proposed motor vehicle lock arrangement, in which case the operating lever and possibly also the clutch arrangement are accommodated in the door handle.
  • the proposed motor vehicle lock arrangement is equipped with a motor vehicle lock.
  • the term “motor vehicle lock” includes all types of door, hood or flap locks.
  • the motor vehicle lock shown in the drawing is only shown with the components that are essential for explaining the proposed teaching.
  • the motor vehicle lock is equipped with the usual locking elements lock latch 1 and pawl 2, the lock latch 1 being adjustable into an open position, into a main locking position shown in the drawing and possibly into a pre-locking position.
  • the lock latch 1 also works in the usual way with an in 1 merely indicated locking wedge 3 o. Like. Together, which is preferably arranged fixed to the body.
  • the pawl 2 is in the 1 , 2 and 4 to 6 shown, sunken position can be brought in which it holds the lock latch 1 in the respective closed position.
  • the pawl 2 is here and preferably biased into its sunken position and brought into a raised position in which it is disengaged from the latch ( 3 ) so that the latch bolt is 1 in 3 counterclockwise to the open position.
  • an actuating lever 4 is provided.
  • the actuating lever 4 is an external actuating lever which, via a force transmission element, here via a Bowden cable 5, is connected to an in 1 only indicated outside door handle 17 is coupled.
  • a force transmission element here via a Bowden cable 5
  • the pawl 2 can be lifted by actuating the outside door handle 17, provided that the state of the motor vehicle lock, which is still to be explained, permits this.
  • a switchable clutch arrangement 6 is arranged between the actuating lever 4 and the pawl 2 . This means that the clutch arrangement 6 is located in the drive train between the actuating lever 4 and the pawl 2 .
  • the clutch arrangement 6 In the engaged state ( 2 , 3 ) the clutch arrangement 6 here produces a drive-related connection between the actuating lever 4 and the pawl 2 .
  • the clutch arrangement 6 In the disengaged state ( 1 , 4 to 6 ) the clutch arrangement 6 separates the drive-related connection between the actuating lever 4 and the pawl 2.
  • the clutch arrangement 6 is located in terms of drive technology between the actuating lever 4 and a pawl lever 7 , which in turn acts on the pawl 2 .
  • the pawl 2 is lifted out via the actuating lever 4 and the pawl lever 7.
  • the coupling arrangement 6 is equipped with an adjustable coupling element 6a which, in a manner yet to be explained, is designed as a resiliently flexible wire.
  • the coupling element 6a is assigned on the one hand two parallel control edges 8 on the pawl lever side and on the other hand a control edge 9 on the actuating lever side.
  • control edges 8, 9 are aligned essentially perpendicularly to the extent of the wire-shaped coupling element 6a.
  • the force transmitted in each case is aligned essentially perpendicular to the extent of the wire-shaped coupling element 6a.
  • the coupling element 6a is now in a disengaged position ( 1 ) in which it is in any case disengaged from the control edge 9 on the actuating lever side, so that the actuating lever 4 would basically carry out an idle stroke when it was actuated, counterclockwise in the drawing, if the coupling element 6a remained in its disengaged position.
  • the coupling element 6a can also be adjusted to an engaged position ( 2 ), in which it is or can be brought into engagement both with the control edges 8 on the pawl lever side and with the control edge 9 on the actuating lever side.
  • the coupling element 6a creates a driving connection between the actuating lever 4 and the pawl lever 7 and thus to the pawl 2 . Actuation of the operating lever 4 leads to lifting of the pawl 2, as in 3 shown.
  • An adjustment of the clutch element 6a between the disengaged position ( 1 ) and the engaged position ( 2 ) corresponds in the drawing to an adjustment between the lower position and the upper position of the coupling element 6a.
  • the actuating lever 4 interacts with the clutch arrangement 6 in such a way that the actuating lever 4 when it is moved into its non-actuated state ( 1 ) disengages any engaged clutch arrangement 6 and leaves any disengaged clutch arrangement 6 in the disengaged state and blocks the engagement of the clutch arrangement 6 during its non-actuated state and only releases it in the course of its actuation ( 2 , 3 ). How this is done in detail is explained below. First of all, it is essential that an adjustment of the actuating lever 4 into its non-actuated state ( 1 ) always ends with the clutch assembly 6 disengaged.
  • Such an adjustment of the actuating lever 4 into its non-actuated state is here and preferably the resetting of the actuating lever 4 in the clockwise direction after an above-mentioned actuation of the actuating lever 4 in the counterclockwise direction.
  • the clutch arrangement 6 can already be disengaged beforehand, or it can be disengaged only by moving the actuating lever 4 into its non-actuated state.
  • actuating lever 4 in its non-actuated, in 1 State shown blocks the engagement of the clutch assembly 6, so far the adjustment of the clutch element 6a in the upper position in the drawing, not allowed. Only in the course of actuating the actuating lever 4 is it possible for the clutch arrangement 6 to move the clutch element 6a into the upper position, ie into the engaged position.
