Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock with a bolt which can be adjusted into an open position and into at least one closed position, with a pawl which can be adjusted into an inserted position and into a removed position, with a drive assembly with a drive direction which, in an opening movement, adjusts an adjustment assembly starting from a starting position, so that the adjustment assembly removes the pawl, with a lever, between which and the pawl a coupling assembly is arranged, in a decoupled state the actuating travel of the lever is a null travel in view of the removal of the pawl, in a coupled state the pawl can be removed via the actuating travel of the lever, the adjustment assembly converting the coupling assembly from the decoupled state into the coupled state with the opening movement. It is proposed that the drive assembly converts the coupling assembly from the decoupled state into the coupled state via the adjustment assembly in an unlocking movement which extends in a drive direction which is opposite to the opening movement.

Description

Technical Field

[0001] The present invention relates to a motor vehicle lock having the features of the preamble of claim 1. Background Technology

[0002] The vehicle locks discussed can be associated with each locking element of the vehicle. In this regard, the concept of "locking element" should be interpreted broadly. Examples include, for instance, side doors, especially rear side doors, tailgate, heckklappe (sometimes called a luggage compartment cover), rear cover, front grille, engine hood, or similar items. Locking elements can be hinged to the vehicle body in the form of swing doors or sliding doors.

[0003] The present invention relates to a known vehicle lock (DE 10 2013 110 201 A1) equipped with a locking pin (Schlossfalle) pivotable about a geometric locking pin axis and at least one stop pawl (Sperrklinke, sometimes called a brake pawl) pivotable about a geometric stop pawl axis, wherein the locking pin can be adjusted to an open position and to at least one locked position, and wherein the stop pawl holds the locking pin in the locked position in the engaged position and releases the locking pin in the disengaged position. The vehicle lock has an electrically driven assembly that adjusts the adjusting assembly from its starting position during the opening movement, thereby causing the adjusting assembly to disengage the stop pawl by means of the opening movement of the drive assembly.

[0004] Furthermore, the vehicle lock has a lever that can swing about a geometric axis, wherein a connecting assembly is arranged between the lever and a stop pawl, which can switch between a coupled state and a disengaged state. In the disengaged state, the lever's operating stroke is limited by the removal of the stop pawl, while in the coupled state, the stop pawl can be removed via the operating stroke of the lever.

[0005] Therefore, the vehicle lock can be implemented as an "electric lock with mechanical redundancy," which, in principle, can be opened by a motor-driven drive assembly within the scope of the opening assistance function. Only in the emergency situation where it is impossible to remove the stop pawl by motor-driven means due to a malfunction, at least one additional drive system, preferably connected to the outside handle, is provided, which can be switched to the stop pawl to be removed by means of a connecting assembly.

[0006] Known vehicle locks are advantageous in this respect because they incorporate a dual-purpose drive assembly, serving as both a locking actuator and an opening auxiliary actuator. An adjustment assembly uses the opening movement to transition the coupling assembly from a disengaged state to a coupled state. This dual-purpose approach, however, presents a structural challenge because the drive assembly must actuate both the coupling assembly and the locking element, and these two functions must not interfere with each other. In this case, known vehicle locks employ a mechanical double-stroke function for the internal lever, allowing the lock to be opened even without a functional drive assembly. Summary of the Invention

[0007] The present invention is based on the problem of designing and improving known motor vehicle locks in such a way that the structural construction is further simplified.

[0008] The following basic idea is important: while unlocking a vehicle lock is possible in an emergency via the transition from a coupled state to a connected state through the connecting components, the safety risks associated with simultaneously opening the lock by removing the stop pawl via a motor should be eliminated.

[0009] The detailed recommendations are as follows: the drive component, starting from the initial position, transitions the coupling component from a disengaged state to a coupled state via the adjustment component during the unlocking motion (which extends in the drive direction opposite to the opening motion).

[0010] On the one hand, the lock is unlocked, as proposed, via the opening movement of the drive assembly. Along with the unlocking movement, however, there is a separate drive movement, which enables unlocking, especially in cases where there is no risk of unintentional removal of the stop pawl and thus undesirable opening of the lock pin. Here, the proposed vehicle lock is further advantageously controlled by a single drive assembly, which serves not only as the locking actuator but also as an auxiliary unlocking actuator.

