[0001] This invention relates to a lock for a door of a motor vehicle, and more particularly
to an electrically operated lock for a motor vehicle and to a method of control of
the lock itself.
[0002] As is well known, conventional locks comprise a locking device, a mechanical operating
device capable of being connected to the manual control components associated with
the door, such as the exterior handle, the interior handle and the knob for switching
on the security function, and capable of interacting with the locking device to control
or inhibit its release, and an electrically operated actuating device for switching
the security function on and off.
[0003] Locks are also known in which there is a second electric actuator to control the
release of the lock itself. These locks are however very complex and expensive, both
because of the additional costs introduced by the second actuator and because of the
large number of mechanical components of which they are made up.
[0004] The object of this invention is to produce an electrically operated lock which does
not have the disadvantages of the known locks specified above, which in particular
allows release by means of an electric operation but which is relatively simple and
inexpensive.
[0005] The object outlined above is achieved by this invention in that it relates to an
electric lock according to claim 1.
[0006] For greater understanding of this invention, a preferred embodiment is described
below simply as a non-exhaustive example and with reference to the attached diagrams
in which:
figure 1 is a front elevation view of a lock for a motor vehicle produced according
to this invention;
figure 2 illustrates schematically a front door of a motor vehicle fitted with the
lock of the invention and a control system for the lock itself;
figures 3, 4 and 5 are views in side elevation and in part section of the lock in
figure 1;
figure 6 is a perspective view with parts removed for clarity of an operating device
for the lock in figure 1;
figure 7 is a perspective view of the lock in figure 1 broken down into its component
parts; and
figure 8 is a logic block diagram illustrating the operation of the control system
in figure 2.
[0007] With reference to figure 1, a lock for a front door 2 (figure 2) of a motor vehicle
is given the overall reference 1. The lock 1 comprises essentially a locking unit
3 and an operating unit 4 which are assembled together to form a single body.
[0008] The locking unit 3 comprises a locking mechanism 5 housed in a casing 5a. More particularly,
the locking mechanism 5 comprises a fork 6 that can rotate around its own axis 7 and
capable of interacting with a striker 8 secured to an upright of the door 2 (not illustrated)
and a check 9 that can rotate around an axis 10. The fork 6, in a known manner, can
move between a release position (not illustrated) in which it permits the entry of
the striker 8 into its own seat 13, and a locking position (illustrated in figure
1) in which it locks the striker 8 inside the seat 13; the fork 6 is pushed towards
its own release position by a spring which is not illustrated. The check 9 is capable
of co-operating with the fork 6 to lock it in the position of engagement with the
striker 8 and is subjected to a load in the direction of the fork 6 itself by a spring
which is not illustrated. The check 9 carries integrally an operating pin 12 (figures
3-5) parallel to the axis 10 and capable of interacting with the operating unit 4,
as described below, to receive release forces from it.
[0009] The operating unit 4, illustrated in greater detail in figures 3 to 7, comprises
essentially a external casing 15 constituted by a body 16 and a cover 17 (figure 7),
and an operating device 18 housed inside the casing 15.
[0010] This device comprises essentially a geared motor 19 for the electric operation of
the lock 1, a pair of levers 20, 21 for emergency manual operation of the lock itself,
respectively from inside and outside the door 2, a release lever 23 capable of interacting
with the locking mechanism 5, and a transmission lever 24 capable of transmitting
the operations from the geared motor 19 to the release lever 23.
[0011] The geared motor 19 comprises an electric motor 19a housed in the body 16 of the
casing 15, and a multi-stage gear reduction unit 19b, fitted with an output toothed
wheel 42 (figure 7). The geared motor 19 is also fitted with an electrical connector
19c, the insulating casing of which is obtained in one piece with the casing 15.
[0012] The interior operating lever 20 has an end 26 (figure 7) hinged to a pivot 27 with
axis A carried by the casing 15 of the operating unit 4 and protrudes from the casing
15 itself via an opening 25 in the same with its own opposite end 28 capable of being
connected in use to an interior handle 29 of the door 2 by means of a tie-rod 30 (figure
2).