  • the term "disabling the engagement of the clutch assembly” is to be understood broadly in the present case. In general, it means that the clutch arrangement 6 is prevented from being engaged, with a force flow not having to be constantly provided between the actuating lever 4 and the clutch element 6a.
  • the coupling element 6a is temporarily held in the disengaged position as part of a central locking function that is yet to be explained, so that engagement by the actuating lever 4 is still blocked
  • frictional connection between the operating lever 4 and the coupling element 6a is not present. In this respect, there can even be a certain amount of play between the actuating lever 4 and the coupling element 6a in the locked state.
  • the clutch arrangement 6 can be engaged in a spring-driven manner in the course of the actuation of the actuation lever 4 such that the pawl 2 can be lifted in normal operation by a further actuation of the actuation lever 4 .
  • a complete actuation stroke thus firstly comprises the engagement of the clutch arrangement 6 and then the lifting of the pawl 2 if the actuation of the actuation lever 4 takes place in normal operation, ie at a normal actuation speed.
  • normal operation is distinguished from operation in the event of a crash. Normal operation is characterized in particular by the fact that the actuating lever is actuated at a normal actuating speed, which is usually based on manual user actuation.
  • the clutch arrangement 6 is always engaged with a certain delay after the release by the actuating lever 4.
  • the inertial behavior of the clutch element 6a and the components involved in the adjustment of the clutch element 6a play the essential role.
  • the delay caused by inertia when engaging the clutch arrangement 6 is used according to the proposal in order to convert a crash-related, undesired actuation of the actuating lever 4 into an idle stroke.
  • the actuating lever 4 when the actuating lever 4 is actuated at an actuating speed that is above a predetermined limit speed, here and preferably due to crash accelerations occurring in the event of a crash, the actuating lever 4 performs an idle stroke because the engagement of the clutch arrangement 6 is delayed here and preferably due to inertia. this is in 4 shown.
  • the actuation of the actuating lever 4 includes a release stroke, which is accompanied by the release of the clutch arrangement 6 for engaging.
  • the release stroke results from the transition from 1 on 2 .
  • the actuation of the actuation lever 4 comprises a release stroke which, in the meantime, is accompanied by the lifting of the pawl 2 when the clutch arrangement 6 is engaged.
  • the release stroke results from the transition from 2 on 3 .
  • the release stroke follows directly on the release stroke.
  • the design of the release stroke is of particular importance for the proposed solution if a crash-related actuation of the actuating lever 4 is to be converted into an idle stroke. It is preferably the case that when the actuating lever 4 is actuated at an actuating speed that is above the predetermined limit speed, here and preferably due to crash accelerations occurring in the event of a crash, the time required to run through the release stroke is less than the time required for engaging the clutch, in particular due to inertia . After completion of the release stroke, the engagement of the clutch arrangement 6 is not completed, so that the pawl 2 is not lifted out in the release stroke. The actuating lever 4 performs an idle stroke ( 4 ).
  • the clutch arrangement 6 can be provided exclusively to increase crash safety in the above sense. In a particularly preferred embodiment, however, the clutch arrangement 6 is also used to set lock states of the motor vehicle lock.
  • the clutch arrangement 6 is part of a lock mechanism 10, which is used to set different lock states.
  • the lock mechanism 10 can be brought into at least one locking state, in which the coupling arrangement 6 is disengaged, and into at least one unlocking state, in which the coupling arrangement 6 is engaged.
  • the lock mechanism 10 can preferably be brought into the respective states by a motor, which basically corresponds to a central locking function.
  • the lock mechanism 10 is preferably equipped with a central locking lever 11 which is figure 5 is only indicated.
  • the central locking lever 11 is in the in figure 5 locking position shown and can be brought into an unlocking position, not shown, wherein the central locking lever 11 disengages the clutch assembly 6 in its locking position.
  • the central locking lever 11 In its unlocked position, not shown, which, starting from the figure 5 position shown corresponds to an upwardly pivoted position, the central locking lever 11 preferably releases the engagement of the clutch arrangement 6 .
  • the actuating lever 4 for blocking the engagement of the clutch assembly 6 interacts directly with the coupling element 6a.
  • the operating lever 4 interacts with the clutch arrangement 6 via a transmission arrangement 12 .
  • the transmission arrangement 12 is configured as a transmission arrangement such that a movement initiated on the actuating lever side is converted into a larger movement initiated on the clutch element side.
