EP3808925A1 - Lock for a door of a motor vehicle - Google Patents

Abstract

The invention relates to a lock (10) for an opening (4) of a motor vehicle (1) comprising a main mechanism (6) for moving a bolt (11) between an open position and a closed position in which the bolt (11) is configured to cooperate with a strike, the lock (10) comprising control means (12) for controlling the main mechanism (6), the control means (12) comprising: a plurality of secondary mechanisms (7) each connected to the main mechanism (6) for controlling it, a plurality of user interfaces (In, I1, I2, I3, I4), each being connected to one of the secondary mechanisms (7), configured to be actuated by a user and allowing the activation of the secondary mechanisms (7), the lock comprising an inhibition mechanism (13) configured to inhibit all the control means (12) of the main mechanism (6), from at least one activation means and deactivation (14, 14 ') forming a separate control of the mechan inhibition ism (13).

Description

The invention relates to a lock for a motor vehicle opening, in particular for a vehicle opening such as a door, a tailgate, or a trunk of a motor vehicle.

A motor vehicle lock is intended to be fixedly mounted on an opening of a motor vehicle and typically comprises a bolt intended to be moved, for example by pivoting during closing in one direction around a keeper fixed to the structure of the motor vehicle. in order to ensure the closing of the opening. The opening of the leaf is allowed by a reverse movement such as a rotation of the bolt in the opposite direction. The rotation in the opposite direction during the opening of the leaf follows the movement of the external or internal handle which is connected to the lock by a control means which generally acts on an opening lever in order to make the latter pivot. which in turn releases the bolt via a latching device in the desired direction.

In addition to the interior and exterior handles of the opening elements fitted to the vehicle, the authorization to open the lock is also controlled by the vehicle key, either mechanically or electrically by an electrical signal.

The locks generally comprise, in addition to a neutral unlocking function or state, several locking functions or states which are the external locking which makes it possible to prevent the opening of the lock only from outside the vehicle, the internal locking, known as "child safety", which makes it possible to prevent the opening of the lock only from inside the vehicle, and the so-called "deadlock" function which makes it possible to prevent the opening of the lock both from inside and from outside.

There are for example in the state of the art double-acting or triple-acting door locks. A double-acting lock has in particular a locking effect and an unlocking effect, which is connected to a control unit via three conductors, two of which are used for power transfer and one for information transfer. The so-called triple-acting door locks have two locking states, a first state of "locking" in which the door is locked and a second state of "deadlock" which corresponds to a locking mode in which the lock is unpickable and can only be unlocked by electric control.

In the doors of certain vehicles such as heavy goods vehicles or trucks, an additional function exists to protect the inviolability of users. Indeed, when a driver sleeps in his cabin, it happens that an attempt at inviolability takes place by attacking, for example, the exterior lock, the interior handle passing through the window cleaner, or the like.

To mitigate these attacks, and protect the driver as well as the contents of the cabin, or even the trailer, manufacturers add additional security by using an interface that allows the door to be locked, independently of the lock.

These additional interfaces block the door if it is opened. They are completely independent of the main door lock and are activated mechanically.

These additional solutions require a special interface on the door that is completely independent of the door lock. These interfaces can be activated without locking the lock, for example. This type of interface is known on demand DE102013001951 . These solutions are nonetheless intrusive in the cabin environment.

The invention aims to resolve all or part of these drawbacks by providing a lock for a motor vehicle opening which is simple and reliable, and by using a mechanism which is integrated into the lock while making it possible to protect and secure the user. 'external mechanical or electrical attacks.

The invention also aims to provide a solution which is not intrusive, which coexists with the functions of the lock in an activation cycle and which is upgradeable to centralized activation.

• une pluralité de mécanismes secondaires connectés chacun au mécanisme principal pour le commander,
• une pluralité d'interfaces utilisateur, chacune étant connectée à l'un des mécanismes secondaires, configurées pour être actionnées par un utilisateur et permettant l'activation des mécanismes secondaires,

To this end, the invention relates to a lock for a motor vehicle opening comprising a main mechanism for controlling a bolt, said bolt being movable between an open position and a closed position in which the bolt is configured to cooperate with a keeper. , the lock comprising control means for controlling the main mechanism which comprises the bolt, the control means comprising:

• a plurality of secondary mechanisms each connected to the main mechanism to control it,
• a plurality of user interfaces, each connected to one of the secondary mechanisms, configured to be actuated by a user and allowing the activation of the secondary mechanisms,

the lock comprising an inhibition mechanism configured to inhibit all the control means of the main and / or secondary mechanism, from at least one activation and deactivation means forming a separate control of the inhibition mechanism.

Thanks to the combination of these characteristics, a user has a centralized activation and deactivation means to inhibit from this said command, all the control means of the vehicle lock. This command is distinct in particular from the user interfaces connected to the secondary mechanisms.

The secondary mechanism controls the main mechanism. The user interfaces (In) make it possible to act on the secondary mechanisms to authorize them to control the main mechanism to release the bolt and open the lock.

In this way, and thanks to the combination of the characteristics of the present invention, a person who would like to open the vehicle manually by manipulating the interior or exterior handle, or to act in locking / unlocking the lock electrically from a signal emitted via an electrical harness or mechanically from the interface coming from the key, could in no case enter the vehicle without intervening on the activation and deactivation means, the latter being quite distinct from the control means of the main mechanism . In other words, the actuation of any one of the known user interfaces on the vehicle (handle, key in particular) has no effect on the main mechanism. This inhibition controlled by the inhibition mechanism can act either directly on the secondary mechanisms, and therefore indirectly on the main mechanism, or directly on the main mechanism, or even directly on some or all of the secondary mechanisms and on the main mechanism. In general, inhibition makes it possible to render ineffective all the actions performed on the user interfaces dedicated to these mechanisms.

According to an advantageous characteristic, the means for activating and deactivating the inhibition mechanism are configured to be located in the interior space of the vehicle, such as in the passenger compartment of the vehicle.

Advantageously, the deactivation means are mechanical, and the activation means are mechanical or electrical.

Again advantageously, the activation and deactivation means comprise at least one cable or a linkage connected to a mechanical interface, the mechanical interface being in translation such as a button or in rotation such as a lever. Such a mechanism is reliable, simple, compact and inexpensive.

According to one particular characteristic, the activation and deactivation means have a mechanical interface located directly on an exterior surface of the lock.

The exterior surface should be understood to mean the surface of the lock oriented towards the passenger compartment of the motor vehicle, offering its accessibility to the user.

The fact that the activation and deactivation means have a mechanical interface on the exterior surface of the lock allows a user to access and control these activation and deactivation means from the vehicle interior.

According to yet another particular technical characteristic, the lock is configured to be locked by the inhibition mechanism only if the opening of the vehicle is in a closed position.

