Motor vehicle lock, in particular motor vehicle door lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, equipped with: a locking mechanism (1, 2) mainly comprising a bolt (1) and a pawl (2); at least one lever system (4, 5, 6, 7, 8, 9, 10) for the locking mechanism (1, 2). The operating lever system (4, 5, 6, 7, 8, 9, 10) has at least one operating lever (4), a coupling element (5, 6) and an adjusting element (7, 8). Furthermore, at least one inertia element (12, 13) is provided, which interacts with the adjusting element (7, 8) at least in the event of a crash. According to the invention, the adjusting element (7, 8) is designed at least in two parts with a first adjusting lever (7) and a second adjusting lever (8), and the inertia element (12, 13) mechanically separates the two adjusting levers (7, 8) from each other in the event of a crash.

Description

Technical Field

[0001] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, comprising: a locking mechanism mainly comprising a bolt / ratchet and a pawl / pawl; at least one operating lever system for the locking mechanism, the operating lever system having at least one operating lever, a coupling element and an adjusting element; and at least one inertial element, which interacts with the adjusting element at least in the event of a collision. Background Art

[0002] The operating lever for the locking mechanism usually ensures that, after the outer door handle or the inner door handle has been loaded, the locking pawl is disengaged from its locking engagement with the locking tongue. The locking pin previously caught by the locking tongue is thus released. For this reason, the motor vehicle locks involved are usually arranged inside the motor vehicle door and are therefore designed as motor vehicle door locks. In contrast, the locking pin is mostly located on the vehicle body side. In this way, the process directly leads to the associated motor vehicle door being able to be opened. However, the prerequisite is that the coupling element is in its engaged state. Therefore, only in this case is the operating lever mechanically closed. The "unlocked" state usually corresponds to this.

[0003] In contrast, the disengaged state of the coupling element corresponds to a disconnection of the actuating lever. The motor vehicle lock thus assumes its "locked" state. The mechanical connection of the outer door handle or inner door handle to the locking pawl, already mentioned above, is interrupted in this case. Thus, when the coupling element is disengaged, an actuation of the outer door handle or inner door handle is load-free relative to the locking mechanism.

[0004] In a motor vehicle lock, in particular a motor vehicle door lock, of the type described at the beginning corresponding to DE 10 2017 102 549 A1, the coupling rod is guided here by means of a control rod as an adjusting element, wherein the control rod itself interacts with an inertial element. The coupling rod is pivotably mounted in or on an actuating lever.

[0005] The known method of operation has been proven in principle, but is limited in practice. This may be due to the fact that motor vehicles are typically locked today during operation. If a crash situation now occurs, this is often associated with a power failure, so that the corresponding motor vehicle lock remains in its locked state. Thus, for example, it is often not possible for the arriving rescuer to open the associated motor vehicle door when the door outer handle is actuated, because after the crash situation has ended, the coupling element has already been transferred from its disengaged state to the engaged state again. However, the locking lever, which is always in the locked state, ensures in this case that the actuating lever system is interrupted unchanged and the locking mechanism cannot be opened as a result.

[0006] Other independent solutions are proposed in other prior art, which enable the associated lever system to be unlocked, in particular in the event of a crash. Thus, WO 2019 / 210905 A1 is dedicated to a motor vehicle lock, in which the unlocking and disengagement of the motor vehicle lock is implemented by means of a rotational movement of an output wheel. Here, the output wheel is a component of a drive unit having a motor and an output wheel driven by the motor. Therefore, if the power supply fails in the event of a crash, the output wheel can no longer be loaded, so that the locking mechanism cannot be opened.

[0007] Although other prior art also provides the following solution in this case, that is, for example, in the process of emergency unlocking, the emergency power supply is used independently of the main power supply on the vehicle side. However, this leads to increased technical expenditure and thus increased costs. The present invention will make a remedy in general. Summary of the invention

[0008] The object of the present invention is to develop such a motor vehicle lock, in particular a motor vehicle door lock, in such a way that, taking into account reduced costs compared to the prior art, a good crash behavior is achieved even in the locked state and in the event of a power failure.

[0009] In order to solve this problem, a motor vehicle lock of this type is characterized within the scope of the invention in that the adjusting element is designed in at least two parts with a first adjusting rod and a second adjusting rod, wherein the inertial element mechanically separates the two adjusting rods from each other in the event of a crash.