  • a particularly simple way of realizing the transmission arrangement 12 consists in equipping the transmission arrangement 12 with a pivotable transmission lever 13 so that the actuating lever 4 is coupled via the pivotable transmission lever 13 to the clutch arrangement 6, here to the clutch element 6a.
  • the transmission lever 13 can be articulated in a stationary pivoting manner.
  • the transmission lever 13 is articulated on the actuating lever 4 so as to be pivotable about a transmission lever axis 13a.
  • a stop 14 is provided, with which the transmission lever 13 comes into engagement when the actuating lever 4 is moved into its non-actuated state, thereby disengaging the clutch arrangement 6 and blocking engagement of the clutch arrangement 6 .
  • a first lever arm 15 comes into engagement with the stop 14 ( 2 ), resulting in a pivoting of the transmission lever 13 about its axis 13a in 2 leads counterclockwise.
  • a second lever arm 16 of the transmission lever 13 presses the coupling element 6a in 2 down, i.e. into the disengaged position, so that when the in 1 In the state shown, engagement of the clutch assembly 6 via the transmission lever 13 is blocked.
  • the effective lever arm 15 on the stop side is shorter than the effective lever arm 16 on the clutch side.
  • the advantageous transmission ratio of the transmission arrangement 12 mentioned above can thus be easily adjusted.
  • the two lever arms 15, 16 extend in different directions from the transmission lever axis 13a. 1 shows that the two lever arms 15, 16 even extend substantially in opposite directions from the transmission lever axis 13a.
  • the transmission lever 13 can be a simple plastic or sheet metal part. A variant that can be produced particularly cost-effectively is shown in FIG 6 , In which the transmission lever 13 is designed from a resiliently bendable wire or strip. In a particularly preferred embodiment, the transmission lever 13 is designed in the manner of a torsion spring, with one spring leg providing the lever arm 15 on the stop side and the other spring leg providing the lever arm 16 on the clutch side. The spring coils of the torsion spring adjust as in 6 shown, the pivot axis 13a of the transmission lever 13 on the operating lever 4 ready.
  • the clutch arrangement 6 has an adjustable clutch element 6a, which can be moved into an engaged position corresponding to the engaged state and into a disengaged position corresponding to the disengaged state.
  • the coupling element 6a is here and preferably a resiliently flexible wire or strip which can be bent between the engaged position and the disengaged position.
  • the fact that the coupling element 6a can be prestressed into the engaged position by its own spring elasticity is particularly advantageous. As a result, the above-mentioned, spring-driven engagement of the clutch arrangement 6 can be achieved in a particularly simple manner.
  • the coupling element 6a is preferably part of a torsion spring, the spring coils of which are aligned here and preferably parallel to the actuating lever axis 4a.
  • the lock latch axis 1a and the pawl axis 2a are aligned parallel to one another, but perpendicular to the actuating lever axis 4a.
  • the pivot axis, not shown, of the central locking lever 11 is here and preferably aligned parallel to the actuating axis 4a. Overall, this results in an arrangement in which, in particular, the actuating lever 4 and the pawl lever 7 can be nested in one another in a space-saving manner.
  • the operating lever 4 is an external operating lever of the motor vehicle lock, as discussed above, in the illustrated and therefore preferred exemplary embodiment, which can be operated via an external door handle 17 .
  • a door handle 17, in particular an outside door handle 17, is provided and that in any case the actuating lever 4, preferably also the clutch arrangement 6, is or are a component or components of the door handle 17 and/or is or are accommodated in the door handle 17 . are.
  • the actuating lever 4 is then preferably part of a handle of the door handle 17 or the handle itself.
  • the door handle 17, in particular the actuating lever 4 via the clutch arrangement 6, is then preferably driven by means of a Bowden cable or the like with the motor vehicle lock and there with the pawl 2 coupled or coupled via a possibly existing lock mechanism. All of the above explanations apply accordingly to such an embodiment.
  • Such a door handle 17, which has both the operating lever 4 and the clutch arrangement 6, is the subject of a further independent teaching.
  • the motor vehicle lock of the proposed motor vehicle lock arrangement is claimed as such. Reference may be made to all statements on the motor vehicle lock arrangement that are suitable for describing the motor vehicle lock as such. In particular, all explained variants of the proposed motor vehicle lock arrangement, insofar as they relate to the motor vehicle lock, can be applied accordingly to the further teaching.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
EP13742222.6A 2012-07-31 2013-07-26 Kraftfahrzeugschlossanordnung Active EP2880232B2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202012007312U DE202012007312U1 (de) 2012-07-31 2012-07-31 Kraftfahrzeugschlossanordnung
PCT/EP2013/065828 WO2014019960A2 (de) 2012-07-31 2013-07-26 Kraftfahrzeugschlossanordnung

