Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock with a locking bolt and with at least one detent pawl, the motor vehicle lock having an electric drive assembly and a drive control device, the drive control device actuating the drive assembly to perform an opening movement in which the drive assembly adjusts an adjustment assembly of the motor vehicle lock from a starting position to a removal position of the adjustment assembly in which the adjustment assembly removes the detent pawl, a coupling assembly being arranged between a lever and the detent pawl, the adjustment assembly converting the coupling assembly from a decoupled state into a coupled state in the opening movement in an intermediate position before the adjustment assembly removes the detent pawl with the attainment of the removal position. It is proposed that the drive control device actuates the drive assembly in a release procedure to initiate the opening movement and that the drive control device changes the actuation in such a way that an intermediate position criterion which is representative for the attainment of the intermediate position is fulfilled, even if the attainment of the removal position by the adjustment assembly is not successful.

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 pivotable about a geometric locking pin axis and at least one stop 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 electric drive assembly and a drive control device, wherein the drive control device manipulates the drive assembly to complete the opening movement, thereby causing the adjustment assembly to disengage the stop pawl as the disengaged position is reached.

[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 drive assembly that serves a dual purpose: acting as a locking actuator and an unlocking auxiliary actuator. An adjustment assembly also switches the coupling assembly from a disengaged state to a coupled state. This dual utilization, however, presents a structural challenge because the drive assembly, via a drive control device, must be manipulated to both drive the coupling assembly and the locking element, and these two functions must not interfere with each other. Here, known vehicle locks employ a mechanical double-stroke function for the internal lever, allowing the lock to be opened even when the drive assembly is not functioning. 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 recommendation is that the drive control device manipulates the drive component in the unlocking procedure to initiate the opening movement, and the drive component changes its manipulation to meet a representative intermediate position standard for reaching the intermediate position, so that the removal position is not successfully reached by adjusting the component.

[0010] On the one hand, the lock is opened via a complete opening movement of the drive assembly, as recommended. However, there is also the possibility of manipulation of the drive assembly during the unlocking process, which, while causing unlocking, simultaneously prevents the unintentional removal of the stop pawl. By defining the intermediate position standard, unintentional opening of the lock pin (e.g., during emergency operation) can be eliminated with higher security. 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 opening movement ends in the unlocking procedure as the intermediate position standard is met, and the drive component is preferably designed to be self-locking, so that the vehicle lock remains in the unlocked state in a simple and safe manner according to the unlocking procedure.

[0012] If the drive component is operated with reduced drive power during the unlocking process according to another design scheme of claim 3, the resulting reduced drive speed results in improved security to prevent the component from unintentionally going over the intermediate position by adjustment.

[0013] In another preferred design according to claim 4, the intermediate position criterion is defined at least in part by means of an electrically driven value, thereby eliminating the need for additional sensing devices in the unlocking procedure. Here, a high-precision definition of the number of current fluctuations experienced by the intermediate position criterion via the drive current is derived for monitoring the opening motion.

[0014] Claims 5 and 6 relate to further advantageous designs for motor vehicle locks with displacement sensors, the sensor values ​​of which monitor the fulfillment of intermediate position criteria. Here, a design with an electrical switch for the displacement sensor is particularly preferred, thereby achieving both cost-effectiveness and reliable use of the displacement sensor.

[0015] Furthermore, the motor vehicle lock, in the design schemes according to claims 7 and 8, has a locking assembly with a swingable, preferably spring-preloaded locking lever, thereby enabling the conversion of the connecting assembly with a particularly simple construction.

[0016] In a particularly suitable design according to claim 9, the adjusting assembly has an adjusting rod that is oscillated via a guide profile of a worm gear, wherein the worm gear also operates the locking rod via a drive member. This achieves particularly reliable unlocking or locking and opening of the vehicle lock. Furthermore, the worm gear design allows for a simple and secure distance between the intermediate and removed positions.

[0017] Claim 10 relates to a connecting rod of a connecting assembly, which is in a disengaged position in a disengaged state and in a coupled position in a coupled state. The connecting rod in the coupled position is then used to transmit the actuating stroke to the stop pawl.