[0010] According to an advantageous embodiment, the two adjusting rods are mechanically separated from each other in the event of a crash. The inertial element is designed as an inertial rod supported on the second adjusting rod in a manner that it can be pivoted against a spring force. In this case, the inertial rod in question typically bears against a shaped portion of the first adjusting rod in normal operation without deflection and in this way ensures that the two adjusting rods are connected or coupled to each other. In contrast, in the event of a crash, the inertial rod in question pivots away from the shaped portion in question of the first adjusting rod. As a result, the two adjusting rods are mechanically separated from each other in the event of a crash.

[0011] The mechanical separation of the two adjusting levers in the event of a crash by means of an inertia lever that is swung out in opposition to the spring force (the inertia lever couples the two adjusting levers to one another in normal operation, but separates the two adjusting levers from one another in the event of a crash) generally and advantageously according to the invention results in the coupling element retaining its engaged position in the event of a crash. This is usually achieved independently of the position in which the additionally provided locking lever is located. That is, the mechanical separation of the two adjusting levers in the event of a crash ensures that the coupling element retains its engaged position even if the locking lever assumes its “locked” position.

[0012] After a crash, the actuating lever can thus typically load the release lever via the engaged coupling element and thereby open the locking mechanism. The invention is based on the further knowledge that the actuating lever and the respective release lever are usually mounted coaxially relative to one another. It has also been shown that the two adjusting levers and the actuating lever and the release lever are mounted coaxially relative to one another.

[0013] The operating lever is usually connected to the two adjusting rods by means of an associated spring. Thus, the two adjusting rods can be loaded by means of the operating lever in principle independently of one another via the springs connected in between. In conventional cases, the two adjusting rods are mechanically connected to one another. For this purpose, the two adjusting rods are pressed against one another by the spring force. In normal operation and in the unlocked state, that is, in the "unlocked" position of the locking lever, this results in that the two adjusting rods move together with the operating lever synchronously around a common axis when the operating lever is loaded in the opening direction.

[0014] The operating lever has a coupling rod supported thereon as a coupling element or a component thereof. Here, another design is adopted, that is, the coupling rod is engaged with a control bolt in a coupling profile as another component of the coupling element. The coupling profile itself is arranged on the second adjusting rod.

[0015] Therefore, in normal operation and in the "unlocked" state of the locking lever, the "loading of the operating lever in the opening direction" leads to the two adjusting levers being pivoted together and synchronously with the operating lever via the respectively intermediate springs about a common axis. Since the release lever is mounted coaxially with respect to the axis in question, the common and synchronous pivoting movement of the two adjusting levers with the operating lever leads to the coupling lever, which is engaged due to the "unlocked" state of the locking lever, being moved against and also against the profile on the release lever during the pivoting movement of the operating lever, so that the release lever is also pivoted synchronously with the operating lever about a common axis, and the pawl can be disengaged from its engagement with the bolt in the locked state of the locking mechanism in the locked position. The bolt is thus opened in a spring-assisted manner and releases the previously caught bolt. The associated motor vehicle door can be opened.

[0016] If, however, the locking lever is in the "locked" state during normal operation, the "loading of the actuating lever in the opening direction" ensures that the locking lever blocks the first adjusting lever. Since the two adjusting levers are mechanically coupled to one another via the inertia lever in their non-deflected state, the second adjusting lever is also fixed thereby. The "loading of the actuating lever in the opening direction" now results in the coupling lever, which is rotatably mounted on the actuating lever, moving together with the actuating lever. Here, the coupling lever engages with its control pin in a coupling profile provided on the second adjusting lever. Since the coupling profile also remains stationary with the second adjusting lever, the coupling lever and its control pin, which move together with the actuating lever, move along the coupling profile in contrast thereto.

[0017] The "movement of the control pin of the coupling rod along the coupling profile when the actuating lever is loaded in an opening manner" now results in the coupling rod being transferred into its "disengaged" state. As a result, the coupling rod cannot interact with the profile on the release lever that was previously relevant in the unlocked state or cannot be moved against it. Accordingly, in this state, the actuating lever performs a load-free movement relative to the release lever, which thus remains in its position. The same applies to the locking mechanism, which remains unchanged in the closed state.

[0018] However, if a collision occurs now, the inertia lever supported on the second adjusting lever against the spring force is swung out due to the inertia force acting. This swiveling movement causes the two adjusting levers to be mechanically separated from each other in the case of a collision.

