Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock comprising a latch (1) and a detent pawl arrangement (2), the latch (1) being in retaining engagement with a locking part, the detent pawl arrangement (2) having a pivotable main detent pawl (2a) which can be pivoted into at least one locking position, the invention relates to a locking pawl assembly (2) comprising a locking pawl (2b), by means of which the latch (1) can be locked against pivoting in the opening-pivoting direction (4) thereof in a pre-locking position and a main locking position, and which can be pivoted into at least one opening position, in which the latch (1) is released, the locking pawl assembly (2) comprising a pivotable secondary locking pawl (2b), by means of which the latch (1) can be locked against pivoting in the opening-pivoting direction (4) of the latch (1). The main locking pawl (2a) can be locked against displacement in the opening-pivoting direction (5) thereof, and wherein the latch (1) is locked in a pre-locked position by engagement with the main locking pawl (2a) in the pre-locked state and is supported for this purpose on a first engagement contact region (EVR) of the main locking pawl (2a), the latch (1) is locked in the main locking position by engagement with the main locking pawl (2a) in the main locking state and is supported on a second engagement contact region (EHR) of the main locking pawl (2a) for this purpose. It is proposed that one of the bonding contact regions (EVR, EHR) is completely accommodated in the other bonding contact region (EVR, EHR).

Description

Technical Field

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

[0002] The motor vehicle locks mentioned are used in all types of closing elements of motor vehicles, such as side doors (especially sliding doors), tailgates, rear lids, engine hoods, luggage compartment floors, etc. of motor vehicles.

[0003] A known motor vehicle lock (DE 202013 004 589 U1) is equipped with a latch and a pawl assembly, wherein the latch can be pivoted into an open position, a pre-locking position, and a main locking position. In one of the two locked positions, the latch is in retaining engagement with a locking component that is usually fixed to the vehicle body.

[0004] The latch is associated with a pawl assembly that locks the latch in a pre-locked position in the pre-locked state of the motor vehicle lock and in a main locked position in the main locked state. The pawl assembly has a pivotable main pawl that can be pivoted into two locked positions (for engaging the latch in the pre-locked state and the main locked state) and an open position (for releasing the latch).

[0005] The pivoting direction of pivotable components (such as the latch and the main locking pawl) from the open position to the locked position is currently always referred to as the "locking-pivoting direction", and the pivoting direction from the locked position to the open position is currently always referred to as the "opening-pivoting direction".

[0006] In known motor vehicle locks, it is provided that, in the pre-locking state, the latch is locked in the pre-locking position by engaging with the main locking pawl, and for this purpose the latch rests on the main locking pawl with a first line contact; while in the main locking state, the latch is locked in the main locking position by engaging with the main locking pawl, and for this purpose the latch rests on the main locking pawl with a second line contact, wherein the two line contacts are different from each other although they are closely adjacent to each other in terms of the contour of the main locking pawl. Summary of the Invention

[0007] The invention is based on the problem of designing and improving known motor vehicle locks in such a way that operational safety and / or operating comfort are increased.

[0008] This problem is solved in a motor vehicle lock according to the preamble of claim 1 by the characterizing features of claim 1 .

[0009] By providing two engagement contact areas for supporting the latch which are received in one another at the primary pawl, the operating safety and / or the operating comfort can be improved. Since one engagement contact area is also in engagement contact with the latch in the other blocking position, no or less dust or sand can deposit in that latch and thus the latching properties in the primary pawl-latch contact for the other blocking position are not changed. Additionally or alternatively possible is that the latching properties, the face pressure of the respective blocking state and the lifting force required for lifting the primary pawl and / or the acoustic properties and thus the operating comfort are adjusted by adjusting the size of the engagement contact areas relative to one another.

[0010] It is proposed in detail that one of the engagement contact areas is completely received in the other engagement contact area.

[0011] By the improvement according to claims 2 to 5, depending on the respective requirements, an advantageous adjustment of the pre-blocking state or the main blocking state in terms of operating safety and / or operating comfort and an adjustment of the latching properties on the primary pawl side are derived.

[0012] The design solutions according to claims 6 to 15 describe preferred design solutions for the pre-latching portion and / or the main latching portion of the latch. These design solutions can achieve, depending on the requirements, an advantageous adjustment of the pre-blocking state or the main blocking state in terms of operating safety and / or operating comfort and an adjustment of the latching properties on the primary pawl side.