[0011] According to claim 2, the adjusting assembly has an adjusting spring assembly that preloads the adjusting assembly in the direction of the starting position. This adjusting assembly allows for a simple way of ensuring that the adjusting assembly adjusts back without the action of the driving assembly.

[0012] Furthermore, the vehicle lock, in the design schemes according to claims 3 and 4, has a locking assembly with a swingable locking lever, thereby enabling the conversion of the connecting assembly with a particularly simple construction.

[0013] In a particularly suitable design according to claim 5, the adjusting assembly has an adjusting rod that is swung via a guide profile of a worm gear, thereby achieving particularly reliable unlocking or locking and opening of the vehicle lock.

[0014] If the locking assembly according to claim 6 further includes a storage lever (Speicherhebel) that mechanically and stably holds the locking lever in the locked position, the locked state can also be maintained without the action of the drive assembly. Preferably, the storage lever is mechanically and stably held in both the holding and starting positions, thereby automatically retaining the storage lever in the corresponding functional position.

[0015] Advantageous improvements to the storage lever are those described in claims 7 and 8. The storage lever can also thus be used to move the locking lever from the locked position to the unlocked position, thereby giving the storage lever a dual function.

[0016] Claim 9 relates to a connecting rod of a connecting assembly, which is in a disengaged position in the disengaged state of the connecting assembly and in a coupled position in the coupled state of the connecting assembly. The connecting rod in the coupled position is then used to transmit the actuating stroke to the stop pawl.

[0017] The following is a particularly preferred embodiment, according to claim 10, in which the adjusting component removes the stop pawl by means of a trigger rod during the opening movement, wherein the connecting component can be arranged between the operating rod and the trigger rod. Here, according to claim 11, the connecting rod can be arranged on the trigger rod, thereby achieving a particularly simple and compact construction of the connecting component.

[0018] In the case of another preferred design according to claim 12, a lever for removing the stop pawl is provided, which preferably also acts on the stop pawl by means of the aforementioned trigger lever, so as to achieve a compact construction of the vehicle lock.

[0019] The adjusting assembly, as claimed in claim 13, substantially simultaneously adjusts the locking lever to the unlocked position and causes the stop pawl to be removed during the opening movement, so as to maintain the lock in the locked state to the greatest extent possible. Alternatively, the adjusting assembly may first adjust the locking lever to the unlocked position during the opening movement and then immediately cause the stop pawl to be removed, thereby making unlocking possible even if the stop pawl is not removed by a partially completed opening movement.

[0020] Claims 14 and 15 relate to additional measures for unlocking a vehicle lock via manual operation, wherein the lock can be manually opened via a lever even in the event of a complete failure of the drive assembly. Attached Figure Description

[0021] The present invention will now be further described with the aid of the accompanying drawings, which illustrate only one embodiment. In the drawings:

[0022] Figure 1 The image shows the locking element of a motor vehicle in the form of a rear side door with a recommended motor vehicle lock.

[0023] Figure 2 The diagram is shown in perspective and partly in exploded view form, based on... Figure 1 The main adjustable component of a vehicle lock.

[0024] Figure 3 The following is displayed based on the opening motion. Figure 1 Some of the adjustable components of a vehicle lock.

[0025] Figure 4 Showing the movement from Figure 3 The components, and

[0026] Figure 5 From which the connecting components are in both the disconnected and coupled states Figure 4 The rear view of the component, and

[0027] Figure 6 This illustrates the situation where, after the previous unlocking motion, the movement occurs during the opening motion. Figure 4 Components. Detailed Implementation

[0028] The proposed vehicle lock 1 shown in the accompanying drawings can be associated with each locking element of the vehicle 2. For a broader understanding of the concept of "locking element," please refer to the introductory section of the specification. In the illustrated and, in this regard, preferred embodiment, the locking element is the side door 3 of the vehicle 2, specifically the rear side door. All descriptions herein apply accordingly to all other forms of locking elements.

[0029] To create a retaining effect between the vehicle body 4 and the side door 3 of the vehicle 2, the vehicle lock 1 is equipped with a locking pin 5, which can be adjusted around the geometric locking pin axis 5a to an open position, to at least one locked position, and especially to a locked position. Figure 2 The main locking position shown is, and if necessary, a pre-locked position between the open position and the main locking position. The locking pin 5 typically works in conjunction with the locking element 6 (here, and preferably in the form of a latch) to hold the side door 3 in its corresponding locked position. Here, the locking pin 5 is located at the side door 3, while the locking element 6 is located at the vehicle body 4. This can also be arranged in the exact opposite manner.