[0018] The following is a particularly preferred embodiment, in which the adjusting assembly according to claim 11 removes the stop pawl by means of a trigger rod, wherein the connecting assembly can be arranged between the operating lever and the trigger rod. Here, the connecting rod according to claim 12 can be arranged on the trigger rod, thereby achieving a particularly simple and compact construction of the connecting assembly.

[0019] In the case of the equally preferred design according to claim 13, another 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. Attached Figure Description

[0020] The present invention will now be further described with the aid of the accompanying drawings, which illustrate only one embodiment. In the drawings: 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. Figure 2 The diagram is shown in perspective. Figure 1 The main adjustable component of a vehicle lock. Figure 3 The starting position of the adjustment component is displayed according to... Figure 1 Some of the adjustable components of a vehicle lock. Figure 4 The image shows the position of the component in the middle of the adjustment. Figure 3 The components, and Figure 5 The display shows the location of the adjustment component being removed. Figure 4 Components. Detailed Implementation

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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 , Figure 4 ), 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 5 ), in which the stop pawl releases the locking pin 5.

[0025] To remove the stop pawl 7, the vehicle lock 1 has an electric drive assembly 8 and a drive control device 9. In the illustrated and, in this preferred embodiment, the drive assembly 8 is equipped with a drive motor 10. Here, and preferably, the drive assembly 8 is equipped with a single drive motor 10, more preferably a rotating electric motor, which allows for a simple and compact structure of the vehicle lock 1. The drive control device 9 performs the task of controlling the drive motor 10, which is accumulated through the operation of the vehicle lock 1.

[0026] The drive control device 9 manipulates the drive assembly 8 to complete the opening movement, wherein the drive assembly 8 starts from the initial position ( Figure 3 ) Start by adjusting the adjustment component 11 of the motor vehicle lock 1 to the removed position. Figure 5 In this process, adjusting component 11 removes the stop pawl 7. Adjusting component 11 typically causes the drive motion of drive component 8 to be mechanically transmitted to the stop pawl 7 in order to... Figure 5 The removal position shown indicates that the removal stop 7 has been reached.

[0027] To remove the stop pawl 7, the vehicle lock 1 further has a lever 12 that is swayable about a geometrical lever 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 a corresponding operating position of the lever 12.

[0028] 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.

[0029] Furthermore, a coupling device is arranged between the control lever 12 and the stop pawl 7 in the coupled state. Figure 4 ) and out of state ( Figure 2 , Figure 3 The connecting component 13 is convertible between the two. In the disengaged state, the operating stroke of the lever 12 is a free stroke (Leerhub, sometimes called no-load stroke) due to the removal of the stop pawl 7. The stop pawl 7 is thus removed in the disengaged state without operating stroke, which is in Figure 3 The rear view A is shown in the figure. In the coupled state, the stop pawl 7 can be removed by the opposite operation stroke of the lever 12, wherein the operation stroke is converted into movement of the stop pawl 7 for removing the stop pawl 7, which further... Figure 4 The rear view A is shown in the diagram. The vehicle lock 1 is thus locked by transitioning from the coupled state to the disengaged state. Conversely, the vehicle lock 1 is unlocked by transitioning from the disengaged state to the coupled state.

[0030] The joystick 12 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 a mechanical adjustment movement is triggered. 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 2, an additional mechanical force chain toward the stop pawl 7 is therefore provided.

[0031] Adjust component 11 in the starting position during the opening motion ( Figure 3 ) and the location to be removed ( Figure 5 The middle position between ) Figure 4 In the process, the connecting component 13 is transitioned from a disengaged state to a coupled state. This is achieved by the component in the disengaged state (…). Figure 3 Starting from the initial position of the connecting component 13 in the ), before the adjusting component 11 removes the stop pawl 7 as the removal position is reached, the motion is opened here, first causing the connecting component 13 to enter the coupling state as the intermediate position is reached. Figure 4 The transition in ) . Immediately afterwards, the stop pawl 7 is removed as the removed position is reached during the further opening movement, aided by the adjusting component 11. Figure 5 ).

