Motor vehicle lock for closure element of motor vehicle

Abstract

The invention relates to a motor vehicle lock having locking elements such as a bolt and a detent pawl, comprising a drive train for motor-driven extraction of the detent pawl, said drive train having an adjustment drive and an adjustment element, wherein the adjusting element can be displaced by an adjusting drive from a starting position into an extraction position in a first displacement direction in order to trigger the extraction locking pawl in order to carry out an extraction process, wherein the actuating element can be displaced by the actuating drive from the starting position into the switching position in a second displacement direction opposite the first displacement direction in order to carry out the switching process, and wherein a locking mechanism of the motor vehicle lock, which is assigned to the locking element, can be switched as the actuating element is displaced into the switching position. According to the invention, the motor vehicle lock has a stop element assigned to the adjusting element and the adjusting element has a first stop, which can be reached by the stop element by a displacement of the adjusting element in the second displacement direction in order to define the starting position and can be crossed by the stop element out of the starting position.

Description

Field of the Invention

[0001] The present invention relates to a motor vehicle lock for a closure element of a motor vehicle according to the preamble of claim 1. Background Art

[0002] The motor vehicle lock in question is used in all types of locking elements of a motor vehicle. The locking elements particularly include side doors, rear doors, rear covers, rear lids or engine hoods. The closure element can in principle be configured as a pivoting door or can also be configured according to the type of a sliding door.

[0003] The known prior art (EP 1045093 A2) on which the present invention is based relates to a motor vehicle lock having locking elements such as a locking bolt and a detent pawl. The locking bolt and the detent pawl can be swung in a known manner and method and can move between a locked position and an open position or between an inserted position and a withdrawn position. The motor vehicle lock has a power transmission system by which the detent pawl can be withdrawn in a motor-driven manner. The power transmission system has an adjusting drive device that displaces an adjusting element, whereby the withdrawal of the detent pawl can be triggered accordingly.

[0004] For the motor vehicle lock known from the prior art, the adjusting element rotates in a rotational movement along a first displacement direction by the adjusting drive device during the motor-driven withdrawal process. In addition, the locking mechanism of the motor vehicle lock assigned to the locking element can be switched by the adjusting element. For this purpose, the adjusting element can be rotated in a rotational movement along a second displacement direction, whereby for example an engaging device engages for mechanically operating the motor vehicle lock and the motor vehicle lock is thus unlocked, for example for being able to manually withdraw the detent pawl by means of an outside door handle. Therefore, the same adjusting drive device can be used for the motor-driven withdrawal process and for providing the switching function of the locking mechanism.

[0005] Here, a challenge is that when such a double use of the adjusting drive device is made, the adjusting element is displaced between its starting position and the end position assigned to the respective function (withdrawal of the detent pawl, unlocking) as precisely and low-noise as possible. Summary of the Invention

[0006] The problem underlying the present invention is to construct and improve the known motor vehicle lock such that a further optimization is achieved with respect to the mentioned double use of the adjusting drive device.

[0007] The above problem is solved by the features of the characterizing part of claim 1.

[0008] Of importance are the following considerations in principle, namely: the starting position of the adjusting element is precisely defined by a stop that interacts with the assigned stop element, such that after performing the function thereby induced in the respective end position, the adjusting element can always be precisely adjusted back to the same position. Accordingly, the adjusting element can always be precisely displaced in time from exactly the same position into the respective end position (pull-out position or switching position). Here, another concept is to construct the stop so that it can be overridden, such that the adjusting element can be displaced from the starting position along two opposite displacement directions. This allows for short adjustment strokes and thus overall minimizes adjustment noise. Since the stop can be overridden, which in particular results in an inclined stop surface, it is furthermore possible to reach the starting position relatively gently, that is, the adjusting element is not stopped suddenly when reaching the starting position, but rather is stopped with a certain cushioning via the inclined surface, which further reduces the adjustment noise.

[0009] Specifically, it is proposed that a motor vehicle lock has a stop element assigned to the adjusting element and the adjusting element has a first stop, and the first stop can be reached by the stop element via a displacement of the adjusting element along the displacement direction, in particular the second displacement direction, in order to define the starting position and the first stop can be overridden by the stop element when exiting the starting position.