[0030] To achieve the above-mentioned retaining function, the vehicle lock 1 has at least one stop pawl 7, exactly one stop pawl 7 in this case. However, the proposed solution can also be applied without any problems to a dual stop pawl system. However, for the sake of clear illustration, the following description refers to the component with only one unique stop pawl 7.

[0031] Here, the stop pawl 7, which can swing around the geometric stop pawl axis 7a, can be adjusted to the inserted position. Figure 2 , Figure 3 a) Figure 3 b), Figure 4 , Figure 5 a)) in which the stop pawl holds the locking pin 5 in at least one locked position and can be adjusted to a removed position. Figure 3 c), Figure 6 b)) where the stop pawl releases the locking pin 5.

[0032] In order to remove the stop pawl 7, the vehicle lock 1 has an electrically driven assembly 8 with a driving direction, which adjusts the adjustment assembly 9 from the starting position during the opening movement, thereby adjusting the adjustment assembly 9 to drive the opening movement of the assembly 8 to remove the stop pawl 7.

[0033] In the illustrated and, in this preferred embodiment, the drive assembly 8 is equipped with a drive motor 10, which is connected to the adjustment assembly 9 via a worm gear transmission 11. Here and preferably, the drive assembly 8 is equipped with a single drive motor 10, which allows for a simple and compact structure of the vehicle lock 1. Currently, the drive direction should be understood as the two rotational directions of the drive motor 10, which is here and preferably designed as a rotary electric motor.

[0034] Adjusting component 9 typically causes the opening motion of drive component 8 to be mechanically transmitted into the movement of stop pawl 7 for removing stop pawl 7. Especially in Figure 3 a) shows the starting position of the adjustment component 9, where the opening movement is further explained later. Figure 3 b) and Figure 3 c) shows that this leads to the removal of the stop pawl 7.

[0035] To remove the stop pawl 7, the vehicle lock 1 has a lever 12 that is pivotable about a geometric axis 12a, which can be adjusted from a starting position to an operating position during the operating stroke. The operating stroke includes at least one entry movement from the starting position to the corresponding operating position of the lever 12.

[0036] The lever 12 here is preferably an external lever, that is, a lever that is connected to the outside handle of the side door 3 in the assembled state. The lever 12 is not necessarily the only one of the vehicle lock 1, which will also be explained separately.

[0037] Furthermore, a coupling device is arranged between the control lever 12 and the stop pawl 7 in the coupled state. Figure 3 c), Figure 4 c), Figure 6 a)) and the state of being out of control Figure 3 a) Figure 3 b), Figure 4 a) Figure 4b)) is a convertible connection component 13. In the disengaged state, the operating stroke of the lever 12 is a free stroke (Leerhub, sometimes referred to as the no-load stroke) due to the removal of the stop pawl 7. The stop pawl 7 is therefore not removed by the operating stroke in the disengaged state. In the coupled state, the stop pawl 7 can be removed by the opposite operating stroke of the lever 12, wherein the operating stroke is converted into movement of the stop pawl 7 for removing the stop pawl 7. By the transition from the coupled state to the disengaged state, the vehicle lock 1 is thus locked. Conversely, by the transition from the disengaged state to the coupled state, the vehicle lock 1 is unlocked.

[0038] The joystick is preferably configured for manual operation. Here, the concept of "manual operation" represents the operation of guiding user movement via a mechanical connection to a relevant component, where it triggers a mechanical adjustment movement. Preferably, in the assembled state, user movement of the door handle can be mechanically transmitted to the stop pawl 7 via the coupling assembly 13 in the coupled state to remove the stop pawl 7, thus achieving mechanical redundancy. For emergency operation, especially in the event of a power supply voltage failure in the vehicle, an additional mechanical force chain towards the stop pawl 7 is provided.