Publications (3)

Publication Number Publication Date
EP2880232A2 EP2880232A2 (de) 2015-06-10
EP2880232B1 EP2880232B1 (de) 2017-03-08
EP2880232B2 true EP2880232B2 (de) 2023-08-30

Family

ID=48877246

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13742222.6A Active EP2880232B2 (de) 2012-07-31 2013-07-26 Kraftfahrzeugschlossanordnung

Country Status (11)

Country Link
US (1) US10132106B2 (es)
EP (1) EP2880232B2 (es)
JP (1) JP6316290B2 (es)
KR (1) KR101810303B1 (es)
CN (1) CN104797768B (es)
BR (1) BR112015002246B1 (es)
DE (1) DE202012007312U1 (es)
ES (1) ES2659576T5 (es)
IN (1) IN2015DN00766A (es)
MX (1) MX361170B (es)
WO (1) WO2014019960A2 (es)

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DE102016117279A1 (de) 2016-09-14 2018-03-15 Kiekert Ag Kraftfahrzeugtürschloss
DE102016121422A1 (de) * 2016-11-09 2018-05-09 Kiekert Ag Schloss für ein Kraftfahrzeug
DE102016121735A1 (de) 2016-11-14 2018-05-17 Kiekert Ag Schloss für ein Kraftfahrzeug
DE102017102549A1 (de) 2017-02-09 2018-08-09 Kiekert Ag Kraftfahrzeugschloss
DE102017103472A1 (de) 2017-02-21 2018-08-23 Kiekert Ag Kraftfahrzeugtürschloss
DE102017113880A1 (de) * 2017-06-22 2018-12-27 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
WO2019002928A1 (en) 2017-06-30 2019-01-03 Kiekert Ag MOTOR VEHICLE LOCKING SYSTEM WITH PYROTECHNIC BLOCKING DEVICE
DE102017127386A1 (de) 2017-11-21 2019-05-23 Kiekert Ag Kraftfahrzeugschloss
DE102018116313A1 (de) 2018-04-20 2019-10-24 Kiekert Ag Schloss für ein kraftfahrzeug
DE102018116325A1 (de) 2018-07-05 2020-01-09 Kiekert Ag Schloss für ein Kraftfahrzeug
DE102018127766A1 (de) 2018-11-07 2020-05-07 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
JP6972452B2 (ja) * 2018-12-05 2021-11-24 三井金属アクト株式会社 自動車用ドアラッチ装置
US11761248B2 (en) * 2018-12-13 2023-09-19 Kiekert Ag Latch for a motor vehicle
US11414896B2 (en) 2019-03-11 2022-08-16 Kiekert Ag Motor vehicle lock
DE102019109581A1 (de) 2019-04-11 2020-10-15 Kiekert Aktiengesellschaft Schloss für ein kraftfahrzeug
US11091210B2 (en) * 2019-06-21 2021-08-17 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft, Wuppertal Motor vehicle lock
DE102019117206A1 (de) 2019-06-26 2020-12-31 Kiekert Aktiengesellschaft Türschloss insbesondere kraftfahrzeugtürschloss
DE102019128664A1 (de) * 2019-10-23 2021-04-29 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschlossanordnung
DE102020102084A1 (de) 2020-01-29 2021-07-29 Kiekert Aktiengesellschaft Kraftfahrzeugschloss
DE102020114902A1 (de) * 2020-06-04 2021-12-09 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss
DE102020133064A1 (de) * 2020-12-10 2022-06-15 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Befestigung eines Seilzugelements an einem Kraftübertragungselement
DE102023132817A1 (de) * 2023-11-24 2025-05-28 Brose Schließsysteme GmbH & Co. Kommanditgesellschaft Kraftfahrzeugschloss für ein Verschlusselement eines Kraftfahrzeugs

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EP2880232A2 (de) 2015-06-10
DE202012007312U1 (de) 2013-11-04
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US20160024819A1 (en) 2016-01-28
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BR112015002246A2 (pt) 2017-07-04
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