[0010] Claim 2 relates to a guide profile by means of which a particularly precise guiding of the stop element relative to the adjusting element can be achieved.

[0011] Particularly preferred designs of the first stop are described in claims 3 and 4. In particular, the first stop forms a first ramp that has a dual function, namely, the first ramp can be overridden when a threshold value for the force applied by the stop element to the first stop surface and / or a threshold value for the delivered drive power of the adjusting drive is exceeded, but the first ramp reliably stops the displacement movement of the adjusting element in the starting position when below the threshold value.

[0012] Claims 5 and 6 specify that if the adjusting element is displaced from the starting position, after overriding the first stop as the end position, the switching position is reached. The adjustment stroke between the starting position and the switching position is thus very small. With the displacement towards the switching position, the closing mechanism assigned to the locking element of the motor vehicle lock can be switched.

[0013] Claims 7 and 8 relate to a second stop that allows the adjusting element to be precisely positioned in the pull-out position as another end position, wherein the pulling out of the pawl is triggered or can be triggered with the displacement towards the pull-out position.

[0014] According to a preferred design according to claim 9, a return adjustment of the adjusting element towards the starting position is possible, which is carried out in particular in a motor-driven manner. Thereby, a further displacement can then be carried out immediately afterwards.

[0015] Claims 10 to 13 relate to particularly preferred designs and arrangements of the guide profile and the stop element. Description of the Drawings

[0016] The invention is explained in detail below with the aid of drawings which only show one embodiment. In the drawings:

[0017] Figure 1 A schematic view of a side door of a motor vehicle with a motor vehicle lock according to the proposal is shown in perspective, and a detailed view of the motor vehicle lock is shown in perspective a) and in a perspective view b) rotated relative to a);

[0018] Figure 2 A schematic view of the adjusting drive, the adjusting element and the stop element of the motor vehicle lock according to Figure 1 is shown in perspective a) and in a perspective view b) rotated relative to a); and

[0019] Figure 3 is shown Figure 2 a schematic side view of the adjusting element and the stop element according to wherein the adjusting element is in its starting position a), in its withdrawn position b) and in its switching position c).

[0020] The embodiment shown in the figures and which is preferred in this regard relates to a motor vehicle lock 1. As can be seen schematically by Figure 1 and preferably the motor vehicle lock 1 is arranged on the side door and allows the side door to be closed and opened. As an alternative, it is also conceivable that a rear cover, a rear door, a rear lid etc. of the vehicle not shown in the figures is arranged together with the motor vehicle lock 1.

[0021] The motor vehicle lock 1 has locking elements such as a locking tongue 2 and a pawl 3, as can be seen, for example, from Figure 1 the detailed view in a).

[0022] The locking tongue 2 can be pivoted into a locking position and an open position. In the locking position, the locking tongue 2 is in a non-movable engagement with the locking member 4. The locking member 4 can be configured, for example, hook-shaped or pin-shaped and is arranged, for example, on the vehicle chassis. The locking member 4 can be, for example, a locking wedge. In the open position, the locking tongue 2 releases the locking member 4. Thereby, for example, the side door can be opened. The open position is shown, for example, in Figure 1 a) and b).

[0023] The detent pawl 3 can swing into an inserted position and a withdrawn position ( Figure 1 a)). In the inserted position, the detent pawl 3 holds the locking tongue 2 in the locked position. The swinging movement of the locking tongue 2 from the locked position to the open position is blocked by the detent pawl 3 in the inserted position, whereby the locking tongue 2 remains in the locked position and the side door is accordingly kept locked.

[0024] During the withdrawal process, the detent pawl 3 is withdrawn, that is, it swings from the inserted position into the withdrawn position. In the withdrawn position, the detent pawl 3 releases the locking tongue 2. Thereby, the locking tongue 2 can, for example due to prestress, swing from the locked position into the open position and release the locking element accordingly. The side door can be opened accordingly. In this regard, the opening of the locking tongue 2 is caused by the withdrawal process.