[0013] The lever 20 also has a substantially S-shaped slot 31 (figures 5 and 6), comprising
an intermediate portion 32 which is substantially radial and two portions 33a, 33b
circumferential in relation to the pivot 27, arranged as radii respectively smaller
and larger than the pivot itself and extending from opposite ends in relation to the
intermediate portion 32. In particular, with reference to figures 3, 4 and 5, the
portions 33a and 33b extend respectively clockwise and anti-clockwise in relation
to the intermediate portion 32. The intermediate portion 32 defines a shoulder 32a
facing the portion 33a.
[0014] The lever 20 is subjected to a load by a spring 20a (figure 7) which holds it in
the rest position in figures 3, 4 and 5, in which it co-operates against a ridge 25a
defined by one end of the opening 25.
[0015] The transmission lever 24 is hinged to the pivot 27 and comprises a first arm 41
fitted with a toothed sector 41a which engages with the output wheel 42 (figure 7)
of the gear reduction unit 19b and a second arm 43 opposite the first arm 41, from
which extend, in parallel with the axes A and B and towards the cover 17 of the casing
15, a transmission pivot 44 and a pin 45. The transmission lever 24 also comprises
a pivot 46 which extends from an opposite face of the second arm 43 (that is, towards
the body 16).
[0016] The exterior operating lever 21 is hinged to a second pivot 34 (figure 7) with axis
B parallel to the axis A, and is substantially L-shaped, defined by a first arm 35
and by a second arm 36 which are substantially radial in relation to the second pivot
34.
[0017] The first arm 35 protrudes from the casing 15 through an opening 39 in the same and
is capable of being connected, in use, to a key block 37 of the door 2 of the motor
vehicle by means of a tie-rod 38 (figure 2).
[0018] The second arm 36 is capable of interacting with the pivot 46 of the transmission
lever 24.
[0019] The lever 21 is held by a spring 21a (figure 7) in the rest position illustrated
in figures 3, 4 and 5, in which the arm 35 strikes against a stop 39a defined by one
end of the opening 39.
[0020] The release lever 23 comprises an intermediate portion 47, an appendix 48 extending
as a projection from one end of the portion 47 and constituting the output member
of the operating unit 4, and an arm 50 extending transversely from an opposite end
of the portion 47, from which a guide pin 51 extends towards the cover 17 of the casing
15.
[0021] The portion 47 has a longitudinal slot 52, which is aligned with the pin 51 and is
engaged, so as to slide, with the pivot 27. The arm 50 has a groove 53, which is longitudinal
in relation to the arm itself (that is, substantially orthogonal to the slot 52) and
is engaged, so as to slide, with the pivot 44 of the transmission lever 24; from the
arm 50 there also extends, in proximity to the pin 51 but on the opposite side of
the arm itself, a second pin 54 which engages with the S-shaped slot 31 of the interior
operating lever 20.
[0022] The pin 51 engages, so as to slide, with a guide 56 which is produced integrally
in the cover 17. More particularly, the guide 56 has an L-shaped travel and comprises
a radial section 57 and a circumferential section 58 extending from one end of the
section 57 turned towards the axis of the pivot 27 (clockwise with reference to figures
3, 4 and 5).
[0023] The appendix 48 is capable of protruding from the casing 15, as will be described
in more detail below, through a side opening 59 in the same, so as to interact with
the operating pin 12 of the check 9 (figures 4 and 5).
[0024] The release lever 23 is held in an angular rest position (figures 3 and 4), in which
the pin 51 co-operates with one edge of the radial section 57 of the guide 56, by
a traction spring 63 interposed between the appendix 48 and the casing 15.
[0025] The operating unit 4 has a signalling module 60 which comprises a plastic body 64
housing a plurality of microswitches 65, 66 for the detection of the position of the
members of the lock.
[0026] In particular, the microswitch 65 is associated with a control lever 67 capable of
being intercepted by the pin 45 of the transmission lever 24 so as to change the switch
itself to an intermediate position (figure 4) on the angular travel of the lever 24
corresponding to the condition of enabling release, as will be described in more detail
below.
