Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock (1) having a locking mechanism (2) with a pivotable locking bolt (3) and a pivotable locking pawl (4) associated with the locking bolt (3). It is proposed that the motor vehicle lock (1) has a spring assembly (11) and a pivotable preloading lever (13) preloaded or preloadable in a preloading direction (12) by the spring assembly (11), which preloading lever is in a preloading transmission mechanism engagement (14) or can be brought into a preloading transmission mechanism engagement with the locking pawl (4), and the preloading transmission mechanism engagement (14) is designed such that the locking pawl (4) is preloaded or preloadable by the spring assembly (11) in a falling direction (15) with a locking pawl preloading force by means of the preloading transmission mechanism engagement (14), and the preloading transmission mechanism engagement (14) is not self-locking from the locking pawl (4) to the preloading lever (13) in a main locking state and / or in a prelocking state.

Description

Motor vehicle locks Technical Field

[0001] The present invention relates to a motor vehicle lock according to the preamble of claim 1, a flipping assembly having a flipping element (Klappe, sometimes also called a valve) and such a motor vehicle lock according to claim 14, and a motor vehicle having such a flipping assembly according to claim 15. Background Technology

[0002] The vehicle lock discussed herein is used to hold the flip-up component of the discussed flip-up assembly in a locked state. Here, the concept of "flip-up component" should be interpreted broadly. This concept includes the tailgate, rear cover, rear door, front grille, engine hood, side door, or similar parts of a motor vehicle. Such a flip-up component can be designed to swing in the manner of a swing flip-up component, swing door, or swing cover, or it can be designed to slide longitudinally in the manner of a sliding door.

[0003] The known vehicle lock (DE 20 2013 103 327 U1) derived from this invention has a conventionally constructed locking mechanism (Gesperre) having a latch and locking pawls that mate with the latch. The known vehicle lock includes a main locking state and a pre-locking state, in which the locking pawls respectively engage with the latch in a locking engagement. By lifting the locking pawls out of the locking engagement with the latch, the entire vehicle lock can be opened.

[0004] To ensure that the flip-up component associated with the vehicle lock remains engaged with the vehicle body of the associated vehicle, a locking member in the form of a locking bow or similar device is provided. This locking member enters the vehicle lock in the entry direction during locking, adjusting the latch from its open position to a pre-locked position, and then to the main lock position. Simultaneously, the locking pawl, driven by a pre-tightening force, falls in the entry direction and thus engages with the latch in a locking engagement.

[0005] Therefore, the aforementioned preload of the locking pawl plays a crucial role in the secure locking process of a motor vehicle lock, where it is essential to safely achieve the locking engagement between the locking pawl and the latch. However, a high preload of the locking pawl results in a high force required to lift the pawl. This creates a stress field that makes it difficult to disengage when the preload is achieved. In known motor vehicle locks, the locking pawl is equipped with a simple spring assembly to generate the preload, which acts directly on the locking pawl.

[0006] In known motor vehicle locks, the preload of the locking pawl can be achieved cost-effectively. However, this presents limitations in mechanical design, which considers the aforementioned stress field optimally, and not ultimately in optimal space utilization. Summary of the Invention

[0007] This invention addresses the following problem by designing and improving known vehicle locks to increase flexibility in mechanical design.

[0008] The above-mentioned problem is solved in the motor vehicle lock according to the preamble of claim 1 by the feature of the feature portion of claim 1.

[0009] First and foremost, it is important to consider that the locking pawl preload can be flexibly and precisely adjusted via a preload lever acting on the locking pawl through a separate preload-drive mechanism. With proper design, the locking pawl preload can even be varied in a predetermined manner based on the locking pawl's position.

[0010] It has also been recognized that the aforementioned generation of the locking pawl preload does not otherwise impair the function of the vehicle lock, provided that the engagement of the preload-transmission mechanism, viewed from the locking pawl towards the preload lever, is at least related to the locked state and does not self-lock. Therefore, the engagement of the preload transmission mechanism does not result in the locking pawl becoming blocked, which essentially introduces the risk of the locking mechanism jamming.