[0013] The bumper pocket according to claim 16 makes it possible to dampen the falling in of the primary pawl, however depending on the design solution also to adjust the contact of the latch with the primary pawl in the respective blocking position. BRIEF DESCRIPTION OF DRAWINGS

[0014] The application is explained in more detail below on the basis of the drawings, which show only embodiments. In the drawings:

[0015] Figure 1 A motor vehicle with a motor vehicle lock according to the application is shown schematically, as is an exploded view of the blocking device of the motor vehicle lock, which has a backplate, a latch, a primary pawl and a secondary pawl and has a blocking component associated with the motor vehicle lock;

[0016] Figure 2 A motor vehicle lock according to the application is shown in the open state in terms of the components of the motor vehicle lock which are important for explaining the application in Figure 1

[0017] Figure 3 The latch and the primary pawl of a motor vehicle lock are shown, which motor vehicle lock according to Figure 3 a) in the main blocking state and Figure 3 ​b) in the pre-locking state and showing the first and second joining contact areas in an enlarged detail;

[0018] Figure 4 The latch-main locking pawl contact is shown in an enlarged sectional view (in section a) under normal load and in section b) under increased load) in the pre-locking state according to Figure 2 A cross-sectional view of a latch and a main locking pawl of a motor vehicle lock; and

[0019] Figure 5 Show the basis Figure 2 Possible configurations of a locking bolt of a motor vehicle lock in the region of a pre-latching feature. DETAILED DESCRIPTION

[0020] It should be pointed out in advance that the drawings only show the components of the motor vehicle lock according to the invention that are necessary for explaining the teaching. For example, any possible locking mechanism for achieving functional states such as "locked", "unlocked", "anti-theft", etc. is not shown.

[0021] The motor vehicle lock shown can be applied to almost all closure elements of a motor vehicle. In this respect, reference is made to the introductory part of the description. In the embodiment of this embodiment, the motor vehicle lock is particularly advantageous for a tailgate or rear lid.

[0022] The motor vehicle lock shown is usually equipped with a latch 1 and a locking pawl assembly 2. They form the locking device of the motor vehicle lock. The latch 1 can be pivoted to Figure 2 The open position shown in Figure 3 The main locking position shown in a) is neutral and Figure 3 b) in the pre-locked position. The pivoting occurs here about the latch pivot axis S1. The latch is preferably spring-loaded in its opening pivoting direction 4. When the motor vehicle lock is installed, the latch 1 is in a retaining engagement with the locking component (particularly the lock bow 3, etc.) in one of the two locked positions. Preferably, the motor vehicle lock is located on the associated motor vehicle door, etc., while the locking component is located on the motor vehicle body.

[0023] The locking pawl assembly 2 has a pivotable main locking pawl 2a which can be pivoted to at least one locking position ( Figure 3 ) and is preferably spring-loaded in its locking pivoting direction 5a. Here and preferably, the main locking pawl 2a can be brought into slightly different locking positions depending on the position of the latch 1. In detail, when the latch 1 is in the main locking position ( Figure 3 a)), the main locking pawl 2a falls into the position lower than when the latch 1 is in the pre-locking position ( Figure 3 b)) deeper. This is from Figure 3However, it can also be provided in principle that the main locking pawl 2a can only be pivoted into a single locked position which is independent of the position of the latch 1 .

[0024] By pivoting the main locking pawl 2a into one of its locking positions, the latch 1 is in the pre-locking position ( Figure 3 b)) and main locking position ( Figure 3 a)) can be locked against pivoting in the opening pivoting direction 4 of the latch 1. The locking of the latch 1 does not necessarily have to be due to the engagement between the main locking pawl 2a and the latch 1 itself. The actual locking of the latch 1 can in principle take place at another location, for example by means of a possibly existing secondary locking pawl 2b, as will be explained further.

[0025] The main locking pawl 2a can also be pivoted into at least one open position in which it releases the latch 1 with respect to a pivoting in the opening-pivoting direction 4 of the latch. Figure 2 Shown in.

[0026] exist Figure 2 In the open state shown in FIG, the locking pawl assembly 2 of this embodiment releases the latch 1 in the opening-pivoting direction 4 of the latch, so that as a result there is no retaining engagement between the latch 1 and the latching components (in particular the lock bow 3 etc.). In the pre-locked state, the latch 1 is here and preferably as Figure 3 The latch 1 is locked in the pre-locking position by means of the main locking pawl 2a as shown in b. Figure 3 As shown in a, it is locked in the main locking position here and preferably by means of the main locking pawl 2a.