[0039] Adjusting component 9, with the opening movement, transitions the coupling component 13 from a disengaged state to a coupled state, such as further from... Figure 3 As it became clear. By having a state of being out of control ( Figure 3 a) Figure 3 Starting from the initial position of the connecting component 13 in (b)), the opening movement, indicated by the arrow, first causes the connecting component 13 to transition to the coupled state. Immediately afterwards, the stop pawl 7 is removed by means of the adjusting component 9 in a further opening movement, indicated by the arrow. Figure 3 c)), wherein the connecting components are in a coupled state.

[0040] The transition of the coupling component 13 from the disengaged state to the coupled state via the adjustment component 9 should be understood broadly, wherein the coupling component 13 can also be released by the adjustment component 9 for the transition to the coupled state, and for example, the coupling component 13 can be brought into the coupled state by spring loading. Therefore, the adjustment component 9 does not necessarily force the coupling component 13 into the coupled state, but only ensures that the coupling component 13 can occupy the coupled state without being obstructed by the adjustment component 9.

[0041] At this point, it is important that the drive component 8, starting from its initial position in the unlocked position (which extends in the drive direction opposite to the opening movement), transitions the coupling component 13 from the disengaged state to the coupled state via the adjustment component 9.

[0042] Therefore, with the unlocking movement having an alternative driving movement to the opening movement, which extends at least from the starting position in the opposite direction to the opening movement, and which causes the vehicle lock 1 to unlock. Here, it is preferably such that the removal of the stop pawl 7 by means of the adjusting component 9 via the unlocking movement is not feasible, so that the unlocking movement can be used specifically when the unlocking of the vehicle lock 1 is only necessary to avoid opening, for example, in emergency operation.

[0043] Unlocking sports in Figure 4 More details are presented below. From the connection component 13 in the disengaged state (… Figure 4 Starting from the initial position of a), the unlocking motion begins in a driving direction that extends in the opposite direction to the opening motion, such as by... Figure 4 The arrow in (b) indicates that the coupling component 13 transitions from a disengaged state to a coupled state via the adjusting component 9. Figure 4 c)). During the unlocking motion, the stop pawl 7 remains in the inserted position because, preferably, the adjusting component 9 does not act on the stop pawl 7 during the unlocking motion.

[0044] Adjustment component 9 preferably includes an adjustment spring assembly (not shown in detail here) that preloads adjustment component 9 in the direction of the starting position along the drive direction. The adjustment spring assembly thereby causes adjustment component 9 to adjust back to its original position not only after the opening movement is completed but also after the unlocking movement is completed. Figure 3 In the initial states shown in a) and 4a), the connecting assembly 13 can then be brought to the disengaged state. The drive assembly 8 and the worm gear transmission 11 are preferably designed to be non-locking, so that after the corresponding drive motion, the adjustment back to the starting position is achieved by the current-free drive motor 10.

[0045] Preferably, the vehicle lock 1 has a locking assembly 14 having a locking lever axis 15a about the geometry in the locked position. Figure 3 a) Figure 3 b), Figure 4 a) Figure 4 b)) and unlock location ( Figure 3 c), Figure 4 c) The locking lever 15 is swayable between these positions. In the unlocked position, the locking lever 15 switches the coupling assembly 13 to the coupled state. Additionally, the adjusting assembly 9, during the opening movement, switches the coupling assembly 13 to the unlocked position via the adjusting lever 15, as if... Figure 3 a) to Figure 3 b) becomes clear during the transition. Preferably, the locking lever 15 is also used in the unlocking movement, as in Figure 4 b) and Figure 4As shown in c), the adjusting component 9 also moves the connecting component 13 to the unlocked position via the adjusting lever 15 during the unlocking movement.

[0046] Preferably, the locking lever 15 is spring-preloaded in the locked position direction, wherein the locking lever holds the connecting assembly 13 in the disengaged state in the locked position 15. This achieves the goal that the connecting assembly 13 occupies the disengaged state in the initial position of the adjusting assembly 9.

[0047] According to the illustrated and preferred design, the adjusting assembly 9 has an adjusting rod 16 that can swing about a geometric adjusting rod axis 16a and a worm gear 17 that can rotate about a geometric rotation axis 17a, which guides the profile 18 to swing the adjusting rod 16 during rotational motion. Here, the drive assembly 8 is connected to the worm gear 17 via a worm gear transmission 11, wherein the rotational drive motion of the drive motor 10 is converted into the rotation of the worm gear 17. Here, the opening motion and Figure 3 The counterclockwise rotation of the worm gear 17 and Figure 4 The clockwise rotation of the worm gear 17 corresponds to the unlocking movement. The guide profile 18, here and preferably an eccentric peripheral guide surface, does not contact the adjusting rod 16 during the opening movement, and more preferably, however, during the unlocking movement.