[0025] To carry out the withdrawal process in a motor-driven manner, the motor vehicle lock 1 has a power transmission system 5 for motor-driven withdrawal of the detent pawl 3. The power transmission system 5 has an adjusting drive device 6, which can be controlled as required, for example by a control instruction of a control unit (not shown). The control unit can be integrated in the motor vehicle lock 1 or can also be a separate control mechanism, for example part of a door control device.

[0026] To carry out the withdrawal process, the adjusting element 7 of the power transmission system 5 can be displaced by the adjusting drive device 6. The adjusting element 7 can be displaced from the starting position shown in Figure 3 a) along a first displacement direction into the withdrawn position shown in Figure 3 b). The first displacement direction corresponds to the clockwise direction in the illustration in Figure 3 .

[0027] The adjusting element 7 is here and preferably designed as a rotatable element. The starting position ( Figure 3 a)) and the withdrawn position ( Figure 3 b)) correspond in this regard to the rotational positions of the adjusting element 7. In addition, a movable adjusting element 7 can be envisaged. With regard to the adjusting drive device 6, it has proven advantageous that the adjusting drive device 6 has a drive screw 8, by means of which the adjusting element 7 can be rotated. Particularly preferably, the adjusting element 7 has a drive profile 9, into which the drive screw 8 is inserted, in particular directly, that is, without an additional transmission stage. As shown in the figure and preferably, the drive profile 9 is arranged circumferentially on the peripheral surface of the adjusting element 7. As an alternative, it is also possible that the drive profile 9 is arranged on the end face 10 of the adjusting element 7.

[0028] Here and preferably, the adjusting element 7 has an adjusting profile 11 which moves together with the adjusting element 7. The powertrain 5 including the adjusting drive 6, the adjusting element 7 and the adjusting profile 11 can be seen from Figure 2 and Figure 3 .

[0029] Crucially, the retraction of the detent pawl 3 can be triggered by the displacement of the adjusting element 7. The rotational movement of the adjusting element 7 can be converted via the powertrain 5 into the retraction movement of the detent pawl 3, and this can be done in different ways. Thus, for example, the drive lever 12 of the powertrain 5 can preferably be actuated by the adjusting profile 11, and here the drive lever further acts on the actuating lever 13 for retracting the detent pawl 3. Along the actuating direction, starting from the adjusting drive 6 towards the detent pawl 3, the drive lever 12 can follow behind the adjusting element 7 and the adjusting element 7 can follow behind the adjusting drive 6. However, as an alternative to the design with the drive lever 12, it can also be provided that the adjusting element 7 preferably acts directly on the actuating lever 13 or directly retracts the detent pawl 3 via the adjusting profile 11.

[0030] Furthermore, in order to carry out the switching process, the adjusting element 7 can be displaced from the starting position ( Figure 3 a)) along a second displacement direction opposite to the first displacement direction to the switching position ( Figure 3 c)) by the adjusting drive 6. The second displacement direction corresponds to the counterclockwise direction in the illustration in Figure 3 .

[0031] With the displacement towards the switching position, the locking mechanism 14 assigned to the locking element of the motor vehicle lock 1 can be switched. The locking mechanism 14 is preferably designed to implement mechanically actuated locking states such as "unlock", "lock" and preferably "theft protection" and in particular "child protection". By switching the locking mechanism 14 by means of the adjusting element 7, the locking state is preferably changed. In a preferred design here, with the displacement towards the switching position ( Figure 3 c)), the locking mechanism 14 can be switched to the mechanical locking state "unlock".

[0032] Here, the adjusting drive 6 and the powertrain 5 have a dual function, on the one hand for carrying out the retraction process (for example from Figure 3 a) to Figure 3 b)), and on the other hand for carrying out the switching process (for example from Figure 3 a) to Figure 3 c)).

[0033] Now, importantly, the motor vehicle lock 1 has a stop element 15 assigned to the adjusting element 7 and the adjusting element 7 has a first stop 16, and by shifting the adjusting element 7 along the shifting direction, in particular the second shifting direction, the stop element 15 can reach the first stop in order to define the starting position and the first stop can be passed by the stop element when coming out of the starting position.

[0034] The stop element 15 is here a functional component supported independently of the power train 5, that is to say not part of the power train 5, and abuts against a stop on the side of the adjusting element 7.