[0027] In order to ensure that the latch 1 is held in the main locking position and, if appropriate, in the pre-locking position, it is further preferred that the motor vehicle lock is equipped with a secondary pawl which can be pivoted about an auxiliary locking pawl axis S. 2b The secondary pawl 2b pivots, which can be used to lock the main pawl 2a against displacement in its opening pivoting direction 4. The secondary pawl 2b is spring-loaded in its closing pivoting direction 16a. To lock the main pawl 2a, the secondary pawl 2b is equipped with a latching feature 6 that can be brought into engagement with a counter-latch 7 on the main pawl 2a. In this embodiment, this occurs only in the main locked state. In the pre-locked state, the secondary pawl 2b preferably does not lock the main pawl 2a. In this pre-locked state, the secondary pawl 2b is not required to lock the bolt 1. In this embodiment, the motor vehicle lock has only the main pawl 2a for locking the bolt 1 and / or only the secondary pawl 2b for locking the main pawl 2a.

[0028] This is so that in the pre-locked state the latch 1 is locked in the pre-locked position by engaging with the main locking pawl 2a and for this purpose is supported on the first engaging contact area E of the main locking pawl 2a. VR In the main locked state, the latch 1 is locked in the main locked position by engaging with the main locking pawl 2a and is supported on the second engaging contact area E of the main locking pawl 2a. HR Place.

[0029] It is now important to bond the contact area E VR 、H ER One of the joint contact areas is completely received in the other joint contact area E VR ,E HR This is in Figure 3 The first bonding contact area E VR exist Figure 3 b) is shown by a thin dashed line. The second bonding contact area E HR exist Figure 3 a) is shown by a thick line. This design can improve the operational safety and / or operating comfort of the motor vehicle lock. VR ,E HR In the other locked position, it is also in engagement contact with the latch 1, so that there is no or less accumulation of dust or sand in the latch and the latching properties of the main pawl-latch contact for the other locked position are not changed. Additionally or alternatively, it is possible to adjust the engagement contact area E VR ,E HR The latching properties, the corresponding surface pressure in the locked state and the lifting force required for lifting the main pawl 2 a and / or the acoustic properties and thus the operating comfort are adjusted relative to one another.

[0030] Here, the first bonding contact area E VR The locking contact between the main locking pawl 2a and the latch 1 is essentially formed on the contour of the main locking pawl 2a in the pre-locked state. HR The locking contact between the main locking pawl 2a and the latch 1 is essentially formed on the contour of the main locking pawl 2a in the main locked state. VR and / or second bonding contact area E HR Essentially, it is the area of ​​the locking contact between the latch 1 and the main locking pawl 2a on the main locking pawl 2a, such as Figure 3 As shown in .

[0031] In this embodiment and preferably, the second bonding contact area E HR Completely received in the first joining contact area E VRThe first engagement contact area E VR is completely received in the second engagement contact area E HR . In this embodiment and preferably, one engagement contact area E VR is larger than the other engagement contact area E HR . In particular, the engagement contact area E VR is at least 1.5 times larger, further preferably at least 2 times larger, further preferably at least 3 times larger, further preferably at least 5 times larger, further preferably at least 10 times larger than the other engagement contact area E HR . One engagement contact area E VR , H ER may be at least 1.5 times larger, further preferably at least 2 times larger, further preferably at least 3 times larger, further preferably at least 5 times larger, further preferably at least 10 times larger than the other engagement contact area E VR , E HR . Here, "larger" means a larger extension in the direction of extension of the latching pawl edge or in the circumferential direction relative to the geometric latching pawl axis.

[0032] It is particularly preferred that, in one of the engagement contact areas E VR , H ER in the relevant latched state, here the first engagement contact area E VR in the pre-latched state, there is essentially a line-like contact between the main latching pawl 2a and the latch 1. Furthermore, additionally and / or alternatively, in one of the engagement contact areas E VR , H ER in the relevant latched state, here the second engagement contact area E HR in the main latched state, there can essentially be a surface-like contact between the main latching pawl 2a and the latch 1. If one of the engagement contact areas E VR , E HR is significantly smaller than the other engagement contact area E VR , E HR , the receiving of the engagement contact areas E VR , E HR in one another can be particularly simple to implement and, in particular, the different properties of the latching device consisting of the latch 1, the main latching pawl 2a and, if applicable, the secondary latching pawl 2b can also be particularly simply adjusted via the engagement contact areas E VR , E HR and their design, as described further below.