[0032] The transition of the coupling component 13 from the disengaged state to the coupled state via the adjustment component 11 should be understood broadly, wherein the coupling component 13 can be released solely by the adjustment component 11 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 11 does not necessarily force the coupling component 13 into the coupled state, but merely ensures that the coupling component 13 can occupy the coupled state without obstruction from the adjustment component 11.

[0033] At this point, it is important that the drive control device 9 manipulates the drive component 8 in the unlocking procedure to begin the opening motion, and the drive control device 9 changes the manipulation to meet the intermediate position standard that is representative of reaching the intermediate position, i.e., the position is removed by adjusting component 11, which is unsuccessful.

[0034] Therefore, although the opening motion described earlier is achieved through the unlocking procedure... Figure 3 The starting position shown is used to begin. In order to satisfy the condition in... Figure 4 The intermediate position shown corresponds to the intermediate position standard for unlocking the vehicle lock 1, and the operation is thus changed. Here, it is such that... Figure 5The removal position shown was not reached. The unlocking procedure can only be used selectively when unlocking of vehicle lock 1 is necessary to prevent opening, such as during emergency operation.

[0035] The following is particularly preferred: the drive control device 9 changes the operation to meet the intermediate position criterion in such a way that the opening movement ends by adjusting component 11 before reaching the removal position, for example, in such a way that the drive control device 9 switches the drive component 8 without current to meet the intermediate position criterion. Preferably, the drive component 8 is designed to be self-locking, so that the drive component 8 remains in the position from which the drive is applied even when no drive power is applied. Figure 4 The vehicle lock 1 remains unlocked in the intermediate position. Alternatively, it is conceivable that the intermediate position is maintained by means of operation via the drive control device 9, for example, in the case of a non-self-locking design of the drive assembly 8.

[0036] According to a particularly preferred design, the drive control device 9 operates the drive assembly 8 with a reduced drive power during the unlocking procedure relative to a pre-defined, normally set drive power for the opening movement. The pre-defined drive power is selected, for example, so that the stop pawl 7 can be quickly removed during the opening movement, ensuring a rapid response of the vehicle lock 1 to the operator's opening intentions. In an unlocking procedure particularly effective in emergency situations, safety takes priority over undesirable opening, thus reducing the drive speed to prevent the removal position from being reached by the adjustment assembly 11 with high security. The drive power can be reduced at least partially via the opening movement.

[0037] Preferably, the drive control device 9 controls the drive component 8 via modulation of the drive power, and more preferably via pulse width modulation of the drive voltage. In the unlocking procedure, the load factor (Tastgrad, sometimes called the duty cycle) of the modulated drive power relative to the normal operating setting can be at least partially reduced.

[0038] According to a preferred design, the drive control device 9 monitors the electrical drive value, preferably the drive current, and / or drive voltage of the drive component 8 during the unlocking procedure, wherein an intermediate position criterion relates to the drive value. Specifically, the drive value is used to detect whether the drive component 8 has completed the drive movement from the starting position that corresponds to the adjustment of the adjustment component 11 to the intermediate position. Preferably, the intermediate position criterion is defined at least in part by the fact that the number of current fluctuations experienced by the drive current during the opening movement exceeds a predetermined minimum. The current fluctuations are preferably rectified fluctuations of the drive motor 10, which is designed as a rotating DC motor and typically occur with the drive movement. By evaluating the direction of the drive current, the adjustment distance that the adjustment component 11 has traveled with the opening movement can thus be inferred.

[0039] According to another equally preferred design, the drive control device 9 alternatively or additionally monitors the sensor values ​​of the displacement sensors of the adjustment component 11 and / or the drive component 8 during the unlocking procedure. Here, the intermediate position criterion involves inferring the position of the adjustment component 11 by means of the sensor values ​​provided by the displacement sensors.