[0035] "Reach" here and below means that the stop element 15 moves slidingly or rollingly towards the respective stop until it comes into contact with the stop when the adjusting element 7 is in the respective position, such as the starting position. "Pass" means that the stop element 15 slides or rolls past the stop until it has completely passed the stop.

[0036] Here and preferably, the adjusting element 7 has a guiding profile 17, and when shifting the adjusting element 7 along the first and / or second shifting direction, the stop element 15 can be guided, in particular slidingly or rollingly, along the guiding profile.

[0037] Furthermore, here and preferably it is provided that the first stop 16 forms a first stop surface 18, which is formed by a first profile section 19 of the guiding profile 17 extending transversely to the first and / or second shifting direction. The first stop 16 is thus formed by a part of the guiding profile 17. The first stop surface 18 comes into contact with or makes contact with the stop element 15 in the starting position of the adjusting element 7. As an additional solution or alternative, the first stop surface 18 comes into contact with or makes contact with the stop element 15 when reaching the starting position of the adjusting element 7, in particular when the adjusting element 7 is shifted along the second shifting direction. As an additional solution or alternative, the first stop surface 18 also comes into contact with or makes contact with the stop element 15 when the first stop 16 is passed by the stop element 15, in particular when the adjusting element 7 is shifted along the second shifting direction.

[0038] Here and preferably, the first profile section 19 is the side surface of a projection 20 or a recess 21 (not shown here) of the guiding profile 17.

[0039] The projection 20 is a region of the guiding profile 17 that projects relative to a section of the guiding profile 17 adjacent along the extension direction of the guiding profile 17. The recess 21 is correspondingly a region of the guiding profile 17 that is recessed, that is to say indented, relative to a section of the guiding profile 17 adjacent along the extension direction of the guiding profile 17.

[0040] According to a preferred design, it is also possible to move past the first stop 16 in the opposite direction, that is, by displacing the adjusting element 7 along the first displacement direction, in particular out of the switching position. In this case, it can then also be provided that the first stop surface 18 comes into contact or makes contact with the stop element 15 when the starting position of the adjusting element 7 is reached and / or when the first stop 16 is passed by the stop element 15.

[0041] As can be seen, for example, from Figure 3 a) and c), it is preferably provided here that the first stop surface 18 forms a first ramp which can only be passed by the stop element 15 when a threshold value for the force exerted by the stop element 15 on the first stop surface 18 and / or a threshold value for the delivered drive power of the adjusting drive 6 is exceeded. The first ramp is thus so steep, that is, arranged at such an angle with respect to the displacement direction, that the first ramp can only be passed by the stop element 15 when the mentioned threshold values are exceeded. When below the threshold values, the stop element 15 cannot pass the first ramp and thus also cannot pass the first stop 16.

[0042] For example, in an emergency operation, especially in a collision situation, the adjusting drive 6 is controlled or the mentioned force is applied in this way.

[0043] The delivered drive power is changed here, in particular reduced or increased, by adjusting the applied voltage and / or the applied current. For example, in order to move past the stop when displacing the adjusting element 7 out of the starting position, a voltage in the range of 12 to 15 V is set, while when displacing the adjusting element 7 from the starting position into the pulled-out position, a voltage in the range of 7 to 10 V is set. In order to retract the adjusting element 7 from the pulled-out position, for example, only a voltage in the range of 2 to 5 V is set.

[0044] It is particularly preferred that the adjusting drive 6 is controlled here by pulse width modulation (PWM) so that the individual drive components run as smoothly and with as little noise as possible relative to the adjusting drive 6.

[0045] Furthermore, it is preferably provided here that the adjusting element 7 moves out of the starting position and in particular directly into the switching position when the first stop 16 and / or the first ramp is passed by the stop element 15.

[0046] The switching position is provided, for example, for the emergency unlocking of a mechanical operating chain between a motor vehicle or a door handle and a pawl 3, and the emergency unlocking can be provided in an emergency operation, for example, in a collision situation.