[0027] The microswitch 66 is associated with a second control lever 68, which protrudes
from the casing 15 of the operating unit 4 to interact with the fork 6 and detect
its position so as to change the microswitch 66 close to the complete locking position
of the fork.
[0028] The signalling module 60 also comprises an electrical connector 69 for connection
to the electrical system of the vehicle, the insulating casing of which is made integrally
with the body 64 of the module 60 itself.
[0029] Figure 2 illustrates a control system 70 for the lock 1.
[0030] The system 70 comprises essentially an electronic control unit 71, for example with
a microprocessor, which receives a plurality of input signals of a logical type from
elements which detect the operating state of the lock 1 and operating parameters of
the vehicle related thereto. This unit 71 is capable of generating an output signal
c1 which controls the electric motor 19a.
[0031] In particular, the control unit 71 receives a signal s1 from a microswitch 74 associated
with the interior handle 29 of the door 2 assuming a high logical level (s1 equal
to 1) when the handle 29 is operated, a second signal s2 from a push-button 76 for
releasing the lock 1 from outside the door 2 assuming a high logical level (s2 equal
to 1) when the push-button 76 is operated, a third signal s3 from a push-button 77
positioned inside the passenger compartment and capable of switching the security
function on/off, a signal s4 from an inertia switch 78 assuming a high logical level
(s4 equal to 1) in the event of an impact, a signal s5 from a microswitch 79 which
can be operated by means of the key block 37 and a signal s6 from an on-board receiver
80 associated with a remote control 81 capable of switching the security and dead
lock functions on/off, a signal s7 from the microswitch 66 of the signalling module
60 capable of assuming a high logical level (s7 equal to 1) when the fork 6 is not
in the locking position, a signal s8 from the microswitch 65 of the signalling module
60, the value of which changes in relation to the intermediate position in figure
4 of the transmission lever 24, and a signal s9 from a speed sensor 72 assuming a
high logical level (s9 equal to 1) when the vehicle is in motion.
[0032] The control unit 71 is also capable of generating output signals c2, c3 for the control,
respectively, of a door-open indicator light 84 and an audible warning signal 85.
[0033] The operation of the lock 1 is as follows.
[0034] Under normal operating conditions, the operation of the lock 1 is purely electrical.
The levers 20, 21 for manual operation from inside and from outside are used only
in emergency conditions, as will be explained in more detail below, or in the event
of an electrical system failure.
[0035] The "security" function, that is, the function which inhibits release of the door
2 from outside the vehicle, is carried out electronically, and corresponds to the
inhibition of the operation of the electric motor 19a in response to the operation
of the push-button 76 for release from outside, using the control unit 71, when this
function is activated.
[0036] The operation is described starting from the operating position in figure 3, in which
the lock 1 is locked and the dead lock function, that is, the function which also
inhibits release from inside, is activated.
[0037] In this state, the transmission lever 24 is in its own end-of-travel position (anticlockwise
with reference to figure 3) against a mechanical stop (not illustrated) defined by
the casing 15.
[0038] The pivot 44 of the lever 24 occupies the upper end of the groove 53 of the release
lever 23 and holds the latter in a retracted or inhibited position in which the appendix
48 does not project inside the locking unit 3 and therefore cannot operate the check
9.
[0039] Figure 4 illustrates the "dead lock off" position of the operating unit 4. In this
operating state, the transmission lever 24 is in an intermediate angular position,
coincident with the position of changing the microswitch 65 by the effect of the interaction
between the pin 45 of the lever 24 and the lever 67 associated with the microswitch
itself.
[0040] The rotation of the transmission lever 24 from the position in figure 3 to that in
figure 4 results in longitudinal sliding of the release lever 23 guided by the sliding
coupling of the fixed pivot 27 and the pivot 51 of the lever 23, respectively, with
the slot 52 of the lever 23 itself and with the radial portion 57 of the guide 56.