[0033] Here and preferably, the main latching pawl 2a is made of metal, in particular is configured as a stamped part. The first and second engagement contact areas E VR , E HRHere it is made of metal. However, it can also be provided that only the contact area E is joined VR ,E HR One of the bonding contact areas is made of metal, or the bonding contact area E VR ,E HR None of the bonding contact areas are made of metal.

[0034] In the embodiment shown and preferred in this respect, the latch 1 is designed in the form of a disk. It is pivotable about a pivot axis S1 and has an entry slot 9 for the locking components, in particular the lock bow 3 or the like.

[0035] The latch 1 is provided with a pre-latching portion 10 and a main latching portion 11 on its circumference, each of which is intended to engage with the main locking pawl 2a. "Latching portion" is to be understood in a broad sense. A latching portion is generally defined as an engaging section on the latch 1 for a retaining engagement with the main locking pawl 2a. Latching in the narrow sense does not necessarily involve this engagement.

[0036] like Figure 3 As shown in b), in the pre-locking state, the main locking pawl 2a is engaged via the first engagement contact area E. VR To this end, the main locking pawl is supported with its pre-locking portion 10 on the first engagement contact area E of the main locking pawl 2a. VR Here, and preferably, the pre-locking portion 10 is at least partially constructed from plastic.

[0037] on the contrary, Figure 3 a) shows that in the main locked state the main locking pawl 2a is engaged via the second engagement contact area E HR The main latching portion 11 is in locking engagement. For this purpose, the main latching pawl 2a is supported with its main latching portion 11 on the second engagement contact area E of the main latching pawl 2a. HR The main latching portion 11 is preferably at least partially made of metal.

[0038] Of interest in the exemplary embodiment shown is the structural design of the pre-latching portion 10 and the main latching portion 11 of the latch 1 .

[0039] like Figure 4 As shown in the enlarged view of FIG. 1 , the pre-locking portion 10 has a first engagement contact area E for engaging with the main locking pawl 2 a. VRThe support region 12 is joined. Furthermore, as shown here, the pre-ratchet can have an extended support region 13. The support region 12 can be extended and / or extendable, in particular depending on the load, around the extended support region 13. Here, at least a portion of the support region 12 and the extended support region 13 is formed here from different materials. Thereby it can be particularly well and simply possible to adjust the properties of the motor vehicle lock in the pre-ratchet state on the pre-ratchet side. For example, the support region 12 can be provided by plastic, in particular the covering 1a of the latch 1. Thereby it can be possible to improve the acoustic performance of the motor vehicle lock when the main pawl 2a falls in, or to increase the friction between the latch 1 and the main pawl 2a in the pre-ratchet position and thus to hold the main pawl 2a in the pre-ratchet 10 at the latch 1, in particular in the case of dynamic loads. This is advantageous in particular when the engagement of the latch 1 with the main pawl 2a in the pre-ratchet state is designed with a front cut or neutral, as explained further below in more detail. It can be provided that, in particular when manufacturing the motor vehicle lock, for example in an End-of-Line-Test, the motor vehicle lock is loaded in such a way that the support region 12 plastically deforms as a result of the pressure acting between the latch 1 and the main pawl 2a. Thereby the first engagement contact area E VR can be imprinted into the support region. Thereby it is obtained that the engagement of the main pawl into the support region 12 is particularly exact.

[0040] In this embodiment, the motor vehicle lock is constructed in such a way that in the pre-ratchet state in the case of normal loads the latch 1 is supported at the first engagement contact area of the main pawl 2a only with its support region 12, as this is shown in Figure 4 a. The extended support region 13 is spaced apart from the main pawl. Preferably, in the state without load and / or in the case of normal loads there is a distance A of at most 0.5 mm, further preferably at most 0.2 mm, between the extended support region and the main pawl. It is furthermore preferably provided that in the pre-ratchet state in the case of increased loads and / or in the case of a crash the support region 12 is supported at the first engagement contact area E VR , and additionally the extended support region 13 is in engagement with the first engagement contact area E VR , and the latch 1 is additionally also supported at the main pawl 2a via this extended support region. Preferably, in the case of increased loads and / or in the case of a crash the extended support region 13 comes into engagement in addition to the support region 12. Thus, in the case of these increased loads and / or in the case of a crash it is achieved that the latch 1 is supported at the main pawl 2a via the support region 12 and the extended support region 13, as this is shown in Figure 4 b. Thus, the pre-ratchet 10 and the main pawl 2a are constructed in such a way that the first engagement contact area EVR The load on the vehicle lock increases, and the supporting force is then distributed over a larger area.