• un pêne mobile entre une position d'emprisonnement d'une gâche et une position de libération d'une gâche,
• un cliquet mobile entre une position de blocage de sorte à retenir ledit pêne en position d'emprisonnement de gâche et une position escamotée dans laquelle le pêne est libre en rotation autour de son axe,

la serrure comprenant en outre un mécanisme de condamnation et/ou de supercondamnation configuré pour inhiber un cliquet du mécanisme principal.According to a particular technical configuration, the lock comprises:

• a bolt movable between an imprisonment position of a strike and a release position of a strike,
• a pawl movable between a locking position so as to retain said bolt in the keeper trapped position and a retracted position in which the bolt is free to rotate around its axis,

the lock further comprising a locking and / or deadlocking mechanism configured to inhibit a pawl of the main mechanism.

In such a configuration, the inhibition mechanism is preferably configured to inhibit the unlocking and / or unlocking mechanism (s) in addition to all the control means of the main mechanism, from the activation and deactivation means. , concomitantly.

According to another characteristic, the activation of the activation and deactivation means requires that the lock be locked.

According to yet another characteristic, the activation of the activation and deactivation means is carried out simultaneously with the locking and / or deadlocking.

• au moins une des interfaces utilisateurs comprend une clé du véhicule, et
• au moins un des mécanisme secondaires est configuré pour être activé par ladite clé du véhicule.

According to yet another characteristic:

• at least one of the user interfaces includes a vehicle key, and
• at least one of the secondary mechanisms is configured to be activated by said vehicle key.

According to yet another characteristic, the inhibition mechanism is configured such that a mechanical deactivation of the inhibition mechanism prevents the opening of the opening from the outside of the motor vehicle.

• [Fig. 1], un véhicule automobile de type camion ou poids lourd comprenant une serrure selon l'invention ;
• [Fig. 2], un schéma de principe du fonctionnement d'une serrure selon l'invention ;
• [Fig. 3], une vue des mécanismes secondaires et principal d'une serrure selon un mode de réalisation ;
• [Fig. 4], une vue des mécanismes secondaires et principal d'une serrure selon le mode de réalisation de la figure 4 ;
• [Fig. 5], une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée intérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 6], une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée intérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 7] une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée intérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 8], une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée extérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 9], une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée extérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 10], une vue détaillée du mécanisme secondaire configuré pour être actionné par une poignée extérieure du véhicule et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 11], une vue détaillée du mécanisme secondaire configuré pour être actionné par une clé, soit mécaniquement soit électriquement par un signal électrique, et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 12], une vue détaillée du mécanisme secondaire configuré pour être actionné par une clé, soit mécaniquement soit électriquement par un signal électrique, et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation
• [Fig. 13], du mécanisme secondaire configuré pour être actionné par une clé, soit mécaniquement soit électriquement par un signal électrique, et une partie du moyen d'inhibition agissant sur ce mécanisme secondaire, selon ce mode de réalisation ;
• [Fig. 14], une vue détaillée de deux moyens d'activation et de désactivation formant chacun une commande distincte du mécanisme d'inhibition, selon ce mode de réalisation ;
• [Fig. 15], une vue détaillée de deux moyens d'activation et de désactivation formant chacun une commande distincte du mécanisme d'inhibition, selon ce mode de réalisation ;
• [Fig. 16], une vue détaillée de deux moyens d'activation et de désactivation formant chacun une commande distincte du mécanisme d'inhibition, selon ce mode de réalisation ;
• [Fig. 17], une vue détaillée de la serrure permettant de comprendre comment, mécaniquement, l'activation des moyens d'inhibition sont interdits lorsque l'ouvrant du véhicule est ouvert ;
• [Fig. 18], une vue détaillée de la serrure permettant de comprendre comment, mécaniquement, l'activation des moyens d'inhibition sont interdits lorsque l'ouvrant du véhicule est ouvert ;
• [Fig. 19], une autre vue de la serrure selon l'invention, illustrant le caractère centralisé de la fonction d'inhibition par les moyens d'inhibition ;
• [Fig. 20], une autre vue de la serrure selon l'invention, illustrant le caractère centralisé de la fonction d'inhibition par les moyens d'inhibition ;
• [Fig. 21], une vue détaillée d'une partie du mécanisme d'inhibition au niveau de son actionnement par le moyen d'activation et de désactivation permettant d'illustrer une fonction mécanique de mémorisation du mécanisme d'inhibition selon un mode de réalisation ;
• [Fig. 23], une vue détaillée d'une partie du mécanisme d'inhibition au niveau de son actionnement par le moyen d'activation et de désactivation permettant d'illustrer une fonction mécanique de mémorisation du mécanisme d'inhibition ;
• [Fig. 24], une vue détaillée d'une partie du mécanisme d'inhibition au niveau de son actionnement par le moyen d'activation et de désactivation permettant d'illustrer une fonction mécanique de mémorisation du mécanisme d'inhibition ;
• [Fig. 25], une vue détaillée d'une partie du mécanisme d'inhibition au niveau de son actionnement par le moyen d'activation et de désactivation permettant d'illustrer une fonction mécanique de mémorisation du mécanisme d'inhibition ;
• [Fig. 22A], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22B], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22C], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22D], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22E], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22F], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22G], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22H], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 22I], une séquence de fonctionnement selon ce mode de réalisation ;
• [Fig. 26], un diagramme du fonctionnement d'une serrure et des moyens d'activation et de désactivation associés permettant de comprendre notamment l'activation, les interdictions et le déblocage ou désactivation de la fonction du mécanisme d'inhibition centralisé.

Other characteristics and advantages of the invention will emerge on reading the description which follows, given solely by way of example, with reference to the appended figures, which illustrate:

• [ Fig. 1 ], a motor vehicle of the truck or heavy vehicle type comprising a lock according to the invention;
• [ Fig. 2 ], a block diagram of the operation of a lock according to the invention;
• [ Fig. 3 ], a view of the secondary and main mechanisms of a lock according to one embodiment;
• [ Fig. 4 ], a view of the secondary and main mechanisms of a lock according to the embodiment of the figure 4 ;
• [ Fig. 5 ], a detailed view of the secondary mechanism configured to be actuated by an interior handle of the vehicle and a part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 6 ], a detailed view of the secondary mechanism configured to be actuated by an interior handle of the vehicle and a part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 7 ] a detailed view of the secondary mechanism configured to be actuated by an interior handle of the vehicle and a part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 8 ], a detailed view of the secondary mechanism configured to be actuated by an exterior handle of the vehicle and part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 9 ], a detailed view of the secondary mechanism configured to be actuated by an exterior handle of the vehicle and part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 10 ], a detailed view of the secondary mechanism configured to be actuated by an exterior handle of the vehicle and part of the inhibiting means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 11 ], a detailed view of the secondary mechanism configured to be actuated by a key, either mechanically or electrically by an electrical signal, and part of the inhibition means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 12 ], a detailed view of the secondary mechanism configured to be actuated by a key, either mechanically or electrically by an electrical signal, and part of the inhibition means acting on this secondary mechanism, according to this embodiment
• [ Fig. 13 ], of the secondary mechanism configured to be actuated by a key, either mechanically or electrically by an electrical signal, and part of the inhibition means acting on this secondary mechanism, according to this embodiment;
• [ Fig. 14 ], a detailed view of two activation and deactivation means each forming a separate control of the inhibition mechanism, according to this embodiment;
• [ Fig. 15 ], a detailed view of two activation and deactivation means each forming a separate control of the inhibition mechanism, according to this embodiment;
• [ Fig. 16 ], a detailed view of two activation and deactivation means each forming a separate control of the inhibition mechanism, according to this embodiment;
• [ Fig. 17 ], a detailed view of the lock making it possible to understand how, mechanically, the activation of the inhibiting means are prohibited when the opening of the vehicle is open;
• [ Fig. 18 ], a detailed view of the lock making it possible to understand how, mechanically, the activation of the inhibiting means are prohibited when the opening of the vehicle is open;
• [ Fig. 19 ], another view of the lock according to the invention, illustrating the centralized nature of the inhibition function by the inhibition means;
• [ Fig. 20 ], another view of the lock according to the invention, illustrating the centralized nature of the inhibition function by the inhibition means;
• [ Fig. 21 ], a detailed view of part of the inhibition mechanism at the level of its actuation by the activation and deactivation means making it possible to illustrate a mechanical function of memorizing the inhibition mechanism according to one embodiment;
• [ Fig. 23 ], a detailed view of part of the inhibition mechanism at the level of its actuation by the activation and deactivation means making it possible to illustrate a mechanical memorization function of the inhibition mechanism;
• [ Fig. 24 ], a detailed view of part of the inhibition mechanism at the level of its actuation by the activation and deactivation means making it possible to illustrate a mechanical memorization function of the inhibition mechanism;
• [ Fig. 25 ], a detailed view of part of the inhibition mechanism at the level of its actuation by the activation and deactivation means making it possible to illustrate a mechanical memorization function of the inhibition mechanism;
• [ Fig. 22A ], an operating sequence according to this embodiment;
• [ Fig. 22B ], an operating sequence according to this embodiment;
• [ Fig. 22C ], an operating sequence according to this embodiment;
• [ Fig. 22D ], an operating sequence according to this embodiment;
• [ Fig. 22E ], an operating sequence according to this embodiment;
• [ Fig. 22F ], an operating sequence according to this embodiment;
• [ Fig. 22G ], an operating sequence according to this embodiment;
• [ Fig. 10 p.m. ], an operating sequence according to this embodiment;
• [ Fig. 22I ], an operating sequence according to this embodiment;
• [ Fig. 26 ], a diagram of the operation of a lock and the associated activation and deactivation means making it possible to understand in particular the activation, the prohibitions and the unlocking or deactivation of the function of the centralized inhibition mechanism.

The figure 1 represents a vehicle 1 of the truck or heavy vehicle type. Such a vehicle generally comprises a towing or tractor carrier 2 incorporating a cabin for the driver of the vehicle 1 and designed to pull a trailer or semi-trailer 3.

It should be noted that the present invention can also be applied to VAN type vehicles, van cars or even motorhomes.

The vehicle 1 comprises in particular openings 4 allowing access to the cabin which generally includes a space to allow the driver to sleep in his vehicle 1. During these periods of rest in particular, a need exists to guarantee inviolability to the user. of his vehicle 1 so as to ensure both the safety of its user and prevent the theft of the vehicle 1 and / or the equipment it is transporting. This also applies to the openings 4 of the trailer 3 leading to the transported load.

The present invention aims to prevent this type of attack.

A lock 10 of a motor vehicle 1 is intended to be fixedly mounted on an opening 4 of a motor vehicle 1 and typically comprises a bolt 11 intended to be moved, for example by pivoting during closing in one direction around a strike (not illustrated) fixed to the structure of the motor vehicle 1 in order to ensure the closing of the opening 4.

The opening of the leaf 4 is permitted by a reverse movement such as a rotation of the bolt 11 in the opposite direction. The rotation in the opposite direction when opening the leaf 4 follows the movement of the external or internal handle 5 which is connected to the lock by a control means which generally acts on an opening lever in order to rotate the latter which in turn releases the bolt 11 via a hooking device in the desired direction.

In addition to the interior and exterior handles 5 of the opening elements fitted to the vehicle 1, the open or closed state of the lock 10 is also controlled by the vehicle key, either mechanically or electrically by an electrical signal to lock or unlock the opening of the vehicle. .

In other words, as shown schematically on the figure 2 , the opening of an opening 4 allowing access to the vehicle is effected by means of a plurality of user interfaces In, in particular the exterior handle 5 forming a first interface I1, an interior handle forming a second interfaces I2, and the vehicle key mechanically and electrically forming respectively a third and a fourth interface I4, I3.

More precisely, the lock 10 comprises a main mechanism 6 configured to move the bolt between an open position and a closed position in which the bolt 11 is itself configured to cooperate with the strike.

The lock 10 comprises control means 12 for controlling the main mechanism 6, the control means 12 comprising in particular these user interfaces I1, I2, I3, I4 as well as secondary mechanisms 7 mechanically connected to the main mechanism 6 to control it. The actuation of one of the interfaces I1, I2, I3, I4 by the user allows the activation of the corresponding secondary mechanism 7 which in turn controls, successively or concomitantly, the main mechanism 6 acting on the bolt 11 .

According to the invention, the lock 10 comprises an inhibition mechanism 13 configured to inhibit all the control means 12 of the main mechanism 6 from an activation and deactivation means 14 forming a separate control of the control mechanism. inhibition 13.

In this way, a user has a centralized activation and deactivation means 14 to inhibit from this said command, all the control means 12 of the lock 10. Thus, a person who would like to open the vehicle 1 manually by manipulating the interior or exterior handle 5, or unlocking electrically from a signal emitted via an electrical harness or mechanically from the interface coming from the key, could in no case enter the vehicle 1 without intervening on the activation and deactivation means 14. In other words, the actuation of any one of the user interfaces In known on the vehicle (handle, key in particular) has no effect on the main mechanism 6 when the inhibition mechanism 13 is activated.

The figures 3 and 4 illustrate views of the secondary 7 and main 6 mechanisms of a lock 10 according to one embodiment.

In these figures, the lock 10 comprises a pivoting bolt 11 intended to cooperate with a keeper (not shown). The bolt 11 is thus able to pivot about its axis A11 between an angular position of imprisonment of a keeper and a position of release of the keeper.

The bolt 11 preferably has the shape of a fork delimiting a notch 20 capable of receiving the keeper. In the closed position of the lock 10, the bolt 11 is locked in rotation by a pivoting pawl 8, preventing the rotation of the bolt 11. The pawl 8 of the main mechanism 6 is configured to be driven in rotation by a central opening lever 9. The central opening lever 9 is configured to bear on the pawl 8 directly or by means of a part which is integral with it and capable of moving said pawl 8 into its retracted angular position.

It should be noted that, in the lock 10 according to the invention, the pawl 8 is preferably associated with a spring-type return means (not shown) for returning the pawl 8 to the angular locking position.