[0047] In an emergency operation, for example, it is stipulated that by means of the adjusting element 7 in the switching position, the engaging device 22 of the locking mechanism 14 can be switched to the engaged position. The engaging device 22 can be seen in more detail in Figure 1 b) and is preferably used here for engaging the actuating lever 13 by external actuation. The engaging device 22 is accordingly preferably an adapter for locking the motor vehicle lock 1.

[0048] Preferably, it is stipulated that the engaging mechanism actuates the mechanical actuation chain of the locking mechanism 14 in order to carry out the pulling-out process of the detent pawl 3 in the engaged position, and the engaging mechanism deactivates the mechanical actuation chain of the locking mechanism in the disengaged position. In the engaged position, the movement of the external actuating lever 23, which is provided for connection to the outside door handle, is transmitted to the actuating lever 13 by engagement with the engaging device 22, so that the detent pawl 3 can be pulled out by the movement of the external actuating lever 23.

[0049] By the adjusting element 7 leaving the switching position, the engaging device 22 can be switched to the disengaged position. In the disengaged position, it is not possible to transmit the movement of the external actuating lever 23 to the actuating lever 13, for example, by the external actuating lever 23 disengaging from the engaging device 22 and thus running freely. It is also conceivable to lock the external actuating lever 23 or a component connected thereto in order to prevent actuation.

[0050] Here and preferably, the engaging device 22 is prestressed towards the drive lever 12, especially by a spring. The result of the prestressing is that the disengaged position is assumed when the engaging device 22 is released. The adjusting element 7 preferably has a switching profile here, which is preferably made together with the adjusting profile 11, and the adjusting profile can switch the engaging device 22 to the engaged position against the prestress.

[0051] Furthermore, here and preferably, it is stipulated that the adjusting element 7 has a contact surface 24, which forms a second ramp and is spaced apart from the first stop 16 with respect to the first and / or second displacement directions. The contact surface is formed by a second profile section 25 of the guide profile 17, which extends transversely to the first and / or second displacement directions. The second ramp is preferably not steeper than the first ramp here. The contact surface 24 contacts or comes into contact with the stop element 15 in the switching position of the adjusting element 7. As an additional or alternative solution, the contact surface 24 contacts or comes into contact with the stop element 15 when reaching the switching position of the adjusting element 7, especially when the adjusting element 7 is displaced along the second displacement direction. As an additional or alternative solution, the contact surface 24 also contacts or comes into contact with the stop element 15 when the first stop 16 is passed by the stop element 15, especially when the adjusting element 7 is displaced along the second displacement direction.

[0052] Here and preferably the second contour section 25 is the other side of the projection 20 of the guide contour 17 or a recess 21 (not shown here).

[0053] The adjusting element 7 here and preferably also has a second stop 26 spaced apart from the first stop 16 with respect to the first and / or second displacement directions, and the stop element 15 can reach the second stop by displacement of the adjusting element 7 along the displacement direction, in particular the first displacement direction, in order to define the pulled-out position.

[0054] The second stop 26 here and preferably forms a second stop surface 27, which is formed by a third contour section 28 of the guide contour 17 extending transversely to the first and / or second displacement directions. Accordingly, the second stop 26 is also formed by a part of the guide contour 17. Here, in the pulled-out position of the adjusting element 7 and / or when the second stop 26 is crossed by the stop element 15, in particular when the adjusting element 7 is displaced along the first displacement direction, the second stop surface 27 contacts or comes into contact with the stop element 15.

[0055] Here and preferably the third contour section 28 is the side surface of the recess 21 of the guide contour 17 or a projection 20 (not shown here). The recess 21 is relatively flat here compared to the first and second ramps, so that the stop element 15 can be moved out of the pulled-out position with a relatively small force when the adjusting element 7 is displaced from the pulled-out position.

[0056] According to a preferred design, it is also possible to cross the second stop 26 in the opposite direction, that is, by displacing the adjusting element 7 along the second displacement direction, in particular from the switching position.

[0057] Furthermore, here and preferably it is provided that the adjusting element 7 can be moved out of the pulled-out position and / or out of the switching position and back to the starting position by displacement along the first and / or second displacement directions, in particular in a motor-driven manner.