[0041] In another embodiment not shown, in the pre-locked state under normal load, the latch 1 is supported with its support area 12 and the extended support area 13 on the first engagement contact area E of the main locking pawl 2a. VR In this case, even for no load and / or normal load, the following Figure 4 The support shown in FIG. The support area 12 of the pre-latching portion 10 extends around a contour section of the main locking pawl 2a. Preferably, the angle W between the contour normal N1 at one end of the support area 12 and the contour normal N2 at the other end of the support area 12 is greater than or equal to 10°, preferably greater than or equal to 20°, more preferably greater than or equal to 45°, and even more preferably greater than or equal to 60°. In this embodiment, the angle W is substantially 65°. Preferably, this angle is less than or equal to 135°, more preferably less than or equal to 90°, and even more preferably less than or equal to 75°. This surrounding fit of the support area 12 around the contour section (particularly the radius) of the main locking pawl 2a allows for the transmission of holding force even in this region between the latch 1 and the main locking pawl 2a during engagement.

[0042] In this embodiment, the extended support area 13 is provided by a radius, in particular a corner radius, of the pre-latching portion 10. It is formed on the latch core 1b made of metal.

[0043] In this embodiment, as shown in the figures, the support area 12 is larger than the extended support area 13. Preferably, the support area 12 is at least twice as large, more preferably at least three times as large, more preferably at least five times as large, and even more preferably at least ten times as large as the extended support area 13. In this context, "larger" refers to a greater extension in the direction of extent of the latch edge or in the circumferential direction relative to the geometric latch axis.

[0044] The support region 12 and the extended support region 13 form continuous regions, and in the event of increased load and / or in the event of a crash, the holding force between the latch 1 and the main locking pawl 2a acts via the support region 12 and the extended support region 13. Preferably, the support region 12 and the extended support region 13 then bear substantially continuously to the first engaging contact region.

[0045] like Figure 4 and Figure 5As shown, the support region 12 comprises a transition region 14 towards the extended support region 13, in which the support region 12 gradually opens into the extended support region 13. As can further be seen from the figure, the thickness S of the material forming the support region 12 decreases towards the extended support region 13. In this case, the thickness refers to the extension in a direction orthogonal to the geometric latch pivot axis S1.

[0046] exist Figure 5 The latch-main locking pawl-contact in the pre-locked state is shown in FIG. Figure 4 A) Enlarged section of V. Figure 5 5a) and 5b) show these enlarged sections for two different latches 1. They have differently shaped latch cores 1b. This can be seen in the differently extending dashed lines, which show the contours of the latch core 1b below the cladding 1a. Figure 5 In the latch 1 shown in a), the contour of the latch core 1b descends from the contour forming the extended support area 13 (here the radius forming the extended support area 13) towards the center of the latch. Figure 5 In b), the contour forming the extended support area 13 (here, the radius forming the extended support area 13 ) is designed as a projection. Different designs of the latch core 1 b allow the stiffness of the pre-latching portion 10 to be adjusted in the support area 12 as well.

[0047] Furthermore, the rigidity can be influenced by the design of the casing 1 a in the region of the support region 12 , for example by adding glass fibers or other reinforcing agents to the plastic of the casing 1 a.

[0048] In this embodiment, the latch 1 is Figure 5 The two alternative designs of 5a and 5b have a buffer pocket associated with the pre-locking portion 10 for damping the fall of the main locking pawl 2a into the pre-locking portion 10. Figure 5 In a, the cushioning pocket extends to below the support area 12. In contrast, in Figure 5 In the embodiment b), the opening of the cushioning pocket extends to below the extended support area 13 .

[0049] exist Figure 5 It is also shown that the cushioning bag mouth widens toward the pre-locking portion 10. Preferably, the cushioning bag mouth widens toward the pre-locking portion 10 by at least 20%, more preferably at least 100%, as shown in FIG. Figure 5 As shown in b).