[0041] This sliding results initially in the protrusion of the appendix 48 through the opening
49 and thus enables the appendix itself to interact with the operating pin 12 of the
check 9. Secondly, this sliding brings the pivot 51 of the lever 23 in correspondence
with the circumferential portion 58 of the guide 56, thus enabling the rotation of
the lever 23 itself around the fixed pivot 27 which is necessary for the release of
the lock 1, as will be described below. Finally, the pin 51 of the lever 23 positions
itself in correspondence with the portion 33a of the slot 31 in such a way as to enable
the transmission of the operations of the lever 20 to the release lever 23.
[0042] The electrically operated release of the lock 1 is obtained by means of further rotation
of the transmission lever 24 (clockwise with reference to figure 4) using the geared
motor 19; this rotation is transmitted from the pivot 46 of the lever 24 to the release
lever 23, which in turn rotates around the pivot 27, against the action of the spring
63, causing the lifting of the pin 12 of the check 9 by means of the appendix 48 (in
the same way as is illustrated in figure 5). The fork 6 (figure 1) is thus free to
click into the release position, releasing the striker 8.
[0043] On completion of the operation of the geared motor 19, suitably timed, the release
lever 23 and the transmission lever 24 return to the position in figure 4 through
the return action of the spring 63.
[0044] From the position in figure 4, the geared motor 19 can be operated in the opposite
direction to return the lock 1 to the "on" position of the dead lock function illustrated
in figure 3.
[0045] The operating unit 4 is capable of permitting emergency manual manoeuvres in the
event of failure of the electrical system or of the motor 19a. These manual operations
are described in detail below.
[0046] In the position in figure 3 (dead lock function on), manual release from outside
using a key is possible, but release from inside is inhibited. This is to prevent
opening of the door 2 in the event of access by means of breaking the window of the
door itself.
[0047] To prevent mechanical overloads of the members of the operating unit 4, in this position
the interior operating lever 20 is idle. In fact, if it is operated by the relative
tie-rod 30, the lever 20 rotates clockwise without interacting with the release lever
23, the pin 54 being able to slide into the portion 33b of the slot 31.
[0048] Emergency mechanical release from outside, using a key, can be obtained by turning
the key to an excess travel position (that is, to a greater angle than that necessary
for operation of the microswitch 79). In this way the tie-rod 38 is operated (lifted),
and this rotates the lever 21. The latter interacts by means of its own arm 36 against
the pivot 46 (figures 3 and 6) of the transmission lever 24 and produces a rotation
of the lever 24 itself, initially in the position in figure 4, in which the lever
23 protrudes and is able to interact with the pin 12 of the check 9, and then in the
release position in figure 5. To carry out emergency manual operation, it is necessary
to drive the geared motor 19 and overcome the reaction of the spring 63 during the
angular travel of release of the lever 23.
[0049] In the position in figure 4 (dead lock function off), manual release from outside
using a key, as described above, is possible, as is manual release from inside the
door 2 by means of the handle 29, for which a first section of travel is suitably
provided, during which the microswitch 74 is operated for the activation of the electrically
operated release but there is no effect on the tie-rod 30, and a second section or
excess travel during which the tie-rod 30 is operated and rotates the lever 20 (clockwise
with reference to figure 5).
[0050] The lever 20 (figure 5) co-operates with the pin 54 of the release lever 23 by means
of the shoulder 32a of the slot 32, and causes it to rotate as described with reference
to electrically operated release.
[0051] The kinematic functioning of the operating unit 4 of the lock 1 having been explained,
the functioning of the related control system 70 illustrated in figure 2 is described
below with particular reference to the block diagram of figure 8 which illustrates
the control programme which is executed in a cycle by the control unit 71. It is necessary
to state that the control system 70 has been illustrated for simplicity with reference
to a single front door 2 of the vehicle; the way in which the control unit 71 is connected
to all the doors of the vehicle, and if appropriate to the tailgate, for "centralised"
execution of the functions of release, switching the security function on/off, and
switching the dead lock function on/off is, however, obvious.