[0011] The proposed motor vehicle lock includes a spring assembly and a preloadable, oscillating preload lever preloaded or preloadable in a preload direction via the spring assembly. The preload lever is engaged with a locking pawl in a preload-drive mechanism engagement or can be engaged in a preload-drive mechanism engagement. The preload-drive mechanism engagement is proposed to be designed such that the locking pawl is preloaded or preloadable in the drop direction by means of the spring assembly via the preload-drive mechanism engagement using the locking pawl preload force. Furthermore, it is proposed that the preload-drive mechanism engagement is not self-locking when viewed from the locking pawl towards the preload lever, at least in the main locking state and / or in the prelocking state.

[0012] As suggested, the preload of the locking pawl can be adjusted flexibly and precisely, and the blocking of the locking pawl stops at least in the main locking state and / or pre-locking state. The non-self-locking design of the preload-drive engagement clearly means that, at least in the main locking state and / or pre-locking state, the lifting motion of the locking pawl is converted into the corresponding opening motion of the preload lever through the preload-drive engagement.

[0013] The proposed solution allows for excellent adjustment of the locking pawl preload. Furthermore, it unlocks new flexibility in the arrangement of the spring assembly, enabling exceptionally good utilization of structural space.

[0014] It should be noted that the concept of "transmission mechanism engagement" should be interpreted broadly and may include different transmission mechanism principles, such as rolling transmission mechanism principles, lever transmission mechanism principles, or similar principles.

[0015] In the preferred designs according to claims 2 and 3, the preload-drive engagement is attributed to the contact between the preload profile of the preload lever and the preload mating profile of the locking pawl. Due to the free designability of the relevant profiles, the resulting preload-drive engagement can be flexibly adjusted. In particular, the drive engagement can be configured to change in a predefined manner depending on the position of the locking pawl. Thus, as proposed in claim 4, during the direct opening process in which the lifting motion is directly introduced into the locking pawl, the preload profile and the preload mating profile slide along each other, thereby allowing the preload-drive engagement to be altered through appropriate design of the profiles.

[0016] When the lifting motion is directly introduced into the locking pawl without introducing it into the preload lever during the direct opening process, according to claim 5, within the scope of the indirect opening process, the opening motion is first introduced into the preload lever, which is then converted into the lifting motion of the locking pawl by engagement of the lifting-drive mechanism between the preload lever and the locking pawl. This dual use of the preload lever—serving on the one hand for preloading the locking pawl and on the other hand for lifting the locking pawl—results in a particularly compact design overall.

[0017] If the above-described indirect opening process is configured, the engagement of the pre-tensioning-drive mechanism or the lifting-drive mechanism occurs between the pre-tensioning lever and the locking pawl, depending on the circumstances. Therefore, in the sense of the particularly compact design according to claim 6, the engagement of both drive mechanisms is achieved within a single, mouth-shaped forming portion of the locking pawl or the pre-tensioning lever.

[0018] By utilizing the preload of the locking pawl via the proposed preload lever, it is also possible to adjust the level of the preload through a corresponding design of the preload-drive mechanism engagement. Specifically, according to claim 7, the preload drive ratio is selected to be greater than 1, and particularly greater than 1.5, at least in the main locking state and / or pre-locking state. Here, according to claim 8, it is preferable that the preload drive ratio decreases during the direct opening process. Therefore, the operating force required to lift the locking pawl is correspondingly reduced, which, particularly in the case of motor-driven lifting, leads to greater flexibility in the design of the corresponding drive motor.

[0019] Claim 9 relates to a common situation where the depth of the locking pawl in the pre-locked state is less than the depth of the locking pawl in the main locking state. The proposed solution readily achieves this in such cases, where the preload of the locking pawl in the main locking state, attributed to the spring assembly, is greater than that in the pre-locked state. Consequently, the force required to lift the locking pawl out of the pre-locked state is relatively smaller.

[0020] In a preferred embodiment of claim 10, the locking pawl is continuously preloaded by means of a spring assembly, i.e., in any position of the locking pawl, thereby unilaterally defining the state of the vehicle lock and, in particular, the position of the locking pawl. Alternatively, according to claim 10, the locking pawl may also be configured such that it is not preloaded by means of a spring assembly according to the locked state, which may be advantageous in terms of noise reduction, particularly in terms of any possible squeaking noise between the preload lever and the locking pawl.