[0048] Preferably, the adjusting assembly 9 moves the connecting assembly 13 to the unlocked position during the opening movement via direct mechanical contact between the adjusting lever 16 and the locking lever 15. The adjusting lever 16 here acquires a dual function during the opening movement as the stop pawl 7 is removed and the connecting assembly 13 is moved. Figure 3 The unlocking movement can be performed, especially when the adjusting lever 16 is not adjusted. Preferably, the adjusting component 9 changes the connection component 13 via the worm gear 17 during the unlocking movement. Figure 4 ).

[0049] According to a particularly preferred design, the locking assembly 14 has a storage lever 19 in which the storage lever 18 releases the locking lever 15 from its initial position. Figure 4 a) and wherein the storage lever 18 holds the locking lever 15 in the holding position in the locked position. Figure 4 c) Adjustment between. Here, and preferably, the storage rod 19 is designed to be oscillating about the geometric storage rod axis 19a. The storage rod 19 is mechanically and stably held in a holding position, particularly associated with the storage rod 19, by a spring assembly not shown here. Thus, as the storage rod 19 is transferred to Figure 4 In the holding position shown in c), the storage lever 19 holds the locking lever 15 in the locked position and thus ensures the coupling state of the coupling assembly 13 even after the adjustment of the adjustment assembly 9 has been returned.

[0050] Further preferably, the storage lever 19 is mechanically and stably held in both a holding position and a starting position, particularly in relation to the tilt spring assembly (Kippfederanordnung, sometimes also called the rocker arm spring assembly) associated with the storage lever 19. The storage lever 19 is thus mechanically and doubly stable and interchangeably designed between the holding and starting positions.

[0051] The adjusting lever 19 of the adjusting assembly 9 preferably adjusts the storage lever 19 from the holding position to the starting position during the opening movement. Figure 6 The opening motion is shown starting from the initial position, in which the storage lever 19 is in the corresponding position. Figure 4 After the aforementioned unlocking movement, it remains in the holding position, and thus the locking lever 15 is in the unlocked position and the coupling assembly 13 is in the coupled state. Figure 6 a)). With the opening movement, in addition to the removal of the stop pawl as previously described, the storage lever 19 also moves to the starting position ( Figure 6 b)) Thus, after the opening motion, the connecting assembly 13 can return to the disengaged state because the locking lever 15 is no longer held by the storage lever 19.

[0052] The connecting assembly 13 here, and preferably, has a connecting rod 20 that is pivotable about a geometric connecting rod axis 20a. The connecting rod 20 is in a disengaged position in the disengaged state of the connecting assembly 13, i.e., in the case of the operating stroke of the operating lever 12, the connecting rod 20 is disengaged from the operating lever 12. Figure 5 In position a, the connecting rod 20 is in such a disengaged position. The adjusting motion can therefore not be transmitted from the lever 12 to the stop pawl 7.

[0053] Furthermore, the connecting rod 20 is in a coupled position within the coupling assembly 13 such that it is either engaged with the lever 12 during its operating stroke or when it reaches engagement with the lever 12. This is in... Figure 5 b is shown. In the engagement, the adjustment movement can then be transmitted from the lever 12 to the stop pawl 7.

[0054] Particularly preferably, the adjusting assembly 9, during the opening movement, removes the stop pawl 7 by means of a trigger rod 21, which is pivotally arranged between the adjusting assembly 9 and the stop pawl 7 about the geometrical trigger rod axis 21a. The connecting assembly 13 is further preferably arranged between the operating lever 12 and the trigger rod 21 and connected to the operating lever 12 and the trigger rod 21 in a coupled state.

[0055] The geometric connecting rod axis 20a here, and preferably, extends parallel to the geometric joystick axis 12a of the operating joystick 12. The connecting rod 20 is particularly pivotally arranged on the trigger lever 21 about the connecting rod axis 25a. The geometric connecting rod axis 20a here, and preferably, is torsionally arranged on the operating joystick 12, that is, the geometric connecting rod axis 20a moves together with the other joystick 12 when it is adjusted between its initial position and its operating position. The connecting rod 20 here, and preferably, is spring-preloaded in the direction of its coupled position.