[0050] Furthermore, the latch 1 can have a cushioning pocket (not shown) associated with the main latching portion 11 for damping the falling of the main locking pawl 2 a into the main latching portion 11 .

[0051] In the pre-latching state, the latching bolt 1 and the primary locking pawl 2a are engaged via the first engagement contact area E VR The engagement of the latching bolt 1 and the primary locking pawl 2a in the pre-latching state is preferably designed with a back-cut, neutral or with a front-cut. In the neutral design, the force vector of the latching bolt 1 and the primary locking pawl 2a in the pre-latching state runs through the primary locking pawl pivot axis S 2a , while in the case of a front-cut or back-cut, the force vector runs next to the primary locking pawl pivot axis S 2a on the respective side. A front-cut causes an opening tendency of the primary locking pawl 2a, while a back-cut causes a latching tendency of the primary locking pawl 2a.

[0052] In the case of an engagement of the latching bolt 1 and the primary locking pawl 2a designed with a back-cut or neutral, the latching bolt 1 cannot pivot the primary locking pawl from the latched position into the unlatched position by means of the pressure it exerts onto the primary locking pawl 2a. In contrast, in an engagement designed with a front-cut, it depends on whether the engagement is configured as a self-locking mechanism and / or not.

[0053] Additionally or alternatively, it can be provided that the latching bolt 1 and the primary locking pawl 2a in the pre-latching state form a self-locking mechanism and / or do not form a self-locking mechanism via the engagement of the first engagement contact area E VR .

[0054] In the main latching state, the latching bolt 1 and the primary locking pawl 2a are engaged via the second engagement contact area E HR . The engagement of the latching bolt 1 and the primary locking pawl 2a in the main latching state is preferably designed neutral or with a front-cut. Accordingly, the force vector of the contact of the latching bolt 1 and the primary locking pawl 2a runs through the primary locking pawl pivot axis S 2a or runs next to the primary locking pawl pivot axis S 2a .

[0055] Additionally or alternatively, it can be provided that in the main latching state, the latching bolt 1 and the primary locking pawl 2a are engaged via the second engagement contact area E HR are configured as a self-locking mechanism and / or not.

[0056] By means of this design of the respective engagement and the provision or, respectively, the absence of a self-locking mechanism, on the one hand, the distribution of the force onto the different locking device components (latching bolt 1, primary locking pawl 2a and, if applicable, secondary locking pawl 2b) in the respective latching state of the motor vehicle lock can be adjusted, and, on the other hand, the lifting force for the primary locking pawl 2a and / or the secondary locking pawl 2b and thus the force required for opening the motor vehicle lock can be adjusted.

[0057] In this embodiment, the engagement between the latch 1 and the main pawl 2a in both the pre-locked and main locked states is designed with a front cut. A self-locking mechanism is provided for the pre-locked state, but not for the main locked state. This results in the latch 1 applying pressure to the main pawl 2a in the main locked state, causing it to pivot from the locked position to the open position. The secondary pawl 2b is required to securely hold the latch 1 in its main locked position. The engagement between the latch 1 and the main pawl 2a in the main locked state is designed to be self-opening.

[0058] Due to the self-locking mechanism, the latch 1 cannot be pivoted from the pre-locked position into the open position by the pressure exerted on the main pawl 2a. The latch 1 can be held in its pre-locked position by the main pawl 2a. To reliably hold the latch 1 in its pre-locked position, the secondary pawl 2b is not required. The engagement between the latch 1 and the main pawl 2a is designed to be self-locking in the pre-locked position.

[0059] Like the main locking pawl 2a, the secondary locking pawl 2b can also be pivoted to at least one locking position ( Figure 3 a)) and can be pivoted into at least one open position ( Figure 3 In b), in the locked position, the secondary locking pawl locks the primary locking pawl 2a against displacement in its opening pivoting direction 5, and in the open position, the secondary locking pawl releases the primary locking pawl 2a. In this embodiment, the secondary locking pawl 2b locks the primary locking pawl 2a in the main locked state. Furthermore, the secondary locking pawl 2b releases the primary locking pawl 2a in the pre-locked state. However, alternatively, the secondary locking pawl 2b can also lock the primary locking pawl 2a in the pre-locked state.