In other words, the pawl 8 is able to pivot about its axis A8 between an angular locking position in which the pawl 8 is capable of cooperating in abutment with a notch of the bolt 11 so as to retain said bolt 11 in position. lock keeper and a retracted angular position in which the bolt 11 is free to rotate about its axis A11.

In addition, the bolt 11 is able to rotate about its axis of rotation A11 parallel to an axis of rotation A8 of the pawl 8. The central opening lever 9 is also able to rotate about a parallel axis of rotation A9. at A11 and A8. This makes it possible to improve the compactness of the lock according to the invention.

• la poignée 5 extérieure formant une première interface I1,
• une poignée intérieure (non illustrée) formant une seconde interfaces I2, et
• la clé du véhicule, autorisant mécaniquement et une commande électrique, autorisant électriquement, l'ouverture de l'ouvrant 4, formant respectivement une troisième et une quatrième interface I4, I3.

As described above, the opening of an opening 4 allowing access to the vehicle is done by means of a plurality of user interfaces In, in particular:

• the outer handle 5 forming a first interface I1,
• an interior handle (not shown) forming a second interfaces I2, and
• the vehicle key, mechanically authorizing and an electric control, electrically authorizing the opening of the leaf 4, respectively forming a third and a fourth interface I4, I3.

The actuation of one of the interfaces I1, I2, I3, I4 by the user enables the activation of the corresponding secondary mechanism 7 which in turn or concomitantly controls the main mechanism 6 acting on the bolt 11.

The actuation of the outer handle 5 forming a first interface I1 allows the drive of the secondary mechanism 71 which is associated with it.

More precisely, the first interface I1 comprises the exterior handle of the vehicle 1 associated with the lock 10.

The handle 5 is connected to a transmission cable (not shown) of the Bowden cable or rod type, making it possible to control the secondary mechanism 71. This transmission cable is connected at a first end to the external handle 5 in question and to a second end, to an opening lever 21 of the outer handle 5. The opening lever 21 is movable in rotation about an axis of rotation A21 which is here coaxial with the axis of rotation A9 of the central lever of opening 9.

The secondary mechanism 71 is configured so that the movement of the opening lever 21 controlled by the first interface I1 causes in its movement the central opening lever 9, this when the inhibition mechanism 13 is not activated c ' that is to say, it is not in a position to inhibit the control means 12 of the main mechanism. This inhibition mechanism 13 will be described in more detail below. Thus, the actuation of the first user interface causes the activation of the secondary mechanism 71 which is itself mechanically connected to the main mechanism 6 in order to control it and consequently to control the bolt 11.

Actuation of the interior handle forming a second interface I2 allows the secondary mechanism 72 which is associated with it to be driven.

More precisely, the second interface I2 comprises the interior handle (not shown) of the vehicle 1 associated with the lock 10.

The internal handle is connected to a transmission cable 30 of the Bowden cable or rod type, making it possible to control the secondary mechanism 72. This transmission cable 30 is connected at a first end to the associated internal handle and, at a second end, to an opening lever 31 of said interior handle.

This opening lever 31 is configured to drive, by means of a pin 32, an intermediate lever 33 which is configured to drive the central opening lever 9. The opening 31 and intermediate 33 levers are rotatably mounted. coaxial way around the same axis of rotation A31.

Thus, the actuation of the second user interface I2 causes the activation of the secondary mechanism 72 comprising in particular these levers 31, 33, said secondary mechanism 72 itself being mechanically connected to the main mechanism 6 to control it and therefore to control the bolt. 11.

Concerning the third interface I4, the lock comprises a secondary mechanism 74 to which it is connected.

This secondary mechanism 74 comprises a driver 40 electrically controlled and comprising a toothed wheel 41 driving and a driven wheel 42 coaxial, the wheel driving toothed gear 41 being adapted to drive the driven wheel 42 in rotation by means of a drive member formed by their rotation shaft.

The driver 40 is rotated by a motor 43 and worm 44 assembly known per se. The motor 43 is capable of rotating the worm in both possible directions of rotation. The rotation of the worm 44 is such as to make the driving toothed wheel 41 turn. Which wheel 41 is able to turn the driven wheel 42 which engages a rack 61 of a transfer lever 60 and which, by rotating, is able to move said transfer lever 60 in translation. This transfer lever 60 is for its part able to act on the first secondary mechanism 71 to move the central opening lever 9.

Concerning the fourth interface I3 formed by the barrel configured to receive the key's stem, the lock comprises a secondary mechanism 73 to which it is connected.

In a manner known per se, a conventional lock comprises on the one hand a fixed body called a stator, mounted integral with the closing mechanism and / or the opening, and on the other hand, a rotor forming a barrel, of generally cylindrical shape, nested in the fixed body and having a housing that can accommodate a key. A set of radially movable spangles retains or releases the rotor in rotation relative to the fixed body. The straws are displaced when a key is inserted into the rotor housing, and the rotor is released to rotate only when the key is compliant. It is then the rotation of the rotor which triggers the unlocking of the closing mechanism.

In this embodiment, the barrel is integral with a drive wheel 51 capable of rotating the driven wheel 52 by meshing it, the latter being configured to move the transfer lever 60 by means of a member of 'drive 53 integral with the driven wheel 52 and engaged with the transfer lever 60.

According to another embodiment, the connection between the lock and the lock 10 can be produced by a rod or a cardan joint.

As mentioned above, the transfer lever 60 is able to act on the first secondary mechanism 71 to move the central opening lever 9.

Each of these mechanisms will be described in more detail with reference to the figures which follow as well as the inhibition mechanism which acts on it.

The figures 5 , 6 and 7 , illustrate detailed views of the secondary mechanism 7 configured to be actuated by an interior handle I2 of the vehicle 1 and a part of the inhibition mechanism 13 acting on this secondary mechanism 7.

The internal handle I2 is connected to a transmission cable 30 of the Bowden cable type making it possible to control the secondary mechanism 72. This transmission cable 30 is connected at a first end to the associated interior handle and, at a second end, to a tab of an opening lever 31 of said interior handle movable in rotation about an axis A31.

This opening lever 31 is configured to drive, by means of a pin 32, an intermediate lever 33 which is configured to drive the central opening lever 9. The intermediate lever 33 is movable in rotation about an axis of rotation A33, coaxial with the axis A31 of rotation of the opening lever 31.

The pin 31 is engaged at a first part 331 of the intermediate lever 33 and has a second part 332 opposite the first part 331 with respect to the axis of rotation A33, the second part 332 being configured to cooperate with the central opening lever 9 to drive it in rotation and control the main mechanism 6. In particular, the pin passes through a window 333 of the first part 331 of the intermediate lever 33, this window having a substantially rectangular shape extending radially through report the axis of rotation A33 of said intermediate lever 33 so that the pin is free in translation in this window in this radial direction.

The lock comprises an inhibition mechanism 13 configured to inhibit all the control means of the main mechanism 6.

As regards the control means 12 formed by the second interface I2 and a second secondary mechanism 72, the inhibition mechanism 13 comprises an activation and deactivation means 14 of the push-button type (not shown). This button 14 is connected to a transmission cable 141 of the Bowden cable type making it possible to control the inhibition mechanism 13.