[0056] Preferably, the vehicle lock 1 has the following features: Figure 2 The diagram only shows a simplified view of an additional joystick 22, particularly an inner joystick, that can swing around the axis of the joystick. The stop pawl 7 can be removed via the operating stroke of the additional joystick 22. The stop pawl 7 can also be removed via the trigger lever 21 described earlier, particularly by means of the operating stroke of the additional joystick 22.

[0057] It is conceivable that the adjusting component 9, during the opening movement, simultaneously adjusts the locking lever 15 to the unlocked position and causes the stop pawl 7 to be removed. However, preferably, as for... Figure 3 As already explained, the adjustment component 9 first adjusts the locking lever 15 to the unlocked position during the opening movement and then causes the stop pawl 7 to be removed.

[0058] According to another preferred design, adjusting component 9, and preferably adjusting lever 16, has the function of... Figure 2 The emergency trigger section 23 shown is configured for removing the stop pawl and / or adjusting the locking lever to the unlocked position for manual operation of the adjusting assembly 9. Here, the emergency trigger section 23 can be reached, for example, from outside the vehicle lock 1 via a tool and force can be applied to the adjusting lever 16.

[0059] Preferably, the vehicle lock 1 has a mechanical emergency unlocking system 24 for adjusting the locking lever 15 to the unlocked state. For example, in Figure 2 As shown, the emergency unlocking system 23, in this and preferably triggered condition, causes the storage lever 19 to be adjusted to the holding position. The emergency unlocking system 24 is preferably connected to the closed cylinder (not shown) in the assembled state.

Claims

1. Motor vehicle lock with a lock bolt (5) which is pivotable about a geometric lock bolt axis (5a) and with at least one detent pawl (7) which is pivotable about a geometric detent pawl axis (7a), wherein The locking bolt (5) is adjustable into an open position and into at least one locked position, in particular into a main locked position and, if necessary, into a pre-locked position between the open position and the main locked position, wherein the pawl (7) is adjustable into a lowered position, in which the pawl (7) holds the locking bolt (5) in the at least one locked position, and into a raised position, in which the pawl (7) releases the locking bolt (5), wherein the motor vehicle lock (1) has an electric drive assembly (8) with a drive direction, which, in an opening movement, adjusts the adjustment assembly (9) of the motor vehicle lock (1) from a starting position of the adjustment assembly (9), so that the adjustment assembly (9) raises the pawl (7) with the opening movement, wherein the motor vehicle lock (1) has a lever (12), in particular an outer lever, which is pivotable about a geometric lever axis (12a), wherein a coupling assembly (13) is arranged between the lever (12) and the pawl (7), which is switchable between a decoupled state and a coupled state, wherein, in the decoupled state, a lever stroke of the lever (12) is a null stroke in view of the raising of the pawl (7), and wherein, in the coupled state, the pawl (7) can be raised via a lever stroke of the lever (12), wherein the adjustment assembly (9) switches the coupling assembly (13) from the decoupled state into the coupled state with the opening movement, characterized in that the drive assembly (8) switches the coupling assembly (13) from the decoupled state into the coupled state via the adjustment assembly (9) in an unlocking movement which extends in a drive direction opposite the opening movement.

2. Motor vehicle lock according to claim 1, characterized in that The adjustment assembly (9) has an adjustment spring assembly, which pretensions the adjustment assembly (9) in the direction of the starting position, respectively, in the drive direction.

3. Motor vehicle lock according to claim 1 or 2, characterized in that The motor vehicle lock (1) has a locking assembly (14) with a locking lever (15) which is pivotable about a geometric locking lever axis (15a) between a locked position and an unlocked position, the locking lever (15) switching the coupling assembly (13) into the coupled state in the unlocked position and the adjustment assembly (9) switching the coupling assembly (13) into the unlocked position via an adjustment of the locking lever (15) in the opening movement, preferably the adjustment assembly (9) switching the coupling assembly (13) into the unlocked position via an adjustment of the locking lever (15) in the unlocking movement.