[0052] From a start-of-cycle block 90, there is progression to a successive block 91 for
verification of the locking of the door 2; if the signal s7 is equal to 1 (fork 6
not closed) there is a return to the beginning of the cycle, otherwise there is a
progression to a successive block 92 in which it is verified whether or not the security
function on/off push-button 77 has been operated. If it has been operated, there is
a progression to a block 93 for the verification of the state of the signal s8 (microswitch
65). If the signal s8 assumes a low logical level (s8 equal to 0), which corresponds
to the position in figure 3 of the operating unit 4 (dead lock on), the operation
of the push-button 77 has no effect and the cycle progresses to a further block 94
for verification of the state of the signal s4 of the inertia switch 78. If s8 assumes
a high logical level (s8 equal to 1, dead lock off), a block 95 is reached for the
verification of a logic state indicator ("flag") f which is made equal to 1 if the
security function is switched on and equal to 0 if the security function is switched
off, as will be described below. If f is equal to 0, a block 96 is reached for switching
on the security function, in which f is made equal to 1, then to a block 97 for activation
of a first audible signal, and finally to the end of the cycle. If, however, f is
equal to 1 (security function on), there is a progression to a block 98 in which f
is made equal to 0 (security function off), then to a block 99 for activation of a
second audible signal, and then to the end of the cycle. In practice, the push-button
77 switches on the security function if it is switched off and vice versa.
[0053] If at the block 94 a high logical level of the signal s4 (s4 equal to 1) is detected,
there is a progression to a block 103 for verification of the state of s8, perfectly
analogous to the block 93 described above. If s8 is equal to 0 (dead lock on), there
is a progression to a block 104 Which controls the rotation of the motor 19 in order
to switch off the dead lock, then to a block 105 which waits until the signal s8 is
equal to 1 (dead lock off), and then to the block 98 for switching off the security
function. If at the block 103 the dead lock is detected to be switched off (s8 not
0), there is a progression to a block 106 for verification of the state of the indicator
f. If f is equal to 1 (security function on) there is a progression to the above-mentioned
block 98 for switching off the security function, if f is equal to 0 there is a progression
to a new block 107, in which the state of s5 (possible operation of the key) is verified.
If s5 assumes a high logical level (s5 equal to 1), there is a progression to a block
108 for verification of the state of s8, perfectly analogous to the block 103. If
s8 is equal to 0 (dead lock on), there is a progression to the previously described
block 104 which controls the rotation of the motor 19a for switching off the dead
lock; if, on the other hand, s8 is equal to 1 (dead lock off), there is a progression
to a new block 109 for verification of the state of the indicator f. If f is equal
to 1 (security function on) there is a progression to the block 98 for switching off
the security function, if f is equal to 0 a block 110 is reached which compares the
key operation time t
c with a threshold value t
s, for example equal to 1 second.
[0054] If t
c is less than t
s, there is a progression to the block 96 for switching on the security function. If,
on the other hand, t
c is greater than t
s, that is, operation of the key is maintained for a certain time, there is a progression
to a block 114 for switching on the security function, and then to a block 115 which
controls the operation of the motor 19 for the switching on the dead lock. The operation
of the motor is timed by a successive block 116, from which a block 117 is reached
for activation of a third audible signal, and then to the end of the cycle.
[0055] If the signal s5 at the block 107 is not 1, there is a progression to a block 118
for verification of the possible operation of the remote control. The logic for management
of the operation of the remote control 81 is perfectly analogous to that of key operation,
as illustrated by the blocks 119, 120, 121 which correspond, mutatis mutandis, to
the blocks 109, 109 and 110 described above. In particular, if the dead lock was switched
on, its switching off is commanded (block 119); if the security function was switched
on, its switching off is commanded (block 120); if the dead lock and the security
function are switched off, activation of the remote control for a brief time t
t switches on the security function, for a long time also switches on the dead lock
(block 121).
[0056] From the negative output from the block 119, a block 125 is reached which verifies
the state of the signal s1 (possible operation of the interior handle 29) . If s1
is equal to 1, that is, the handle 29 is operated, there is a progression to a block
126 for verification of the state of the signal s8 (switching on the dead lock) .