This transmission cable 141 is connected at a first end to the activation and deactivation means 14 and, at a second end, to an inhibition control lever 80 movable in rotation about an axis of rotation A80.

This inhibition control lever 80 is mechanically linked to a clutch release and clutch lever 81 of the secondary mechanism 72 by means of a connecting rod 82. More precisely, the inhibition mechanism 13 makes it possible, when it is activated. from the activation and deactivation button 14, to disengage the secondary mechanism 72 so as to inhibit this control means {I2, 72}.

The release and clutch lever 81 has an oblong window 810 configured to be traversed by a rotation shaft coaxial with the axis of rotation A31 of the opening lever 31 also coaxial with the axis of rotation A33 of the intermediate lever 33 .

Due to the oblong characteristic of this window 810, the clutch release and clutch lever 81 has both a degree of freedom in rotation around the axis of rotation A31, A33 and a degree of freedom in translation, according to a radial direction to this axis.

The clutch release and clutch lever 81 also has a generally circular groove 811 extending over a limited angular sector of less than 90 degrees, and here of the order of approximately 70 degrees. This groove 811 extends around an axis parallel to the axes A31 and A33, and not necessarily coaxial given the degree of mobility in translation of the part guided in the oblong window 810.

This groove 811 is dimensioned so as to be able to guide the pin 32 which passes through it. Thus, the width of the groove, corresponding to the dimension of the groove taken radially with respect to the center of its circular shape, corresponds at least locally to the diameter of the pin 32 which it receives.

The opening lever 31 is arranged between, and in particular interposed between the intermediate lever 33 and the clutch release and clutch lever 81.

The pin 32 passing through the intermediate lever 33 at its window 333 and the clutch release and clutch lever 81 at its groove 811, the pin 32 also passes through an opening 311 of the opening lever 31.

This opening 311 has, in a manner similar to the groove 811, a generally circular shape extending over a limited angular sector of less than 90 degrees. This opening 311 extends around the axis of rotation A31 forming the center of its circular shape.

This opening 311 forms a path for the pin along this angular sector around the axis A31 and has a notch 312 formed by a space open radially on the opening 311, the notch 312 being located radially outwardly of the opening 311 relative to the axis of rotation A31 and configured to grip the pin 32 when it is housed there.

• le câble de transmission 30 entraine en rotation le levier d'ouverture 31 autour de l'axe A31,
• le pion, enserré dans le cran 312 du levier d'ouverture 31 est déplacé et entraine dans son déplacement la rotation du levier intermédiaire 33, le pion étant également maintenu dans la fenêtre 333 dudit levier intermédiaire,
• la rotation du levier intermédiaire 33 entraine la rotation de sa deuxième partie 332 laquelle est configurée pour coopérer par un appui avec le levier central d'ouverture 9 pour l'entrainer en rotation et commander le mécanisme principal 6. Par ailleurs, pour activer le mécanisme d'inhibition 13, l'utilisateur procède comme suit :
• presse le bouton d'activation et de désactivation 14, déplaçant le câble de transmission 141 et entraînant la rotation du levier de commande d'inhibition 80 autour de son axe A80,
• la rotation du levier de commande d'inhibition 80 entraine la translation radiale du levier de débrayage et d'embrayage 81 auquel il est relié par la bielle 82, cette translation étant guidée par la fenêtre oblongue 810,
• La translation radiale du levier de débrayage et d'embrayage 81 entraine le déplacement radial du pion 32 du cran 312 vers l'ouverture 311,
• Une fois dans l'ouverture 311, celle-ci présentant une forme d'une portion circulaire, le pion est libéré de sa contrainte de la rotation du levier d'ouverture 31 ce qui positionne le deuxième mécanisme secondaire dans une position débrayée : la rotation dudit levier d'ouverture 31 dans cette position n'entraine donc plus la rotation du levier intermédiaire 33 et n'a alors plus d'effet sur le mécanisme principal 6, donc sur le pêne 11 : le mécanisme d'inhibition 13 en étant activé par l'utilisateur inhibe ce moyen de commande 12 du mécanisme principal 6.

When the inhibition mechanism 13 is inactive, the control means 12 are operational, that is to say that the actuation of the second user interface I2 causes the activation of the secondary mechanism 72, in particular:

• the transmission cable 30 rotates the opening lever 31 around the axis A31,
• the pin, clamped in the notch 312 of the opening lever 31 is moved and in its movement causes the rotation of the intermediate lever 33, the pin also being held in the window 333 of said intermediate lever,
• the rotation of the intermediate lever 33 causes the rotation of its second part 332 which is configured to cooperate by pressing with the central opening lever 9 to drive it in rotation and control the main mechanism 6. Furthermore, to activate the mechanism inhibition 13, the user proceeds as follows:
• press the activation and deactivation button 14, moving the transmission cable 141 and causing the rotation of the inhibition control lever 80 about its axis A80,
• the rotation of the inhibition control lever 80 causes the radial translation of the clutch release and clutch lever 81 to which it is connected by the connecting rod 82, this translation being guided by the oblong window 810,
• The radial translation of the clutch release and clutch lever 81 causes the radial displacement of the pin 32 of the notch 312 towards the opening 311,
• Once in the opening 311, the latter having the shape of a circular portion, the pin is released from its constraint of the rotation of the opening lever 31 which positions the second secondary mechanism in a disengaged position: the rotation of said opening lever 31 in this position therefore no longer causes the rotation of the intermediate lever 33 and then no longer has any effect on the main mechanism 6, therefore on the bolt 11: the inhibition mechanism 13 being activated by the user inhibits this control means 12 of the main mechanism 6.

Furthermore, it will be noted that the inhibition control lever 80 comprises a protuberance 801 configured to come into contact and bear against a predefined zone of a transfer lever 60 and which, when said inhibition control lever 80 is pivoted, it drives the transfer lever 60 in translation in its course.

An inhibition protuberance 802 also makes it possible to lock the transfer lever 60 once it has been translated. This protuberance 802 thus performs a function of blocking the transfer lever 60 after its translation to the inhibition position by the inhibition mechanism 13.

The figures 8 , 9 and 10 , illustrate detailed views of the secondary mechanism 7 configured to be actuated by an external handle 5 of the vehicle 1 and a part of the inhibition mechanism 13 acting on this secondary mechanism 7.

The outer handle 5 is connected to a transmission cable (not shown) of the Bowden cable type making it possible to control the first secondary mechanism 71. This transmission cable is connected at a first end to said outer handle 5 and to a second end, to an opening lever 21 of the outer handle 5, at a fixing interface 210 of the opening lever.

The opening lever 21 is movable in rotation about an axis of rotation A21 coaxial with the axis of rotation A9 of the central opening lever 9. The opening lever 21 has the shape of a hook, one end of which moves. said central opening lever 9 when the secondary mechanism 71 is activated by the first interface I1.