[0040] According to the illustrated and particularly preferred design, the displacement sensor has an electrical switch 14, which is here and preferably associated with an adjustment assembly 11. The adjustment assembly 11 adjusts as the intermediate position is reached, as... Figure 4 The switch 14 is operated as shown. For this purpose, the adjustment assembly 11 may have a switch profile 15 that operates the switch 14 in an intermediate position. The intermediate position criterion is defined at least in part by the presence of switch operation, such that a change in the on / off state of the switch 14 causes the aforementioned change in operation during the opening movement.

[0041] Similarly, the displacement sensor may have an incremental displacement sensor, preferably associated with a Hall sensor of the drive assembly 8, and the intermediate position criterion is at least partially defined therefrom, i.e., the sensor value of the incremental displacement sensor exceeds a predetermined minimum value. The Hall sensor may, for example, comprise a sensor element disposed at the drive shaft of the drive motor 10. Hall-flanks experienced, for example, in the sensor value, starting from the initial position, can be counted and monitored for exceeding a predetermined minimum number. Similarly, alternatively or additionally to the aforementioned switch 14, the Hall sensor may be associated with the adjustment assembly 11 and thus detect the attainment of the intermediate position.

[0042] Preferably, the vehicle lock 1 has a locking assembly 16 having a locking lever axis 17a about the geometry in the locked position. Figure 2 , Figure 3 ) and unlock location ( Figure 4 , Figure 5 A locking lever 17 that can swing between ( ) . In the unlocked position, the locking lever 17 transfers the coupling assembly 13 into a coupled state, where the retaining lever 18 is swingable around the geometric retaining rod axis 18a of the locking assembly 16. Additionally, the adjusting assembly 11, upon reaching the intermediate position, adjusts the coupling assembly 13 via the locking lever 17 to transfer it into the unlocked position, as if by Figure 4 As it became clear.

[0043] Preferably, the locking lever 17 is spring-preloaded in the unlocked position, wherein the adjusting assembly 11 is adjusted according to... Figure 3The locking lever 17 is held in the locked position from the initial position. This achieves the following: the connecting assembly 13 is in a disengaged state from the initial position of the adjusting assembly 11. The spring is preloaded here, preferably via a spring element 19 associated with the locking lever 17.

[0044] According to the illustrated and preferred design, the adjusting assembly 11 has an adjusting rod 20 that is swayable about a geometric adjusting rod axis 20a and a worm gear 21 that is rotatable about a geometric rotation axis 21a. During rotational movement, the worm gear guides the profile 22 to sway as the removed position is reached to remove the stop pawl 7. Here, the drive assembly 8 is connected to the worm gear 21 via a worm gear transmission 23, wherein the rotational drive motion of the drive motor 10 is converted into the rotation of the worm gear 21. Here, the opening motion and... Figure 3 The worm gear 21 rotates clockwise in accordance with the movement of the worm. The guide profile 22, preferably an eccentric peripheral guide surface, contacts the adjusting rod 20 during the opening movement. The worm gear 21 has a drive member 24 for the locking rod 17, which, upon reaching the intermediate position... Figure 4 The locking lever 17 is switched to the unlocked position. Here, and preferably, the axis 16a of the adjusting lever is the same as the axis of rotation 21a, wherein, more preferably, the adjusting lever 20 is pre-tensioned by a spring against the drive member 24.

[0045] The connecting assembly 13 here, and preferably, has a connecting rod 25 that is pivotable about a geometric connecting rod axis 25a. The connecting rod 25 is in a disengaged position in the disengaged state of the connecting assembly 13, i.e., in which the connecting rod 25 is disengaged from the operating lever 12 during the operating stroke of the operating lever 12. Figure 3 In this disengaged position, the connecting rod 25 is no longer able to be transmitted from the control lever 12 to the stop pawl 7.

[0046] Furthermore, the connecting rod 25 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 particularly true in... Figure 4 It is shown in the rear view A. In the engagement, the adjusting motion can then be transmitted from the lever 12 to the stop pawl 7.

[0047] Particularly preferably, the adjusting assembly 11, during the opening movement, removes the stop pawl 7 by means of a trigger rod 26, which is pivotally arranged between the adjusting assembly 11 and the stop pawl 7 about the geometrical trigger rod axis 26a. The connecting assembly 13 is further preferably arranged between the operating lever 12 and the trigger rod 26 and connected to the operating lever 12 and the trigger rod 26 in a coupled state.