If the dead lock is switched on (s8 equal to 0), there is a progression to the end
of the cycle, that is, the command via the handle 29 is ignored. If, on the other
hand, the dead lock is switched off, there is a progression to a block 127 which verifies
the state of the indicator f. If f is equal to 1 (security function on), there is
a progression to a block 129 which switches it off, then to a block 129 which activates
the corresponding audible signal, and finally to a block 130 which verifies the state
of the signal s9 generated by the speed sensor 72. If this signal is equal to 1 (vehicle
in notion), the end of the cycle is reached and operation of the handle 29 is ignored.
If, on the other hand, the signal s9 indicates that the vehicle is stationary (s9
not 1), a block 131 is reached for activation of the motor 129 for execution of the
release travel of the lock 1. If at the block 127 the security function is detected
to be switched off, the block 130 is reached directly.
[0057] In practice, electrical release (and possible switching off of the security function,
if switched on) is obtained by operating the interior handle 29 only if the dead lock
is switched off and if the vehicle is stationary. If these two conditions are not
verified, the command is ignored.
[0058] If at the block 125 a high logical level of the signal s1 is not detected, a block
132 is reached in which there is detection of whether the signal s2 is at a high logical
level (operation of the push-button 76 for release of the lock 1 from outside the
door). If the signal s2 is not equal to 1, the end of the cycle is reached.
[0059] If, on the other hand, s2 is equal to 1 there is a progression to a further block
133 for verification of the state of the indicator f. If f is equal to 1 (security
function on), the operation of the push-button 76 is ignored and the end of the cycle
is reached; if, on the other hand, f is equal to 0, the block 131 for control of release
is reached.
[0060] Electrically operated release from outside is, therefore, only enabled if the security
function is switched off (which condition implies that the dead lock is also switched
off).
[0061] The control of the locks associated with the rear doors of the vehicle (not illustrated)
is identical to that described above with reference to the lock 1 of a front door
2. With reference to the rear doors, the additional "child lock" function is conveniently
provided, that is, inhibition of opening from inside the rear doors only.
[0062] This function is performed electronically and consists substantially of the possibility
of switching on the dead lock in a non-centralised way, limited to the rear doors.
The function can be activated and deactivated by means of a push-button 140 positioned
inside the passenger compartment of the vehicle and conveniently provided with a signalling
device 141, for example with LEDs, for the display of the status of the function itself
(active/deactivated).
[0063] At the time of activation of the function, the dead lock is switched on for the rear
doors only; release from inside is therefore inhibited as described above with reference
to figure 3. When the exterior release push-button is operated, the motor 19a rotates
and brings the release lever 23 from the position in figure 3 to the position in figure
5, first switching off the dead lock and then releasing the lock.
[0064] Conveniently, if the "child lock" function is activated, the dead lock is reactivated
automatically, as soon as the rear doors are closed manually, in response to the change
of the corresponding signal s7.
[0065] Finally, while the vehicle is in motion, in the event of activation of the inertia
switch 78 the function is deactivated automatically, thus enabling the door to be
opened from inside the vehicle.
[0066] An examination of the characteristics of the lock 1 produced according to this invention
demonstrates the advantages which it makes it possible to obtain.
[0067] In particular, although the lock 1 has only one actuator and is mechanically very
simple and compact, it enables advanced functions to be carried out (release, switching
on/off of the dead lock) without introducing additional costs in comparison with conventional
locks.
[0068] Finally, it is clear that modifications and variations can be made to the lock 1
described which do not go beyond the scope of protection of the claims.