This movement, or drive of the central opening lever 9 is indirect, that is to say that an intermediate part is located between the opening lever 21 and the central opening lever 9, in particular interposed between these two levers 9. , 21 during this training. This intermediate part is a clutch and disengagement lever 22 movable in rotation about an axis of rotation A22, parallel to the axis of rotation A21, even coaxial with the axes A9 and A21 when the inhibition mechanism 13 is inactive. .

• le câble de transmission entraine en rotation le levier d'ouverture 21 autour de l'axe A21,
• le levier d'ouverture 21 entraine dans sa rotation, la rotation du levier d'embrayage et de débrayage 22 dont l'axe de rotation A22, à cette étape, est colinéaire aux axes de rotation A9 et A21,
• le levier d'embrayage et de débrayage 22 entraine en rotation le levier central d'ouverture 9 du mécanisme principal 6 pour commander ledit mécanisme principal 6. Par ailleurs, pour activer le mécanisme d'inhibition 13, l'utilisateur procède comme suit :
• presse le bouton d'activation et de désactivation 14, déplaçant le câble de transmission 141 et entraînant la rotation du levier de commande d'inhibition 80 autour de son axe A80,
• lorsque ledit levier de commande d'inhibition 80 est pivoté, celui-ci entraine dans sa course le levier de transfert 60 en translation par l'intermédiaire de l'excroissance 801 qui est en appui contre le levier de transfert 60,
• le levier de transfert, dans sa translation, emporte la translation du centre de rotation du levier d'embrayage et de débrayage 22 de sorte qu'il se déplace dans une position où il est écarté du chemin du levier d'ouverture 21 inhibant par le même temps ce mécanisme secondaire 71 et donc ce moyen de commande 12 du mécanisme principal 6.

A rotation shaft of the clutch and disengage lever 22 is mounted in an oblong window 62 of the transfer lever 60 so that, when the transfer lever 60 is moved by the inhibition mechanism 13, the latter drives in its displacement the translation of the center of rotation of the clutch and release lever 22 so that it moves into a position (not shown) where it is away from the path of the opening lever 21. In this case, the mechanism secondary 71 is in the disengaged position, actuation of the first interface rotates the opening lever 21 of the first secondary mechanism which does not drive the central opening lever 9 of the main mechanism 6. The secondary mechanism 71 n ' then has more effect on the main mechanism 6, therefore on the bolt 11: the inhibition mechanism 13, being activated by the user, inhibits this control means 12 of the main mechanism 6. In other words, when the inhibition mechanism 13 is ina ctif, the control means 12 are operational, that is to say that the actuation of the first user interface I1 causes the activation of the first associated secondary mechanism 71, in particular:

• the transmission cable drives the opening lever 21 in rotation around the axis A21,
• the opening lever 21 causes in its rotation, the rotation of the clutch and disengagement lever 22 whose axis of rotation A22, at this stage, is collinear with the axes of rotation A9 and A21,
• the clutch and disengagement lever 22 rotates the central opening lever 9 of the main mechanism 6 to control said main mechanism 6. Furthermore, to activate the inhibition mechanism 13, the user proceeds as follows:
• press the activation and deactivation button 14, moving the transmission cable 141 and causing the rotation of the inhibition control lever 80 about its axis A80,
• when said inhibition control lever 80 is pivoted, the latter causes the transfer lever 60 in its travel in translation via the protuberance 801 which bears against the transfer lever 60,
• the transfer lever, in its translation, carries the translation of the center of rotation of the clutch and release lever 22 so that it moves into a position where it is moved away from the path of the opening lever 21 inhibiting by the at the same time this secondary mechanism 71 and therefore this control means 12 of the main mechanism 6.

The figures 11 , 12 and 13 , illustrate detailed views of the secondary mechanisms configured to be actuated by a key, either mechanically or electrically by an electrical signal, and part of the inhibition mechanism 13 acting indirectly on these secondary mechanisms, according to this embodiment.

The key is configured to operate the secondary mechanisms 73, 74 of the lock 10.

The third secondary mechanism 74 comprises a driver 40 electrically controlled and comprising a driving toothed wheel 41 and a driven wheel 42 coaxial, the driving toothed wheel 41 being able to drive the driven wheel 42 in rotation by means of a drive member formed. by their common rotation shaft.

The driver 40 is rotated by a motor 43 and worm 44 assembly known per se. The motor 43 is capable of rotating the worm in both possible directions of rotation. The rotation of the worm 44 is such as to make the driving toothed wheel 41 turn. Which wheel 41 is able to turn the driven wheel 42 which engages the rack 61 of the transfer lever 60 and which, by turning, is suitable in translating said transfer lever 60. This transfer lever 60 is itself able to act on the first secondary mechanism 71 to move the central opening lever 9.

The motor is electrically controlled by the user's key. The key also comes to cooperate mechanically with the fourth interface I3 formed by the barrel configured to receive the shank of the key, the lock comprises a secondary mechanism 73 to which it is connected.

The barrel is integral with a drive wheel 51 capable of rotating the driven wheel 52 by meshing it, the latter being configured to move the wheel. transfer lever 60 by means of a drive member 53 integral with the driven wheel 52 and in engagement with the transfer lever 60.

As mentioned above, the transfer lever 60 is able to act on the first secondary mechanism 71 to move the central opening lever 9.

As has been described previously, the inhibition control lever 80 comprises a protuberance 801 driving the transfer lever 60 in its travel in translation when the activation and deactivation means 14 is controlled, and drives the control lever in rotation. inhibition control 80 and a protuberance 802 to block said transfer lever 60 after its translation to the inhibition position by the inhibition mechanism 13.

The blocking of this transfer lever 60 here ensures the inhibition of these third and fourth secondary mechanisms and therefore of the control means 12 of the main mechanism 6 at these interfaces I3 and I4. In fact, in the locked position of the inhibition mechanism 13, the transfer lever 60 being blocked in translation, the rotation of the motor shaft 43 and the rotation of the barrel have no effect on said transfer lever 60.

The figures 14 , 15 and 16 illustrate detailed views of two activation and deactivation means 14 each forming a separate control of the inhibition mechanism 13, according to this embodiment.

As has been described below, the inhibition mechanism 13 comprises a push-button type activation and deactivation means 14 (not shown), located on the outer surface 15 of the lock 10. This button 14 is connected. to a transmission cable 141 of the Bowden cable type making it possible to control the inhibition mechanism 13. This transmission cable 141 is connected at a first end to the activation and deactivation means 14 and, at a second end, to a lever Inhibition control 80 movable in rotation about an axis of rotation A80.

A second activation and deactivation means 14 'is located at the level of the inhibition control lever 80.

Indeed, it is a rotary pin 142, located on the outer surface 15 of the lock 10, comprising a head 143 having a recess 144 capable of receiving the shank of the key so that, when the shank is housed in this cavity 144, the rotation of the key, and therefore of the rod, causes the rotation of the rotary pin 142.