[0060] In the main locked state, the engagement of the primary locking pawl 2a and the secondary locking pawl 2b can be designed with a trailing edge, a neutral edge, or a leading edge. Furthermore, in the main locked state, the engagement of the primary locking pawl 2a and the secondary locking pawl 2b can form a self-locking mechanism and / or no self-locking mechanism. As already explained regarding the engagement of the latch 1 and the primary locking pawl 2a, the design of the engagement can be used to adjust the force distribution and the lifting force. In this embodiment, the engagement of the primary locking pawl 2a and the secondary locking pawl 2b is designed to be neutral.

[0061] like Figure 3 As shown in FIG. a, in this embodiment, the engagement in the main locked state is designed such that in the main locked state, the primary locking pawl 2a rests on the bolt 1, while the secondary locking pawl 2b rests on the primary locking pawl 2a. This results in a preferably play-free contact of the bolt 1, the primary locking pawl 2a, and the secondary locking pawl 2b, and thus a positive acoustic behavior of the motor vehicle lock during driving.

[0062] Of particular interest in the exemplary embodiment shown is the opening of the motor vehicle lock by means of the actuating lever 17 , ie the release of the locking bar 1 in its opening pivoting direction 4 .

[0063] The actuating lever 17 can be brought into engagement with the main locking pawl 2a in order to pivot the main locking pawl 2a in its opening-pivoting direction. The actuating lever 17 pivots about the pivot axis S of the actuating lever 17. 17 (exist Figure 2 The pivoting of the actuating lever 17 (in the clockwise direction) causes the actuating contour 19 on the actuating lever 17 to engage with the actuating counter-contour 20 on the main locking pawl 2a. Since the main locking pawl 2a can move substantially independently of the secondary locking pawl 2b in the pre-locking state, the main locking pawl 2a is lifted directly by the engagement with the actuating lever 17. As explained above, actuation of the actuating lever 17 causes the main locking pawl 2a to be lifted via the engagement between the actuating contour 19 and the actuating counter-contour 20.

[0064] However, the actuating lever 17 can also be brought into engagement with the secondary pawl 2b in order to pivot the secondary pawl 2b in its opening-pivoting direction 16. The second actuating contour 21 on the actuating lever 17 can be brought into engagement with the second actuating counter-contour 22 on the secondary pawl 2b in order to pivot the secondary pawl 2b in its opening-pivoting direction 16.

[0065] It can be summarized that by actuating the actuating lever 17, the secondary pawl 2b can be pivoted from the main locked state and the main pawl 2a from the pre-locked state in the respective opening pivoting directions 5, 16. Preferably, in order to pivot the secondary pawl 2b and the main pawl 2a to open the motor vehicle lock, the actuating lever 17 first interacts with the secondary pawl 2b and then (in particular additionally) with the main pawl 2a. Figure 2 In FIG, the actuating lever 17 is shown in the actuating position according to a dash-dot line, while the actuating lever is shown in its normal position by a solid line.

[0066] In the illustrated and, to this extent, preferred embodiment, the main locking pawl 2a assumes a different position in the pre-locking state than in the main locking state. As explained above, the locked position of the main locking pawl 2a in the main locking state can be further in the locking pivot direction 5a than in the pre-locking state. It is therefore preferred that the circumferential section 23 of the latch 1 between the pre-locking portion 10 and the main latching portion 11 follows a circular arc with respect to the latch pivot axis S1.

[0067] The arrangement consisting of the latch 1 and the pawl assembly 2 (preferably with different locking mechanisms) allows the sensory detection of the relevant locking states (i.e. the open state, the pre-locking state and the main locked state) in a particularly simple manner. In the illustrated and in this respect preferred embodiment, a first sensor element (here and preferably a first sensor switch 24) is provided for determining the position of the main locking pawl 2a, and a second sensor element (here and preferably a second sensor switch 25) is provided for determining the position of the secondary locking pawl 2b. In the figure, the respective current states "0" and "1" are shown next to the respective sensor switches 24, 25. For the pre-locking state, sensor values ​​"1" and "0" are generated for the sensor switches 24, 25; for the main locked state, sensor values ​​"1" and "1" are generated for the sensor switches 24, 25; and for the open state ( Figure 2 ), resulting in sensor values ​​“0” and “0” for the sensor switches 24 and 25.

[0068] It should also be noted that all possible types of sensor elements can be used to detect the state of the motor vehicle lock. However, here and preferably, the sensor elements are simple sensor switches 24, 25, in particular micro switches. Hall sensors, inductive sensors, etc. can also be considered.