[0021] As derived from the preferred designs according to claims 11 and 12, the proposed solutions can also be advantageous for the collision behavior of the vehicle lock. In both preferred designs, the preload lever works in conjunction with the locking pawl to prevent the locking pawl from being lifted out due to a collision.

[0022] The proposed preload lever can be equipped with additional functions to further enhance compactness. According to claim 13, the preload lever is accordingly configured to work in conjunction with other functional components of the vehicle lock. Only the emergency coupling of the locking auxiliary assembly is mentioned here as an example.

[0023] According to another teaching derived independently of claim 14, a flip-up assembly itself is claimed, which is equipped with a flipper and a recommended vehicle lock mating with the flipper. Reference can be made to all embodiments of the recommended vehicle lock.

[0024] Following another teaching of the same independent significance as claim 15, protection is claimed for a motor vehicle having the aforementioned tilting assembly itself. Reference is also permitted in this regard to all embodiments of the proposed tilting mechanism. Attached Figure Description

[0025] The invention will now be explained in more detail with the aid of the accompanying drawings, which show only one embodiment. In the drawings:

[0026] Figure 1 shows the proposed motor vehicle lock, a) in its assembled state, and b) in an exploded view;

[0027] Figure 2 shows, in top view, the vehicle lock according to Figure 1, a) in the main locking state outside the opening process, and b) in the main locking state during the indirect opening process; and

[0028] Figure 3 shows the vehicle lock according to Figure 1 in a top view, a) in the pre-locked state and b) in the open state. Detailed Implementation

[0029] The proposed vehicle lock 1 shows a locking mechanism 2 having a latch 3 that can pivot about a latch axis 3a and a locking pawl 4 that is associated with the latch 3 and can pivot about a locking pawl axis 4a. The latch 3 can be retained engaged with a locking member 6 that enters the vehicle lock 1 in the entry direction 5 during the locking process. The locking member can be a locking bow, locking wedge, or the like.

[0030] A flipper, which is associated with the vehicle lock 1 and can be held in a locked state by means of the vehicle lock 1, is not shown. In an alternative embodiment, the vehicle lock 1 is located at the flipper, while the locking component 6 is located at the vehicle body. This can also be reversed. For a broader interpretation of the concept of "flipper," please refer to the introduction of this specification.

[0031] The locking mechanism 2 can be brought to at least the main locking state, as shown in Figure 2. Here, the latch 3 is in its main locking position. In the main locking state, the locking pawl 4 falls into locking engagement with the latch 3 in the main locking position. Preferably, this engagement is a direct engagement between the locking pawl 4 and the latch 3. Here, the locking portion 7 of the locking pawl 4 is preferably engaged with the main locking portion 8 of the latch 3.

[0032] Preferably, the locking mechanism 2 can also be brought into a pre-locked state, as shown in FIG3a. In the pre-locked state, the locking pawl 4 falls into locking engagement with the latch 3, which is in its pre-locked position. Here, the locking portion 7 of the locking pawl 4 engages with the pre-locking portion 9 of the latch 3.

[0033] Furthermore, the locking mechanism 2 can be brought to the open state shown in FIG3b, in which the locking pawl 4 is lifted out and disengaged from the locking engagement with the latch 3 in its open position.

[0034] In the main locking state and / or pre-locking state, the interaction between the latch 3 and the locking pawl 4 preferably has a self-holding property, which means that the locking structure generated by the engagement between the locking part 7 and the main locking part 8 or between the locking part 7 and the pre-locking part 9 is correspondingly self-holding. Therefore, there is no need for a blocking lever acting on the locking pawl 4.