The rotary pin 142 further comprises a transmission member 145 engaged in a housing 146 of the disengagement and clutch lever 81 of the secondary mechanism 72 so that the rotation of the rotary pin 142 causes the rotation of the disengaging and clutch lever. clutch 81, this without having to act on the inner handle of the leaf.

It should be noted that the second activation and deactivation means 14 ′ can be a pin activated directly by the hand of the user.

The presence of two activation and deactivation mechanisms 14 and 14 'provides additional security in the event of failure of one of them.

Furthermore, the activation and deactivation means 14, 14 'of the inhibition mechanism 13 are located in the interior space of the vehicle, such as in the passenger compartment of the vehicle.

Indeed, in the case of heavy goods vehicles, the user who wants to protect himself from any aggression or any attempt to intrude the vehicle can be in his cabin in complete safety and order, centrally with one of the means of activation and deactivation 14, 14 ', the inhibition of all vehicle access interfaces.

Such activation and deactivation means 14, 14 'are also discreet and are not as intrusive as those known from the prior art.

These activation and deactivation means 14, 14 'are here mechanical (button connected to a linkage or rotary pin).

Whatever the embodiment chosen, it will be noted that the activation means and the deactivation means can be distinct. They can also be electric.

In this case, and to further increase the safety of the user, only the activation means can be electrical, the deactivation means preferably being mechanical still guaranteeing the inviolability of access to the vehicle 1.

The figures 17 and 18 illustrate detailed views of the lock making it possible to understand how, mechanically, the activation of the inhibition mechanism 13 is prohibited when the opening of the vehicle 1 is open.

This function helps prevent the user from being trapped outside his vehicle. Indeed, the pivoting bolt 11 is intended to cooperate with a keeper (not shown). The bolt 11 is thus able to pivot about its axis A11 between an angular position of imprisonment of a keeper and a position of release of the keeper.

The bolt 11 comprises a locking tab 111 configured to come on the path of the transfer lever 60, at a locking zone 63 of said transfer lever 60, this when the bolt 11 is in the striker release position, to know when the sash is open or able to be opened, thus blocking any translation of the transfer lever 60.

The transfer lever 60 being locked in this position of the bolt 11, the inhibition control levers 80 and the disengagement and clutch 81 actuated by the means activation and deactivation 14, 14 'are therefore not operational, thus preventing the activation of the inhibition mechanism 13 when the opening is open.

In this way, the lock 10 is thus configured to be locked by the inhibition mechanism 13 only if the opening of the vehicle is in a closed position.

It will be noted that any mechanism for blocking the transfer lever 60 or more generally any mechanism for blocking the inhibition mechanism 13 as a function of the position of the leaf can perform an equivalent function.

Thanks to such a lock mechanism 10 and thanks to such inhibiting means, it is therefore possible to lock said lock 10 centrally at the level of a control 14, 14 '.

The invention therefore makes it possible, by activating the inhibition mechanism 13, to simultaneously lock (prevent opening from the outside) of the lock (s) of the vehicle.

Thus, all the secondary mechanisms 7 connected to each of the interfaces I1, I2, I3 and I4 (see figure 19 for example) are thus inhibited and are no longer operational when the inhibition mechanism 13 is activated by the user in the cabin of his vehicle 1.

It will be noted that the inhibition mechanism 13 can be assisted electronically. For example, the lock may have 600 sensors (see figures 19 and 20 for example) making it possible to ensure the correct position of the parts, in particular of the bolt 11 or of the transfer lever 60 for example.

The figures 21 , 22 , 23 , 24 and 25 illustrate detailed views of a part of the inhibition mechanism 13 at the level of its actuation by the activation and deactivation means 14, located on the outer surface 15 of the lock 10, making it possible to illustrate a mechanical memorization function of the inhibition mechanism 13 and an operating sequence (see figures 22A, 22B , 22C, 22D, 22E, 22F, 22G, 22H and 22I ), according to one embodiment.

In a similar manner to what has been described previously, the activation and deactivation means 14 drives the rotation of the inhibition control lever 80 about its axis A80, the lever driving at the same time during its rotation the protuberance 801, which moves the transfer lever 60 in translation along an axis substantially perpendicular to the force exerted by the cable 141 on the inhibition control lever 80.

Radially between the axis A80 around which the inhibition control lever 80 pivots and the connection between the transmission cable 141, is located a window 803 substantially oblong inside which a maneuvering pin 92 of a locking lever 90 cooperates.

This locking lever is configured to translate along an axis orthogonal to the translation axis of the transfer lever 60.

A torsion spring 91 is interposed between the locking lever and the inhibition control lever 80 and makes it possible to exert a stress on the locking lever 90 tending to push it towards the transfer lever 60.

As the inhibition control lever 80 is rotated during actuation of the inhibition mechanism 13, the locking lever 90 is translated to the transfer lever 60 (see figures 21, 22A, 22B and 22C ) until it comes into contact and abuts against a sliding surface 64 of said transfer lever 60, this being constrained by the spring 91 (see figures 22D, 22E and 22F ).

This sliding surface 64 is located on a step or a step 65 so that, still during the rotation of the inhibition control lever 80, the protuberance 801 moves the transfer lever 60 in translation until the lever blocking 90, then in contact and in abutment against this sliding surface 64, reaches the limit of this recess 65 (see figure 22G ) and, once this limit has been reached, it continues its translation in a hollow 66 delimited by this recess 65 to lodge there (see figures 22H and 22I ). By being housed therein, the blocking lever 90 ensures a blocking of the transfer lever 60, preventing it from returning to its initial position after its translation caused by the activation of the inhibition mechanism 13 by the mechanical actuation and user manual button 14.

In the event of a mechanical unlocking attempt at the level of the key cylinder or by an electrical impulse in the motor, the locking lever is then forced between a fixed structure S and the recess 65 of the transfer lever 60 (see figure 25 ). The inhibition mechanism 13 is further configured so that the reverse rotation of the inhibition control lever 80 towards a deactivation, does not cause in its course the reverse translation of the transfer lever 60.

Indeed, the window 803 of the inhibition control lever 80 has a larger dimension than the maneuvering pin 92 of the locking lever 90. Thus, this maneuvering pin 92 bears against a driving edge of this window 803. to drive the locking lever 90 in translation, but there is then a clearance J (see figure 21 ) between said maneuvering pin 92 and an edge opposite of said window 803 to the driving edge so that when the inhibition control lever 80 returns to position, the pin does not take support from the start of its translation against this opposite edge and does not cause the reverse translation of the locking lever 90 during a initial race. Such play makes it possible, in the blocked position of the blocking lever 90, by direct actuation during an attempted break-in, for example, not to cause the reverse rotation of the inhibition control lever 80.

Furthermore, the torsion spring 91 keeps the locking lever 90 in locking against the transfer lever 60.

Once the reverse rotation of the inhibition control lever 80 towards an inactivation position, and the play of the window 803 has been taken, the operating pin 92 is then driven by the window 803 and returns the locking lever 90 in inactive position. However, the reverse rotation of the inhibition control lever 80 causes the protuberance 801 in its rotation which in this direction of rotation has no effect on the translation of the transfer lever 60. In this way, the deactivation of the inhibition mechanism 13 leaves the lock condemned since the transfer lever remains in its translated position, the opening remaining disengaged.