[0019] Since the two adjusting rods are mechanically separated from each other, the "loading of the operating rod in the opening direction" has the effect that at least the second adjusting rod can follow the pivoting movement of the operating rod. In other words, even if the first adjusting rod is locked by the locking rod which is always in the "locked" state, the mechanical separation between the two adjusting rods in the event of a collision allows the second adjusting rod to move together with the operating rod during the opening process. Since the operating rod and the second adjusting rod therefore move synchronously about a common axis, in this case no relative movement occurs between the coupling rod supported on the operating rod on the one hand and the coupling profile on the second control rod on the other hand. Consistently, the coupling rod remains in its "engaged" state in the event of a collision, i.e. the locking rod occupies or remains in its "locked" position. As a result, the engaged coupling rod can be moved against the profile on the release rod, so that the operating rod loaded in the opening direction can drive the release rod via the engaged coupling rod, which in turn disengages the pawl from its locking engagement with the bolt using the sequence already described.

[0020] It is particularly important in this respect that the inertial lever supported on the second adjusting lever in a manner that can be swung against the spring force maintains its swung-out position, i.e. at least until the inertial lever is reset. This can be achieved after the operating lever is fully loaded and in the following situation, i.e., the operating lever is completely released. In other words, the swung-out inertial lever occupies a temporary locking position in the swung-out state. This temporary locking position can be achieved and implemented in detail in the following way, i.e., the inertial lever slides over a fixed ramp during its swinging process caused by the collision. In practice, the ramp can be arranged in or on the lock housing. Since the lock housing is typically made of plastic, the slope involved can be easily achieved and implemented during the manufacturing process by plastic injection molding.

[0021] For this purpose, the inertia lever can be designed to be elastic, for example with an integrated spring assembly. In this way, the inertia lever can not only perform a swivel movement parallel to the plane spanned by the lock housing, but the inertia lever can also perform a vertical movement relative to the plane in question within certain limits due to the elasticity mentioned.

[0022] The inertial element already mentioned above, together with the two adjusting rods, generally defines a combined object which is rotatably mounted relative to a coincident axis or rotation axis and has a certain moment of inertia relative to the rotation axis. In this case, the following design is generally adopted, namely, due to a frontal collision, for example, the inertial force acting in the X direction or the longitudinal direction of the vehicle leads to the desired deflection of the inertial rod which is supported on the second adjusting rod in a manner that can be pivoted against the spring force, whereas the inertial force in the Y direction or the transverse direction of the vehicle does not lead to a deflection of the inertial rod, because the entire object is in a state of equilibrium in the relevant Y direction or the transverse direction of the vehicle. As a result, the motor vehicle lock according to the invention can be used to counteract frontal collisions as well as side collisions.

[0023] In fact, as described, a frontal collision is handled by the deflection of the inertia lever. In contrast, in the case of a side collision, it can work in this way, that is, the operating lever or the outer operating lever is equipped with its own (and if necessary, additional) coupling assembly in this case, which ensures (in the case of a collision) that the outer door handle is mechanically separated from the operating lever involved when the outer door handle is pulled quickly, so that the locking mechanism will not be opened as desired in this case. This solution is described, for example, in EP 3 126 599 B1 of the applicant. That is to say, the design of the outer door handle or the operating lever or the outer operating lever described in detail here can be combined with the motor vehicle lock according to the present invention. This is possible because the object formed by the operating lever, the inertia lever, the first adjusting lever and the second adjusting lever combination maintains its position relative to the associated axis or rotation axis in the case of a side collision, but the frontal collision causes the deflection of the inertia lever.

[0024] A motor vehicle lock, in particular a motor vehicle door lock, is thus provided which ensures perfect unlocking in the event of a crash. This occurs even if the locking lever remains in its "locked" position. At the same time, no electrical loading is required, so that the design complexity is significantly reduced compared to previous embodiments. This is a major advantage of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The invention is described in detail below with reference to the accompanying drawings which show only one embodiment; in the drawings:

[0026] Figure 1 and Figure 2The motor vehicle lock according to the invention is shown in the “unlocked” state, on the one hand in the unactuated state and on the other hand in the actuated state for opening the locking mechanism,

[0027] Figure 3 The motor vehicle lock is shown in the "locked" state,

[0028] Figure 4 shows the collision situation in the locked state,

[0029] Figure 5 shows the actuation of the motor vehicle locks after a crash situation,

[0030] Figure 6 shows the restoring movement after a crash situation, and

[0031] Figure 7 A modified embodiment of the inertial element essential to the invention with the inertial rod is shown in a perspective view. DETAILED DESCRIPTION

[0032] The motor vehicle lock is shown in the accompanying drawings, which is not limited to a motor vehicle door lock. The motor vehicle lock has in its basic structure only a Figure 1 The locking mechanism 1, 2 shown in the figure mainly comprises a locking tongue 1 and a locking claw 2. It can be seen that the locking mechanism 1, 2 extends in a plane perpendicular to the drawing plane. The drawing plane coincides with the plane spanned by the lock housing 3. The operating lever system 4, 5, 6, 7, 8, 9, 10 is used to load the locking mechanism 1, 2.