[0048] The geometric connecting rod axis 25a here, and preferably, extends parallel to the geometric joystick axis 12a of the operating joystick 12. The connecting rod 25 is particularly pivotally arranged on the trigger lever 26 about the connecting rod axis 25a. The geometric connecting rod axis 25a here, and preferably, is torsionally arranged on the operating joystick 12, that is, the geometric connecting rod axis 25a moves together with the other joystick 12 when it is adjusted between its initial position and its operating position. The connecting rod 25 here, and preferably, is spring-preloaded in the direction of its coupled position.

[0049] Preferably, the vehicle lock 1 has the following features: Figure 2 The diagram only shows a simplified depiction of an additional lever 27, particularly an inner lever, that can swing around the geometric axis of the lever. The stop pawl 7 can be removed via the operating stroke of the additional lever 27. The stop pawl 7 can also be removed via the previously described trigger lever 26, particularly by means of the operating stroke of the additional lever 27.

Claims

1. A motor vehicle lock having a locking pin (5) pivotable about a geometrical locking pin axis (5a) and at least one stop pawl (7) pivotable about a geometrical stop pawl axis (7a), wherein, The locking pin (5) is adjustable to an open position and to at least one locked position, wherein the stop pawl (7) is adjustable to an inserted position, wherein the stop pawl (7) holds the locking pin (5) in the at least one locked position and is adjustable to a removed position, wherein the stop pawl (7) releases the locking pin (5). The vehicle lock (1) includes an electric drive assembly (8) and a drive control device (9). The drive control device (9) operates the drive assembly (8) to complete the opening movement. The drive assembly (8) adjusts the adjustment assembly (11) of the vehicle lock (1) from a starting position to a removed position. The adjustment assembly (11) removes the stop pawl (7). The vehicle lock (1) has a lever (12) that can swing about a geometrical lever axis (12a). A connection is arranged between the lever (12) and the stop pawl (7). Component (13) is switchable between a coupled state and a disengaged state, wherein in the disengaged state, the operating stroke of the lever (12) is a free stroke due to the removal of the stop pawl (7), and wherein in the coupled state, the stop pawl (7) is removable via the operating stroke of the lever (12), wherein before the adjusting component (11) removes the stop pawl (7) as the removal position is reached, the adjusting component (11) switches the coupling component (13) from the disengaged state to the coupled state in the opening movement at an intermediate position between the starting position and the removal position. Its features are, The drive control device (9) manipulates the drive assembly (8) in the unlocking procedure to start the opening movement, and the drive control device (9) changes the manipulation to meet a representative intermediate position standard for the attainment of the intermediate position, so that the removal position is not successfully reached by the adjustment assembly (11).

2. The motor vehicle lock according to claim 1, characterized in that, The locking pin (5) can be adjusted to the open position and the main locked position.

3. The motor vehicle lock according to claim 1, characterized in that, The locking pin (5) can be adjusted to the open position, the main locking position, and the pre-locking position between the open position and the main locking position.

4. The motor vehicle lock according to claim 1, characterized in that, The joystick (12) is an external joystick.

5. The motor vehicle lock according to claim 1, characterized in that, The drive control device (9) alters the operation to meet the intermediate position criterion such that the opening movement ends before the removal position is reached by the adjustment component (11).

6. The motor vehicle lock according to claim 5, characterized in that, The drive component (8) is designed to be self-locking.

7. The motor vehicle lock according to any one of claims 1 to 6, characterized in that, The drive control device (9) operates the drive assembly (8) in the unlocking procedure with a drive power that is reduced relative to the drive power for the opening movement that has been set in advance for normal operation.

8. The motor vehicle lock according to any one of claims 1 to 6, characterized in that, The drive control device (9) monitors the electric drive value of the drive component (8) during the unlocking procedure, and the intermediate position standard relates to the drive value.