1. Lock (1) for a door (2) of a vehicle, of the type comprising a locking mechanism (5),
an operating device (18) capable of interacting with the said locking mechanism (5)
and an electric actuator (19), the said locking mechanism (5) comprising a coupling
element (6) capable of co-operating with a striker (18) and capable of moving between
a release position and a locking position in which it is coupled to the striker (18)
itself, and a locking element (9) capable of co-operating in a releasable way with
the said coupling element (6) in the said locking position of the same to prevent
the release thereof, the said operating device (18) comprising an operating member
(23) that can move between a first position and a second position along a release
travel in which the said operating member (23) interacts with the said locking element
(9) to release the said coupling element (6), transmission means (24) interposed between
the said electric actuator (19) and the said operating member (23) and capable of
moving the said operating member (23) between the said first position and the said
second position in response to a first operating travel of the said electric actuator
(19), an element (20) for manual control of release from inside and an element (21)
for manual control of release from outside capable of moving the said operating member
(23) from the said first position to the said second position, characterised by the
fact that the said operating member (23) is capable of positioning itself in a third
position for inhibition of release in which the said operating member (23) is uncoupled
from at least one of the said locking element (9) and the said element (21) for manual
control of release from inside, the said transmission means (24) being capable of
moving the said operating member (23) between the said first position and the said
third position along an enabling/inhibiting travel in response to a second operating
travel of the said electric actuator (19).
2. Lock according to claim 1, characterised by the fact that the said electric actuator
(19) comprises an electric motor (19a), the said means of transmission comprising
a rotating transmission member (24) operated by the said electric motor (19a) and
constrained to the said operating member (23), the said transmission member (24) being
capable of rotation between two limiting positions corresponding to the said second
position and to the said third position of the said operating component (23), the
said lock (1) comprising control means (65) to define an intermediate stop position
of the said transmission member (24) corresponding to the said first position of the
said operating member (23).
3. Lock according to claim 1 or 2, characterised by the fact that the said operating
member is constituted by a release lever (23) which has a portion (48) capable of
interacting with a control portion (12) of the said locking member (9) along the said
release travel, and a portion (50) for coupling with the said transmission member
(24).
4. Lock according to claim 3, characterised by the fact that it comprises means of constraint
(27, 56) of the said release lever (23) capable of permitting it substantially to
rotate between the said first position and the said second position, and substantially
to be translated between the said first position and the said third position, the
said portion (48) of the said release lever (23) being distanced from it by the said
control portion (12) of the said locking member (9) in the said third position of
the said release lever (23).
5. Lock according to claim 3 or 4, characterised by the fact that it comprises elastic
return means (63) acting on the said release lever (23) in the said release travel
to return the said release lever (23) to the said first position at the end of the
said first operating travel of the said electric actuator (19).
6. Lock according to any one of claims 3 to 5, characterised by the fact that the said
manual control means for release from inside comprise a first control lever (20) which
can be operated by means of an interior handle (29) of the vehicle door (2) and drive
means (54) interposed between the said first control lever (20) and the said release
lever (23).
7. Lock according to claim 6, characterised by the fact that it comprises uncoupling
means (33b) between the said first control lever (20) and the said release lever (23)
in the said third position of the said release lever (23).
8. Lock according to claim 7, characterised by the fact that the said drive means comprise
a pin (54) carried by the release lever and engaging a slot (33) of the said first
control lever (20), the said uncoupling means being defined by a circumferential portion
(33b) of the said slot (33) which can be engaged with the said pin (54) in the said
third position of the said release lever (23).
9. Lock according to any one of claims 3 to 8, characterised by the fact that the said
manual control means for release from outside comprise a second control lever (21)
which can be operated by means of a key block (37) of the said door (2).
10. Lock according to claim 9, characterised by the fact that the said manual control
means for release from outside comprise drive means (46) interposed between the said
second control lever (21) and the said transmission member (24).
11. Lock according to claim 10, characterised by the fact that the said electric actuator
(19) comprises a gear reduction unit (19b) operated by the said electric motor (19a),
the said rotating member consisting of a transmission lever (24) which has a first
arm (41) with a toothed sector (41a) engaged with an output wheel of the said gear
reduction unit and a second arm (43), the said drive means comprising a pivot (46)
carried by the said second arm (43) of the said transmission lever (24) and capable
of interacting with an arm (36) of the said second control lever (21).
12. Lock according to claim 11, characterised by the fact that the said control means
for defining the said intermediate stop position of the said transmission lever (24)
comprise a microswitch (65) capable of being changed by the said transmission lever
(24) into the said intermediate position.