[0033] The control lever system 4-10 is equipped with at least one control lever 4, coupling elements 5, 6 and adjustment elements 7, 8. In addition, the control lever system 4-10 also includes a locking lever 10 and a release lever 9, which will be described in detail below. In addition, at least one inertial element 12, 13 is provided in principle, which interacts with the adjustment elements 7, 8 at least in the event of a crash.

[0034] According to this embodiment and according to the invention, the adjusting elements 7, 8 are constructed in at least two parts, with a first adjusting rod 7 and a second adjusting rod 8. The inertial elements 12, 13 ensure that the two adjusting rods 7, 8 are mechanically separated from each other in the event of a crash, as will be described in detail below. The coupling elements 5, 6 retain their engaged position in the event of a crash.

[0035] It can be seen that the two adjusting rods 7, 8, the operating rod 4 and the release rod 3 are coaxially supported relative to a common axis 14. The coupling elements 5, 6 include a coupling rod 5 rotatably supported on the operating rod 4 and a coupling profile 6. The coupling profile 6 is formed on the second adjusting rod 8. In addition, the coupling rod 5 engages in the coupling profile 6 with a control bolt 5a. The inertial elements 12, 13 are designed as inertial rods 12 supported on the second adjusting rod 8 in a manner that can be swung against the spring force. In practice, the inertial rod 12 is equipped with a coil spring 13. The coil spring 13 prestresses the inertial rod 12 to rest against the second adjusting rod 8. In addition, the inertial rod 12 is rotatably supported on the second adjusting rod 8 about an axis 15.

[0036] The inertial rod 12 is equipped with an end-side inertial mass M. It can also be seen that the inertial rod 12 utilizes the mass M at its Figure 1 and Figure 2 In the normal, undeflected state, the two adjusting levers 7, 8 abut against the stop 7a of the first adjusting lever 7. That is, by means of the inertia lever 12 which is prestressed in the direction of its undeflected state by means of the spring 13, the two adjusting levers 7, 8 are temporarily mechanically connected to one another, at least as long as the inertia lever 12 is in its undeflected state and has not been deflected in the clockwise direction about its axis 15 by forces caused by a collision, as can be done, for example. Figure 1 and Figure 4 As can be seen in the comparison.

[0037] exist Figure 1 In the embodiment of the present invention, the motor vehicle lock is in its unlocked state. Correspondingly, the locking lever 10 occupies its Figure 1 and Figure 2 In this position, the protrusion 10a of the front side of the locking rod 10 is spaced apart from the stop edge 7b of the first adjusting rod 7. Figure 1 and Figure 2 The "unlocked" position is shifted to its Figure 3 In the "locked" position, the locking rod 10 needs to be swung in the counterclockwise direction, as can be seen in Figure 2 and Figure 3 The electric drive 11, which is only schematically shown, can ensure this.

[0038] According to the locking lever 10 Figure 1 and Figure 2In the "unlocked" functional position of the control lever 4, the control lever 4 is loaded in the clockwise direction about the common axis 14, so that in the process the two adjusting levers 7, 8 are driven by the control lever 4. In this case, the control lever 4, which is advantageously an outer control lever, is connected to the first adjusting lever 7 on the one hand and to the second adjusting lever 8 on the other hand via a spring connected in between and not shown in detail. Since the two adjusting levers 7, 8 are also mechanically connected to each other via the inertia lever 12, the control lever 4 and the two adjusting levers 7, 8 move synchronously in the process. The coupling lever 5 adopts its "engaged" position.

[0039] In this way, the coupling rod 5 can be moved with its end against the profile or stop edge 9a of the release lever 9 during the common clockwise movement. As a result, in normal operation and in the "unlocked" state, the two adjusting rods 7, 8 are pivoted together with the operating lever 4 in the clockwise direction about the common axis 14, so that in this case the engaged coupling rod 5 moves against the stop 9a of the release lever 9 and hereby drives the release lever 9 in the same way and also in the clockwise direction. As a result, the other stop edge 9b of the release lever 9 can be moved against the schematically shown bolt 2a on the pawl 2. The pawl 2 thus disengages its locking engagement with the bolt 1. The bolt 1 is thereby disengaged in a spring-assisted manner and the locking pin is also released, so that the associated motor vehicle door can be opened (see Figure 2 ).