[0035] The latch 3 is preferably coupled to a latch spring 10, which, in the illustrated and thus preferred embodiment, is designed as a torsion spring arranged concentrically with the latch axis 3a. This locking pawl spring, which is directly coupled to the locking pawl 4, is not shown in the proposed solution. Instead, the vehicle lock 1 has a spring assembly 11 and a preload lever 13 that is preloaded or preloadable along a preload direction 12 by the spring assembly 11 and can swing about a preload lever axis 13a, wherein the preload lever 13 is engaged with the locking pawl 4 in a preload-drive engagement 14 or can be engaged in the preload-drive engagement 14.

[0036] Furthermore, and importantly, the pre-tensioning-drive engagement 14 is designed such that the locking pawl 4 is pre-tensioned or pre-tightened by means of the spring assembly 11 via the pre-tensioning-drive engagement 14 along the falling direction 15 of the locking pawl 4 using the locking pawl pre-tensioning force. Finally, and importantly, in the main locking state and / or the pre-locking state, the pre-tensioning-drive engagement 14 does not self-lock when viewed from the locking pawl 4 towards the pre-tensioning lever 13. This is hereby and preferably configured not only for the main locking state but also for the pre-locking state, such that in both locking states, the lifting movement of the locking pawl 4 is converted by the pre-tensioning-drive engagement 14 into a corresponding opening movement of the pre-tensioning lever 13 relative to the spring assembly 11.

[0037] Preferably, the preload-drive engagement 14 is designed not to self-lock in any position of the locking pawl 4 when viewed from the locking pawl 4 towards the preload lever 13, so that the degree of freedom of movement of the locking pawl 4 is not impaired by the preload lever 13 under any circumstances.

[0038] In the illustrated, and in this regard preferred, embodiment, the latch axis 3a and the locking pawl axis 4a are spaced apart from each other as is common therein. It is noteworthy that the preload lever axis 13a is also spaced apart not only from the latch axis 3a but also from the locking pawl axis 4a. For improved compactness, it is conceivable that the preload lever axis 13a is arranged concentrically with the latch axis 3a.

[0039] The spring assembly 11 of the preload lever 13 is here and preferably implemented as a torsion spring arranged concentrically with the axis 13a of the preload lever. In principle, a spring assembly 11 that is not concentrically oriented with the axis 13a of the preload lever can also be used here.

[0040] In the illustrated and, in this regard, preferred embodiment, the preload lever 13 has a preload profile 16, while the locking pawl 4 has a preload mating profile 17. The preload-drive engagement 14 results from the contact between the two profiles 16, 17 and the resulting transmission ratio.

[0041] A comparison of Figures 2a and 3a shows that, depending on the position of the locking pawl 4, different contour regions of the preload profile 16 and the preload mating profile 17 come into contact with each other. Accordingly, the preload-drive mechanism engagement 14 is achieved by utilizing different preload actions along the falling direction 15 of the locking pawl 4.

[0042] For the opening of the proposed vehicle lock 1 within the range of the opening process, different variations are available, and these variations may even be combined with each other in the illustrated and, in this regard, preferred embodiments. Both variations share the common feature of introducing a movement into a component, resulting in the lifting of the locking pawl 4. This movement can be introduced by a motor, particularly by an electric motor, or it can be configured manually, particularly by a manual operating lever.

[0043] The first variant for unlocking the vehicle lock 1 is currently referred to as the "direct opening process". This direct opening process is attributed to the preferred motor-driven or manual introduction of the lifting motion 18 into the locking pawl 4. Here and preferably, the introduction of the lifting motion 18 within the scope of the direct opening process is performed by a drive motor 19, downstream of which an intermediate transmission mechanism is connected, if possible. Starting from the main locking state shown in FIG2a or the pre-locking state shown in FIG3a, the lifting motion 18 is transformed into the opening motion 20 of the pre-tightening lever 13 by the pre-tightening-transmission mechanism engagement 14 between the pre-tightening lever 13 and the locking pawl 4. As can be seen from the relevant figures, during this direct opening process, the pre-tightening profile 16 and the pre-tightening mating profile 17 slide along each other.