The figure 26 illustrates a diagram of the operation of a lock and the associated activation and deactivation means making it possible to understand in particular the activation, the prohibitions and the unlocking or deactivation of the function of the centralized inhibition mechanism.

The states E1, E2, E3, E4 and E5 designate states of the lock at a given time of operation, while the references A1 to A17 correspond to actions on the part of the user on the lock.

Let us consider that a user acts on the lock 10 of the vehicle in an initial state E1 corresponding to a state in which the lock is unlocked, open, that is to say that the bolt of the lock is not retained by the pawl, and the unlocked interior opening (for example an unlocked child safety device). In this case, the activation A1 of the inhibition mechanism 13 of the control means 12, as the locking A2 of the lock 10 is not possible given the open state of the lock, it is then necessary to close the lock by an action A3 to change its state to state E2.

This state E2 corresponds to a state in which the lock is unlocked, closed, ie the bolt of the lock is retained by the pawl, and the interior opening is unlocked. It is therefore understood that the actions of exterior opening A4 as interior A5 return the lock to state E1 while its locking A6 drives the lock 10 into a new state E3 in which the lock is locked, closed, the interior opening unlocked. , a user in the vehicle being able to exit. The activation of the control means 12 of the inhibition mechanism 13 can be carried out when the lock is in state E2 or in state E3. These activations A7 and A8 cause the lock to enter a new successive state E4 in which the lock is locked, closed, the interior opening locked. In this state, all the control means 12 of the main mechanism are then inhibited and no action on one of the control means 12 has any effect on the lock 10. In other words, the actuation A9 of the outside handle, that of the inside handle A10, the electrical release A11 or the mechanical release A12 with the key cannot change the state of the lock 10.

The only action A13, preferably mechanical on the lock in state E4, consisting in deactivating the inhibition mechanism 13 of the control means 12, for example by a button located in the interior space of the vehicle cabin, make it possible to modifying the state of the lock 10 to a state E5 similar to the state E3 in which the lock 10 is locked, closed, the interior opening unlocked, a user in the vehicle being able to exit.

Once in this state E5, an electrical unlocking A14 or mechanical unlocking A15 with the key returns the lock 10 directly to the state E2 while an opening from the inside A17, then unlocked, drives the lock to its initial state E1.

In this same state E5, it will be noted that the lock being in a state locked from the outside, an action A16 tending to open the lock from the outside of the vehicle will have no effect and will leave the lock in its state E5.

Indeed, the invention allows, by making a mechanical deactivation of the inhibition mechanism 13, to remain locked (prevent opening from the outside) since by deactivating the function of the centralized inhibition mechanism, the external opening remains disengaged and by pulling on the handle, nothing happens.

• de condamner la serrure (empêcher l'ouverture par l'extérieur) via un faisceau électrique par exemple et ensuite d'activer la fonction d'inhibition centralisée du mécanisme d'inhibition 13 pour inhiber tous les moyens de commande 12 ;
• en activant le mécanisme d'inhibition 13, de faire de manière concomitante une condamnation (empêcher l'ouverture par l'extérieur) ;
• en faisant une désactivation mécanique du mécanisme d'inhibition 13, de rester condamné : en effet, en désactivant le mécanisme d'inhibition 13, l'ouverture extérieure reste débrayée et en tirant sur la poignée, il ne se passe rien.

Thanks to the present invention, such a solution allows:

• to block the lock (prevent opening from the outside) via an electrical harness for example and then to activate the centralized inhibition function of the inhibition mechanism 13 to inhibit all the control means 12;
• by activating the inhibition mechanism 13, to carry out a simultaneous lockout (prevent opening from the outside);
• by making a mechanical deactivation of the inhibition mechanism 13, to remain locked: in fact, by deactivating the inhibition mechanism 13, the exterior opening remains disengaged and by pulling on the handle, nothing happens.

The invention is described in the foregoing by way of example. It is understood that a person skilled in the art is in a position to produce various variant embodiments of the invention without however departing from the scope of the invention.

Claims (11)

Lock (10) for an opening (4) of a motor vehicle (1) comprising a main mechanism (6) for controlling a bolt (11), said bolt being movable between an open position and a closed position in which the bolt (11) is configured to cooperate with a strike, the lock (10) comprising control means (12) for controlling the main mechanism (6), the control means (12) comprising: - a plurality of secondary mechanisms (7) each connected to the main mechanism (6) to control it, - a plurality of user interfaces (In, I1, I2, I3, I4) each being connected to one of the secondary mechanisms (7), configured to be actuated by a user and allowing the activation of the secondary mechanisms (7) , the lock (10) comprising an inhibition mechanism (13) configured to inhibit all the control means (12) of the main mechanism (6), from at least one activation and deactivation means (14, 14 ') forming a control distinct from the inhibition mechanism (13). Lock (10) according to claim 1, characterized in that the activation and deactivation means (14, 14 ') of the inhibition mechanism (13) are configured to be located in the interior space of the vehicle (1) , such as in the passenger compartment of the vehicle. Lock (10) according to one of claims 1 or 2, characterized in that the deactivation means are mechanical, and in that the activation means are mechanical or electrical. Lock (10) according to one of the preceding claims, characterized in that the activation and deactivation means (14, 14 ') comprise at least one cable (141) or a linkage connected to a mechanical interface, the interface mechanical being in translation such as a button or in rotation such as a lever. Lock (10) according to one of the preceding claims, characterized in that the activation and deactivation means (14, 14 ') have a mechanical interface located directly on an outer surface (15) of the lock (10). Lock (10) according to any one of the preceding claims, characterized in that it further comprises: - a bolt (11) movable between a locking position of a strike and a release position of a strike, - A movable pawl between a locking position so as to retain said bolt (11) in the keeper imprisonment position and a retracted position in which the bolt (11) is free to rotate about its axis (A11), the lock (10) further comprising a locking and / or deadlocking mechanism configured to inhibit a pawl (8) of the main mechanism (6). Lock (10) according to claim 6, characterized in that the inhibition mechanism (13) is configured to inhibit the unlocking and / or unlocking mechanism (s) in addition to all the control means of the main mechanism, to from the activation and deactivation means, concomitantly. Lock (10) according to any one of the preceding claims, characterized in that the activation of the activation and deactivation means (14) requires that the lock be locked. Lock (10) according to any one of claims 6 to 8, characterized in that the activation of the activation and deactivation means (14) is carried out simultaneously with the locking and / or deadlocking. Lock (10) according to any one of the preceding claims, characterized in that : - at least one of the user interfaces (I3, I4) includes a vehicle key, and - at least one of the secondary mechanisms (7) is configured to be activated by said vehicle key. Lock (10) according to any one of the preceding claims, characterized in that the inhibition mechanism (13) is configured such that a mechanical deactivation of the inhibition mechanism (13) prevents the opening of the opening (4) from the outside of the motor vehicle (1).

Images