[0040] Now in Figure 3 The "locked" state of the motor vehicle lock is shown in FIG. Figure 1 and Figure 2 Compared to the "unlocked" position, the locking lever 10 can now interact with the stop edge 7b on the first adjusting element 7 using its front protrusion 10a. Figure 3 Starting from the "locked" position of the control lever 4, the clockwise loading of the actuating lever 4 now causes the stop edge 7b to move against the projection 10a of the locking lever 10. Since the two adjusting levers 7, 8 are mechanically coupled to each other unchanged by the inertia lever 12 which remains in the undeflected state, in addition to the first adjusting lever 7, the second adjusting lever 8 is also held in its position locked in this way by means of the locking lever 10.

[0041] This results in that only the actuating lever 4 is pivoted in the clockwise direction about the axis 14. Since the second adjusting lever 8 is therefore held stationary during this process, this also applies to the coupling profile 6 connected thereto. As a result, the coupling lever 5, which moves together with the actuating lever 4, is moved along the L-shaped coupling profile 6 with its control bolt 5a engaged in the coupling profile 6. As a result, the coupling lever 5 is pivoted in the counterclockwise direction relative to its axis or rotation axis 5' on the actuating lever 4 into a disengaged position. In this disengaged position, the coupling lever 5 can no longer interact with the profile or stop edge 9a on the release lever 9, so that the actuating lever 4 performs a load-free movement relative to the release lever 9. The release lever 9 together with the locking mechanism 1, 2 remains in its locked state, which usually applies to the "locked" state in motor vehicle locks.

[0042] If now from the motor vehicle lock according to Figure 3 The locked state begins to collide and therefore Figure 4 As shown schematically in FIG. 1 , the force F caused by the collision causes the inertial rod 12 to swing clockwise around its axis 15 relative to the second adjusting rod 8 supporting it, overcoming the force of the associated spring 13. As a result, the inertial object M leaves the stopper 7a on the first adjusting rod 7, thereby releasing the mechanical connection between the two adjusting rods 7 and 8. In this process, the inertial rod 12 (as shown in FIG. 1 ) is rotated in a clockwise direction. Figure 4 ) can move past a stop 16 fixed to the housing, for example with a ramp, so that the inertial mass M is at least temporarily locked opposite the stop 16. For this purpose, the inertial lever 12 can be equipped with its own spring structure 12a, which can be particularly useful in Figure 7 It can be seen in.

[0043] The loading of the actuating lever 4 in the quasi-frozen and unlocked state of the inertial lever 12 by means of the stop 16 on the lock housing 3 thus results in the second adjusting lever 8 following and being able to follow the pivoting movement of the actuating lever 4 in the clockwise direction. In contrast, the first adjusting lever 7 is locked unchanged by means of the locking lever 10. In fact, in this process, the coupling lever 5, which is rotatably mounted on the actuating lever 4, moves again against the stop edge 9a of the release lever 9, so that the release lever 9 can be loaded with the actuating lever 4 in a correct manner overall, i.e. moved in the clockwise direction about the common axis 14, by means of the actuating lever 4 with the second adjusting lever 8 interposed therebetween. The locking mechanism 1, 2 can thus be opened after the described impact loading. Figure 5 Show this.

[0044] After this process, the lever 4 is reversed in a spring-assisted manner about the axis 14 in the counterclockwise direction, which can be achieved by Figure 6As a result, the inertia lever 12 leaves the stop 16 in the housing or lock housing 3. Therefore, the inertia lever 12 can then be transferred back again in a spring-assisted manner by the spring 13 to its position connecting the two adjustment levers 7, 8, which can be achieved by means of Figure 6 see.