[0044] Another variation of the process for opening the vehicle lock 1, currently referred to as the “indirect opening process,” is attributed to the preferred motor-driven or manual introduction of the opening movement 20 into the preload lever 13. In the illustrated and, in this regard, preferred embodiment, the opening movement 20 is introduced into the preload lever 13 via a manual operating lever 21. This is a variation for emergency opening when the aforementioned drive motor 19 stops operating, especially in the event of a malfunction. The transition from Figure 2a to Figure 2b shows this indirect opening process beginning with the first opening movement 20. Further adjustments to the preload lever 13 from the state shown in Figure 2b result in the opening movement 20 being transformed into the desired lifting movement 18 of the locking pawl 4 by the lift-drive engagement 22 between the preload lever 13 and the locking pawl 4. Thus, as explained more above, the preload lever 13 is used multiple times.

[0045] The preload-drive mechanism engagement 14 and the lift-drive mechanism engagement 22 are preferably spatially separated. A particularly compact design is further preferably achieved by the fact that the preload-drive mechanism engagement 14 and the lift-drive mechanism engagement 22 are realized within the mouth-shaped forming portion 23 of the locking pawl 4 or the preload lever 13, preferably in the opposite side region of the mouth-shaped forming portion 23. This is illustrated in the overviews of Figures 2a and 2b.

[0046] Further preferably, the torque of the spring assembly 11 acting clockwise on the preload lever 13 in FIG. 2a is converted into the torque acting counterclockwise on the locking pawl 4 in FIG. 2a via the preload-drive mechanism engagement 14. The preload-drive ratio resulting from this torque acting on the locking pawl 4 and the torque of the spring assembly 11 acting on the preload lever 13 is preferably greater than 1, more preferably greater than 1.5. This applies at least to the main locking state and / or the pre-locking state. Therefore, the spring assembly 11 can be designed to be relatively weak.

[0047] Of particular interest is that, during the direct opening process, the preload-transmission ratio decreases here and preferably by the preload profile 16 and the preload mating profile 17 sliding along each other. This means that as the locking pawl 4 is lifted further out during the direct opening process, increasingly smaller operating forces are required.

[0048] Compared to the preload of the locking pawl in the main locking state, the reduction in the preload-transmission ratio also affects the preload of the locking pawl in the pre-locking state. Since the depth of the locking pawl 4 in the pre-locking state is preferably less than the depth of the locking pawl 4 in the main locking state, the preload of the locking pawl in the spring assembly 11 can be selected to be greater in the main locking state than in the pre-locking state.

[0049] Further preferably, this allows the locking pawl 4 to be continuously pre-tensioned by means of the spring assembly 11. Alternatively, the locking pawl 4 can be configured not to be pre-tensioned by means of the spring assembly 11 in the main locking state and / or the pre-locking state. This is shown only by way of example in the detailed illustration in FIG2a, where a gap 24 is created between the locking pawl 4 and the latch 3. In principle, this gap can also be created between the locking pawl 4 and the pre-tensioning lever 13.

[0050] The center of gravity of the locking pawl 4 is preferably positioned such that the acceleration of the vehicle lock 1 itself caused by a collision, such as the acceleration of the vehicle lock 1 itself transverse to the latch axis 3a and transverse to the entry direction 5 of the locking member 6, cannot cause the locking pawl 4 to be lifted out. Therefore, the center of gravity of the locking pawl 4 is preferably located within the locking pawl axis 4a. Currently, "itself" always means that the vehicle lock 1 is still in the disengaged state for the purpose of defining collision behavior.

[0051] Using the proposed solution, this "balanced" locking pawl 4 is advantageously unnecessary because the preload lever 13 helps prevent the locking pawl 4 from being lifted out due to an impact. This impact-induced lifting of the locking pawl 4 can be attributed, as described above, to the acceleration of the motor vehicle lock 1 transverse to the latch axis 3a and transverse to the entry direction 5 of the locking member 6.

[0052] In the first preferred design, the center of gravity of the locking pawl 4 is positioned outside the locking pawl axis 4a, and the spring assembly 11 is further preferably designed such that the aforementioned acceleration of the vehicle lock 1 itself (10g, preferably 20g, and even more preferably 30g) does not cause the locking pawl 4 to lift out. In a particularly preferred design, the center of gravity of the locking pawl 4 is positioned outside the locking pawl axis 4a such that, without the action of the preload lever 13, the aforementioned acceleration of the vehicle lock 1 itself will cause the locking pawl 4 to lift out.