[0058] Therefore, the adjusting element 7 can be moved back to the starting position by further movement along the same displacement direction (along which the adjusting element 7 has been displaced in its previous displacement) and / or by moving out of the pulled-out position and / or out of the switching position in the direction opposite to the displacement direction (along which the adjusting element 7 has been displaced in its previous displacement). This is preferably carried out only in a motor-driven manner, but if necessary also with spring support.

[0059] The adjusting element 7 here and preferably as already briefly described before and in Figure 2 and 3As can be seen, it can rotate about the geometric adjustment element axis 29. Here, the guide profile 17 extends about the geometric adjustment element axis 29, preferably within an adjustment range of 360°.

[0060] Thereby, the guide profile 17 is thus formed continuously in a loop, such that the stop element 15 engages with the guide profile 17 at each angular position of the adjustment element 7.

[0061] Furthermore, it is here preferably provided that the stop element 15 is arranged radially inside the guide profile 17 ( Figure 2 and 3 ) or is arranged radially outside the guide profile 17 (not shown).

[0062] Furthermore, it is here preferably provided that the stop element 15 can move relative to the adjustment element 7 and / or the geometric adjustment element axis 29. Here and preferably, the stop element 15 is prestressed towards the guide profile 17 and / or away from the geometric adjustment element axis 29, especially radially outwards ( Figure 2 and 3 ) or radially inwards (not shown), especially prestressed by a spring.

[0063] As Figure 2 and 3 shown, it is here preferably provided that the stop element 15 has a roller 30 for engaging with the guide profile 17.

[0064] Such a roller 30 has the advantage that it minimizes friction and wear. When the adjustment element 7 is displaced, the roller 30 can be guided along the guide profile 17 in a rolling manner. Here and preferably, the roller 30 is rotatably fixed to the end of the spring arm 31 of the leaf spring 32, and the leaf spring prestresses the roller 30 towards the guide profile 17. In this case, the roller 30 and the spring arm 31 together form the stop element 15.

[0065] However, according to an alternative embodiment not shown here, the stop element 15 can in principle also have a rigid material section for engaging with the guide profile 17. Then, when the adjustment element 7 is displaced, the rigid material section can be guided along the guide profile 17 in a sliding manner. For example, it can be envisaged that the spring arm 31 of the leaf spring 32 is directly guided along the guide profile 17.

Claims

1. A motor vehicle lock for a closure element of a motor vehicle, the motor vehicle lock having locking elements such as a locking bolt (2) and a pawl (3), wherein the locking bolt (2) can be pivoted into a locked position and an open position, wherein in the locked position the locking bolt (2) is in a non-movable engagement with the locking element, and in the open position the locking bolt (2) releases the locking element, wherein the pawl (3) can be pivoted into an inserted position and a withdrawn position, wherein in the inserted position the pawl (3) holds the locking bolt (2) in the locked position, and in the withdrawn position the pawl (3) releases the locking bolt (2), wherein during the withdrawal process the pawl (3) is withdrawn from the inserted position to the withdrawn position, and the motor vehicle lock has a power transmission system (5) for motor-driven withdrawal of the pawl (3), having an adjustment drive device (6) and an adjustment element (7), wherein for carrying out the withdrawal process the adjustment element (7) can be displaced from a starting position along a first displacement direction into a withdrawal position by the adjustment drive device (6), wherein the withdrawal of the pawl (3) is triggered or can be triggered as the adjustment element (7) is displaced into the withdrawal position. Wherein for carrying out a switching process the adjustment element (7) can be displaced from the starting position along a second displacement direction opposite to the first displacement direction into a switching position by the adjustment drive device (6), wherein as the adjustment element (7) is displaced into the switching position, the locking mechanism (14) of the motor vehicle lock (1) assigned to the locking element can be switched. It is characterized in that the motor vehicle lock (1) has a stop element (15) assigned to the adjustment element (7) and the adjustment element (7) has a first stop (16), and by displacement of the adjustment element (7) along the displacement direction, in particular the second displacement direction, the stop element (15) can reach the first stop (16) to define the starting position and the first stop can be crossed by the stop element as it exits the starting position.