[0045] Finally Figure 7 The topological arrangement of the main inertial elements relative to the common rotation axis 14 is shown in FIG. It comprises two adjusting rods 7, 8 and an inertial rod 12 which is rotatably connected to the second adjusting rod 8. The overall arrangement is designed in this case such that its center of gravity S is arranged on the axis 14 or close to the axis and Figure 7 Thus, the force F corresponding to the frontal collision is 1 Can be locked in a motor vehicle or Figure 7 The inertial system shown in FIG. 1 acts on the inertial system and causes the inertial lever 12 to deflect as described. In contrast, the collision-induced force F in the transverse direction of the vehicle and corresponding to the side collision 2 This does not lead to a deflection of the inertial lever 12, nor does it lead to a complete movement of the inertial system or the entire body, which includes the two adjustment levers 7, 8 together with the inertial lever 12, about the axis 14, because the entire center of gravity S is arranged on or near the axis 14. Therefore, in the relevant vehicle transverse direction and accordingly, a force F 2 Here, the outer door handle or outer lever 4 can be used, which is designed as described in detail in the previously cited European patent document EP 3 126 599 B1. That is, the motor vehicle lock according to the invention can be used to cope with frontal collisions and side collisions.

[0046] List of reference numerals:

[0047] 1 Lock tongue

[0048] 1.2 Locking mechanism

[0049] 2 Locking claws

[0050] 2a Bolt

[0051] 3 Lock housing

[0052] 4 Joystick

[0053] 4, 5, 6, 7, 8, 9, 10 Joystick system

[0054] 5 Connecting rod

[0055] 5' shaft

[0056] 5a Control pin

[0057] 5.6 Connecting elements

[0058] 6 Connection molding part

[0059] 7 Adjustment lever

[0060] 7a Stopper, forming part

[0061] 7b Stop edge

[0062] 7, 8 Adjustment elements

[0063] 8 Adjustment lever

[0064] 9 Release lever

[0065] 9a Stop edge, forming part

[0066] 9b Stop edge

[0067] 10 Locking lever

[0068] 10a Protrusion

[0069] 11 Electric drive

[0070] 12 Inertia rod

[0071] 12 Spring structure

[0072] 12, 13 Inertial elements

[0073] 13 Coil springs, springs

[0074] 14 Axis, rotating axis

[0075] 15 Axis

[0076] 16 Stopper

[0077] F-Force

[0078] F 1 force

[0079] F 2 force

[0080] M Object

[0081] S Center of gravity, overall center of gravity

Claims

1. A motor vehicle lock, in particular a motor vehicle door lock, comprising: a locking mechanism (1, 2) mainly comprising a locking tongue (1) and a locking pawl (2); at least one operating lever system (4, 5, 6, 7, 8, 9, 10) for the locking mechanism (1, 2), the operating lever system having at least one operating lever (4), a coupling element (5, 6) and an adjusting element (7, 8); at least one inertial element (12, 13) which interacts with the adjusting element (7, 8) at least in the event of a collision, It is characterized in that The adjusting element (7, 8) is constructed in at least two parts, comprising a first adjusting rod (7) and a second adjusting rod (8), wherein inertial elements (12, 13) mechanically separate the two adjusting rods (7, 8) from each other in the event of a collision.

2. The motor vehicle lock according to claim 1, characterized in that: The coupling elements (5, 6) retain their engaged position in the event of a crash.

3. The motor vehicle lock according to claim 1 or 2, characterized in that: The two adjusting rods (7, 8) and the operating rod (4) as well as the release rod (9) are mounted coaxially.

4. The motor vehicle lock according to any one of claims 1 to 3, characterized in that: The operating rod (4) is connected to the two adjusting rods (7, 8) respectively via springs.

5. The motor vehicle lock according to any one of claims 1 to 4, characterized in that: In addition, a locking lever (10) is provided.

6. The motor vehicle lock according to claim 5, characterized in that: The locking lever (10) blocks the first adjusting lever (7) in the locked state, so that only the second adjusting lever (8) can be pivoted when the operating lever (4) is acted upon.

7. The motor vehicle lock according to any one of claims 1 to 6, characterized in that: The operating lever (4) has a coupling rod (5) supported thereon as a component of the coupling elements (5, 6).

8. The motor vehicle lock according to claim 7, characterized in that: The coupling rod (5) engages with a control pin (5a) in a coupling profile (6) as a further component of the coupling element (5, 6).

9. The motor vehicle lock according to claim 8, characterized in that: The connection profile (6) is arranged on the second adjustment rod (8).

10. The motor vehicle lock according to any one of claims 1 to 9, characterized in that: The inertia element (12, 13) is designed as an inertia rod (12) supported on the second adjusting rod (8) in a manner that it can swing against the force of a spring (13), the inertia rod abutting against the molded portion (7a) of the first adjusting rod (1) in normal operation without deflection to connect the two adjusting rods (7, 8) and swinging away from it in the event of a collision.

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