[0053] In principle, the center of gravity of the preload lever 13 can be located at the preload lever axis 13a. However, alternatively, the center of gravity of the preload lever 13 can be located outside the preload lever axis 13a. Preferably, this is so that the inertia of the preload lever 13 resists the lifting of the locking pawl 4, which is caused by impact acceleration, especially by the acceleration of the vehicle lock 1 itself transverse to the latch axis 3a and transverse to the entry direction 5.

[0054] In particular, the center of mass of the locking pawl 4 can be configured such that it is outside the locking pawl axis 4a, and the center of mass of the preload lever 13 is outside the preload lever axis 13a. This arrangement ensures that acceleration of the vehicle lock 1 itself transverse to the latch axis 3a and transverse to the entry direction 5 does not cause the locking pawl 4 to lift out, more precisely, it is independent of the intensity of the acceleration. Here, the center of mass of the locking pawl 4 is also preferably positioned such that, without the action of the preload lever 13, lifting of the locking pawl 4 due to impact is expected.

[0055] In the last mentioned embodiment, the centers of mass of the locking pawl 4 and the preload lever 13 are coordinated with each other to prevent the locking pawl 4 from being lifted out due to impact. In this regard, it is particularly advantageous that the preload lever 13 is at least partially, preferably entirely, made of plastic material. Here, the additional weight of the preload lever 13 can be precisely positioned within the preload lever 13 in the sense of the aforementioned coordination.

[0056] As already mentioned, the preload lever 13 can perform other functions. Preferably, the preload lever 13 is configured to work in conjunction with other functional components of the vehicle lock 1, and more preferably with the emergency coupling of the locking assist assembly. This emergency coupling is preferably operated by the aforementioned opening movement 20 of the preload lever 13, thereby disabling the locking assist function during the opening process.

[0057] According to another teaching that has gained independent significance, protection is claimed for a flip-up assembly having a flipper and a proposed vehicle lock itself mating with the flipper. Here, the vehicle lock 1 can be arranged at the flipper or at the vehicle body, as explained above.

[0058] According to another teaching that also derives independently, protection is claimed for a motor vehicle having the aforementioned tilting assembly itself. Regarding these additional teachings, reference may be made to all the above embodiments concerning the proposed motor vehicle lock 1.

Claims

1. A motor vehicle lock (1) having a locking mechanism (2), said locking mechanism having a swayable latch (3) and a swayable locking pawl (4) cooperating with said latch (3), wherein, The latch (3) can be brought into retaining engagement with the locking member (6) entering the vehicle lock (1) along the entry direction (5), wherein the locking mechanism (2) can be brought into a main locking state and, if possible, into a pre-locking state, wherein the locking pawl (4) falls into locking engagement with the latch (3) in the main locking or pre-locking position, wherein the locking mechanism (2) can be brought into an open state, wherein the locking pawl (4) is lifted out and disengaged from locking engagement with the latch (3) in the open position, characterized in that the vehicle lock (1) has a spring assembly (11) and through the spring assembly ( 11) A pre-tightened or pre-tightened, swingable pre-tightening lever (13) in the pre-tightening direction (12), the pre-tightening lever being engaged with the locking pawl (4) in the pre-tightening-drive mechanism engagement (14) or being able to be engaged with the pre-tightening-drive mechanism engagement, and the pre-tightening-drive mechanism engagement (14) being designed such that the locking pawl (4) is pre-tightened or pre-tightened by means of the spring assembly (11) via the pre-tightening-drive mechanism engagement (14) in the falling direction (15) using the pre-tightening force of the locking pawl, and the pre-tightening-drive mechanism engagement (14) is not self-locking when viewed from the locking pawl (4) toward the pre-tightening lever (13) in the main locking state and / or in the pre-locking state.

2. The motor vehicle lock according to claim 1, characterized in that, The preload lever (13) has a preload profile (16), and the locking pawl (4) has a preload mating profile (17), and the preload-drive engagement (14) is due to the contact between the two profiles (16, 17).