9. The motor vehicle lock according to claim 8, characterized in that, The electric drive value is the drive current and / or drive voltage.

10. The motor vehicle lock according to claim 9, characterized in that, The intermediate position criterion is defined at least in part by the fact that the number of current fluctuations experienced by the drive current during the opening movement exceeds a pre-given minimum number.

11. The motor vehicle lock according to any one of claims 1 to 6, characterized in that, The drive control device (9) monitors the sensor values ​​of the displacement sensors of the adjustment component and / or the drive component during the unlocking procedure, and the intermediate position standard relates to the sensor values.

12. The motor vehicle lock according to claim 11, characterized in that, The displacement sensor has an electrical switch (14), the adjustment component (11) actuates the switch (14) as the intermediate position is reached and the intermediate position criterion is defined at least in part by the presence of the actuation of the switch (14), and / or the displacement sensor has an incremental displacement sensor and the intermediate position criterion is defined at least in part by the sensor value of the incremental displacement sensor exceeding a pre-given minimum value.

13. The motor vehicle lock according to claim 12, characterized in that, The displacement sensor has a Hall sensor associated with the drive assembly (8).

14. The motor vehicle lock according to any one of claims 1 to 6, characterized in that, The vehicle lock (1) has a locking assembly (16) having a locking lever (17) that is swayable between a locked position and an unlocked position about a geometric locking lever axis (17a), the locking lever (17) in which the coupling assembly (13) is switched to the coupled state in the unlocked position and the adjusting assembly (11) as the intermediate position is reached, switches the coupling assembly (13) to the unlocked position via the adjustment of the locking lever (17).

15. The motor vehicle lock according to claim 14, characterized in that, The locking lever (17) is spring-preloaded in the direction of the unlocked position and the adjusting assembly (11) holds the locking lever (17) in the locked position in the starting position.

16. The motor vehicle lock according to claim 14, characterized in that, The adjustment assembly (11) has an adjustment rod (20) that is oscillating about a geometric adjustment rod axis (20a) and a worm gear (21) that is rotatable about a rotation axis (21a), which guides the profile (22) to oscillate the adjustment rod (20) in rotational motion as the removed position is reached to remove the stop pawl (7), and the worm gear (21) has a drive member (24) for the locking lever, which, as the intermediate position is reached, switches the locking lever (17) to the unlocked position.

17. The motor vehicle lock according to any one of claims 1 to 6, characterized in that, The connecting assembly (13) has a connecting rod (25) that is swayable about a geometric connecting rod axis (25a). The connecting rod (25) is in a disengaged position in the disengaged state of the connecting assembly (13), i.e., when the connecting rod (25) is in the operating stroke of the lever (12), it is disengaged from the lever (12). The connecting rod (25) is in a coupled position in the coupled state of the connecting assembly (13), i.e., when the connecting rod (25) is in the operating stroke of the lever (12), it is engaged with the lever (12) or engaged with the lever (12).

18. The motor vehicle lock according to claim 17, characterized in that, As the removed position is reached, the adjustment assembly (11) removes the stop pawl (7) by means of a trigger rod (26) which is oscillatingly arranged between the adjustment assembly (11) and the stop pawl (7) around the geometric trigger rod axis (26a).

19. The motor vehicle lock according to claim 18, characterized in that, The coupling assembly (13) is arranged between the joystick (12) and the trigger rod (26) and connects the joystick (12) and the trigger rod (26) in the coupled state.

20. The motor vehicle lock according to claim 18, characterized in that, The connecting rod (25) is oscillatingly arranged on the trigger rod (26) around the axis (25a) of the connecting rod.

21. The motor vehicle lock according to claim 18, characterized in that, The vehicle lock (1) has an additional lever (27) that is swayable about a geometrical lever axis, and the stop pawl (7) can be removed by the operating stroke of the additional lever (27).

22. The motor vehicle lock according to claim 21, characterized in that, The additional lever (27) removes the stop pawl (7) by means of the trigger lever (26) during the operation stroke.

23. The motor vehicle lock according to claim 21, characterized in that, The other joystick (27) is an internal joystick.

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