4. Motor vehicle lock according to claim 3, characterized in that The locking lever (15) is spring-preloaded in the direction of the unlocked position and the locking lever (15) holds the coupling assembly (13) in a decoupled state in the locked position.

5. Motor vehicle lock according to claim 3 or 4, characterized in that The adjustment assembly (9) has an adjustment lever (16) which is pivotable about a geometric adjustment lever axis (16a) and a worm gear (17) which is rotatable about a rotational axis (17a), which in a rotational movement brings the adjustment lever (16) to pivot in the opening movement, preferably the adjustment assembly (9) converts the coupling assembly (13) into the unlocked position via a direct mechanical contact between the adjustment lever (16) and the locking lever (15) in the opening movement.

6. Motor vehicle lock according to any of the preceding claims 3-5, characterized in that The locking assembly (14) has a storage lever (19) which is adjustable between a starting position in which the storage lever releases the locking lever and a holding position in which the storage lever (19) holds the locking lever (15) in the locked position, and the storage lever (19) is held in the holding position in particular mechanically stably by a spring assembly associated with the storage lever (19), preferably the storage lever (19) is held in the holding position and in the starting position in particular mechanically stably by a ramped spring assembly associated with the storage lever (19).

7. Motor vehicle lock according to claim 6, characterized in that The adjustment assembly (9) transfers the locking lever (15) from the locked position into the unlocked position by means of the storage lever (19) in the opening movement and / or the unlocking movement.

8. Motor vehicle lock according to claim 6 or 7, characterized in that The adjustment lever (16) adjusts the storage lever (19) from the holding position into the starting position with the opening movement.

9. Motor vehicle lock according to any of the preceding claims, characterized in that The coupling assembly (13) has a coupling lever (20) which is pivotable about a geometric coupling lever axis (20a), which in a decoupling state of the coupling assembly (13) is in a decoupling position in which the coupling lever (20) is decoupled from the operating lever (12) in the case of an operating stroke of the operating lever (12), and which in a coupling state of the coupling assembly (13) is in a coupling position in which the coupling lever (20) is in or reaches coupling engagement with the operating lever (12) in the case of an operating stroke of the operating lever (12).

10. Motor vehicle lock according to any of the preceding claims, characterized in that The adjustment assembly (9) raises the detent claw (7) by means of a trigger lever (21) which is pivotable about a geometric trigger lever axis (21a) and which is arranged between the adjustment assembly (9) and the detent claw (7) with the opening movement, preferably the coupling assembly (13) is arranged between the operating lever (12) and the trigger lever (21) and connects the operating lever (12) and the trigger lever (21) in the coupling state.

11. Motor vehicle lock according to claim 10, characterized in that The coupling lever (20) is pivotably arranged on the trigger lever (21) about the coupling lever axis (20a).

12. Motor vehicle lock according to claim 10 or 11, characterized in that The motor vehicle lock (1) has a further lever (22), in particular an inner lever, which is swingable about a geometric lever axis, and the detent pawl (7) is raised by a lever stroke of the further lever (22), preferably the further lever (22) raises the detent pawl (7) by means of the lever stroke by means of the trigger lever (21).

13. Motor vehicle lock according to any of the preceding claims 3-8, characterized in that The adjustment assembly (9) simultaneously adjusts the locking lever (15) into the unlocked position and causes the raising of the detent pawl (7) in the opening movement, or the adjustment assembly (9) first adjusts the locking lever (15) into the unlocked position in the opening movement and then causes the raising of the detent pawl (7).

14. Motor vehicle lock according to any of the preceding claims, characterized in that The adjustment assembly (9), preferably the adjustment lever (16), has an emergency trigger section (23) which is provided for the raising of the detent pawl (7) for the manual manipulation of the adjustment assembly (9).

15. Motor vehicle lock according to any of the preceding claims 3-8, characterized in that The adjustment assembly (9), preferably the adjustment lever (16), has an emergency trigger section (23) which is provided for the raising of the detent pawl (7) for the manual manipulation of the adjustment assembly (9).

16. Motor vehicle lock according to any of the preceding claims 3-8, characterized in that The motor vehicle lock (1) has a mechanical emergency unlocking system (24) for adjusting the locking lever (15) into the unlocked state, preferably the emergency unlocking system (24) is coupled to the closed cylinder in the assembled state.

Images