3. The motor vehicle lock according to claim 2, characterized in that, Depending on the position of the locking pawl (4), different contour areas of the pre-tightening contour (16) and the pre-tightening mating contour (17) come into contact with each other.

4. The motor vehicle lock according to claim 2 or 3, characterized in that, The direct opening process is attributed to the motor- or manual introduction of a lifting motion (18) into the locking pawl (4), which is converted into an opening motion (20) of the preload lever (13) by engagement (14) of the preload-drive mechanism between the preload lever (13) and the locking pawl (4).

5. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The indirect opening process is attributed to the motor-driven or manual introduction of the opening motion (20) into the preload lever (13), which is converted into the lifting motion (18) of the locking pawl (4) by the engagement (22) of the lift-drive mechanism between the preload lever (13) and the locking pawl (4).

6. The motor vehicle lock according to claim 5, characterized in that, The pre-tightening-transmission mechanism engagement (14) and the lift-out-transmission mechanism engagement (22) are realized within the mouth-shaped forming portion (23) of the locking pawl (4) or the pre-tightening lever (13).

7. The motor vehicle lock according to claim 2 or 3, characterized in that, The torque of the spring assembly (11) acting on the preload lever (13) is converted into the torque acting on the locking pawl (4) through the preload-transmission mechanism engagement (14). The preload transmission ratio of the torque acting on the locking pawl (4) to the torque of the spring assembly (11) acting on the preload lever (13) is greater than 1 at least in the main locking state and / or the prelocking state.

8. The motor vehicle lock according to claim 7, characterized in that, The preload ratio decreases during the direct opening process.

9. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The depth of the locking pawl (4) in the pre-locked state is less than the depth of the locking pawl (4) in the main locking state, and this is attributed to the fact that the pre-tightening force of the locking pawl of the spring assembly (11) is greater in the main locking state than in the pre-locked state.

10. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The locking pawl (4) is continuously pre-tightened by the spring assembly (11), or the locking pawl (4) is not pre-tightened by the spring assembly (11) in the main locking state and / or in the pre-locking state.

11. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The center of gravity of the locking pawl (4) is outside the locking pawl axis (4a), the locking pawl (4) can swing around the locking pawl axis (4a), and the spring assembly (11) is designed such that an acceleration of 10g transverse to the latch axis (3a) and transverse to the entry direction (5) of the motor vehicle lock (1) itself does not cause the locking pawl (4) to be lifted out.

12. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The center of mass of the locking pawl (4) is outside the locking pawl axis (4a), and the center of mass of the preload lever (13) is outside the preload lever axis (13a). The preload lever (13) can swing around the preload lever axis (13a) and is arranged such that the acceleration of the motor vehicle lock (1) itself transverse to the latch axis (3a) and transverse to the entry direction (5) does not cause the locking pawl (4) to be lifted out.

13. The motor vehicle lock according to any one of claims 1 to 3, characterized in that, The pre-tightening lever (13) is designed to work in conjunction with other functional components of the vehicle lock (1).

14. The motor vehicle lock according to claim 4, characterized in that, During the direct opening process, the pre-tightening profile (16) and the pre-tightening mating profile (17) slide along each other.

15. The motor vehicle lock according to claim 7, characterized in that, The torque of the spring assembly (11) acting on the preload lever (13) is converted into the torque acting on the locking pawl (4) through the preload-transmission mechanism engagement (14). The preload transmission ratio of the torque acting on the locking pawl (4) to the torque of the spring assembly (11) acting on the preload lever (13) is greater than 1.5 at least in the main locking state and / or the prelocking state.

16. The motor vehicle lock according to claim 8, characterized in that, The preload transmission ratio decreases as the preload profile (16) and the preload mating profile (17) slide along each other.

17. The motor vehicle lock according to claim 13, characterized in that, The preload lever (13) is configured to work in conjunction with the emergency coupling of the locking auxiliary component.

18. A flipping assembly having a flipping element and a motor vehicle lock (1) according to any one of claims 1 to 17 mating with said flipping element.

19. A motor vehicle having a tipping assembly according to claim 18.

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