2. The motor vehicle lock according to claim 1, characterized in that, The adjustment element has a guide profile (17), and the stop element (15) can be guided along the guide profile when the adjustment element (7) is displaced along the first and / or second displacement directions.

3. The motor vehicle lock according to claim 2, characterized in that, The first stop (16) forms a first stop surface (18), which is formed by a first profile section (19) of the guide profile (17) extending transversely to the first and / or second displacement directions, and the first stop surface (18) contacts or makes contact with the stop element (15) in the starting position of the adjustment element (7) and / or when reaching the starting position of the adjustment element (7), in particular when the adjustment element (7) is displaced along the second displacement direction and / or when the first stop (16) is crossed by the stop element (15), in particular when the adjustment element (7) is displaced along the second displacement direction. Preferably, the first profile section (19) is a side surface of a protrusion (20) or a recess (21) of the guide profile (17).

4. The motor vehicle lock according to claim 3, characterized in that, The first stop surface (18) forms a first ramp which can only be crossed by the stop element (15) when a threshold value of the force applied by the stop element (15) to the first stop surface (18) and / or a threshold value of the delivered drive power for adjusting the drive device (6) is exceeded.

5. The motor vehicle lock according to any one of the preceding claims, characterized in that, The adjusting element (7) moves out of the starting position and in particular directly into the switching position when the first stop (16) and / or the first ramp is crossed by the stop element (15).

6. The motor vehicle lock according to any one of the preceding claims, characterized in that, The adjusting element (7) has a contact surface (24) which forms a second ramp and is spaced apart from the first stop (16) with respect to the first and / or second displacement direction. The contact surface is formed by a second contour section (25) of the guide contour (17) which extends transversely to the first and / or second displacement direction. The contact surface (24) contacts or comes into contact with the stop element (15) in the switching position of the adjusting element (7) and / or when reaching the switching position of the adjusting element (7), in particular when the adjusting element (7) is displaced along the second displacement direction and / or when the first stop (16) is crossed by the stop element (15), in particular when the adjusting element (7) is displaced along the second displacement direction. Preferably, the second contour section (25) is the other side of a projection (20) or a recess (21) of the guide contour (17).

7. A motor vehicle lock according to any one of the preceding claims, characterized in that, The adjusting element (7) has a second stop (26) which is spaced apart from the first stop (16) with respect to the first and / or second displacement direction. The second stop can be reached by the stop element (15) by displacement of the adjusting element (7) along the displacement direction, in particular the first displacement direction, in order to define the extraction position.

8. The motor vehicle lock according to claim 7, characterized in that, The second stop (26) forms a second stop surface (27) which is formed by a third contour section (28) of the guide contour (17) which extends transversely to the first and / or second displacement direction. The second stop surface (27) contacts or comes into contact with the stop element (15) in the extraction position of the adjusting element (7) and / or when the second stop (26) is crossed by the stop element (15), in particular when the adjusting element (7) is displaced along the first displacement direction. Preferably, the third contour section (28) is the side of a recess (21) or a projection (20) of the guide contour (17).

9. A motor vehicle lock according to any one of the preceding claims, characterized in that, The adjusting element (7) can be moved out of the extraction position and / or out of the switching position and adjusted back into the starting position by displacement along the first and / or second displacement direction, in particular by motor drive.

10. A motor vehicle lock according to any one of the preceding claims, characterized in that, The adjusting element (7) can perform a rotational movement about a geometric adjusting element axis (29). The guide contour (17) extends about the geometric adjusting element axis (29). Preferably, the guide contour (17) extends about the geometric adjusting element axis (29) within an adjusting range of 360°.

11. The motor vehicle lock according to claim 10, characterized in that, The stop element (15) is arranged radially inside the guide contour (17) or radially outside the guide contour (17).

12. The motor vehicle lock according to any one of the preceding claims, characterized in that, The stop element (15) is movable relative to the adjusting element (7) and / or the geometric adjusting element axis (29), preferably the stop element (15) is prestressed towards the guide profile (17) and / or away from the geometric adjusting element axis (29), in particular radially outwards or radially inwards.

13. The motor vehicle lock according to any one of the preceding claims, characterized in that, The stop element (15) has rollers (30) or rigid material sections for engagement with the guide profile (17).

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