[0069] It should also be noted that the operating lever 17 can, in principle, be operated manually. The operating lever 17 is then preferably coupled to the outside door handle or the inside door handle via a Bowden cable. However, in this case, and preferably, the operating lever 17 can be operated mechanically by means of a drive motor M coupled to the operating lever 17 via a cable drive 18. The solution according to the present invention is particularly advantageous in this regard, as only low operating forces are required. Furthermore, both mechanical and manual operation can also be provided.

[0070] Finally, it is to be noted for clarification that here and preferably the main locking pawl 2a can be brought into a total of three positions, namely into the position corresponding to the open state ( Figure 2 ), brought to the position corresponding to the pre-locking state ( Figure 3 b)) and brought to a position corresponding to the main locking state ( Figure 3a)). Since the secondary locking pawl 2b occupies a different position in the pre-locking state than in the main locking state, all positions of the main locking pawl 2a can be detected using the two aforementioned sensor elements, without generating so-called "blind spots" when querying the corresponding locking state. A particular advantage is that the two sensor elements only need to have two states, namely the aforementioned states "0" and "1." If the sensor elements are the aforementioned sensor switches 24 and 25, state "0" preferably corresponds to the switch state "switch closed," while state "1" preferably corresponds to the switch state "switch open," or vice versa.

Claims

1. A motor vehicle lock comprising a latch (1) and a locking pawl assembly (2), wherein: The latch (1) can be pivoted into a pre-locking position and a main locking position, wherein, when the motor vehicle lock is installed, the latch (1) in one of the two locking positions is in retaining engagement with a locking component, in particular a lock bow (3). The locking pawl assembly (2) has a pivot axis (S 2a ) pivotable main locking pawl (2a), which can be pivoted into at least one locked position, whereby the latch (1) can be locked against pivoting in its opening-pivoting direction (4) in the pre-locking position and the main locked position, and which can be pivoted into at least one open position, in which it releases the latch (1), The latch (1) is locked in the pre-locking position by engaging with the main locking pawl (2a) in the pre-locking state and is supported on a first engaging contact area (E) of the main locking pawl (2a) for this purpose. VR ) The latch (1) is locked in the main locking position in the main locking state by engaging with the main locking pawl (2a) and is supported on a second engaging contact area (E) of the main locking pawl (2a) for this purpose. HR ) It is characterized by: The bonding contact area (E VR ,E HR ) is completely received in the other bonding contact area (E VR ,E HR )middle.

2. The motor vehicle lock according to claim 1, characterized in that The second bonding contact area (E HR ) is fully received in the first engagement contact area (E VR ), and / or, the first bonding contact area (E VR ) is fully received in the second bonding contact area (E HR )middle.

3. The motor vehicle lock according to claim 1 or 2, characterized in that: The bonding contact area (E VR ,E HR ) is larger than the other bonding contact area (E VR ,E HR ), preferably, the bonding contact area (E VR ,E HR ) is at least one of the other bonding contact areas (E VR ,E HR ), further preferably at least 2 times larger, further preferably at least 3 times larger, further preferably at least 5 times larger, further preferably at least 10 times larger.

4. A motor vehicle lock according to any one of the preceding claims, characterized in that In the relevant locked state, the engagement contact area (E VR ,E HR ), there is essentially a linear contact between the main locking pawl (2a) and the latch (1) at an engagement contact area in the locking pawl (2a) and / or, in the relevant locked state, at said engagement contact area (E VR ,E HR ), there is essentially a surface contact between the main locking pawl (2a) and the latch (1) at an engagement contact area in the locking mechanism.

5. A motor vehicle lock according to any one of the preceding claims, characterized in that The first and / or the second bonding contact area (E VR ,E HR ) is made of metal.

6. A motor vehicle lock according to any one of the preceding claims, characterized in that The latch (1) has a pre-locking portion (10) and a main locking portion (11) at its periphery. Preferably, the latch (1) is locked in the pre-locking position by the engagement of the main locking pawl (2a) in the pre-locking state, and for this purpose, the pre-locking portion (10) is supported on the first engagement contact area (E) of the main locking pawl (2a). VR ), and / or the latch (1) is locked in the main locking position by the engagement of the main locking pawl (2a) in the main locking state, and for this purpose is supported by its main latching portion on the second engagement contact area (E) of the main locking pawl (2a). HR ) place.

7. The motor vehicle lock according to claim 6, characterized in that: The pre-locking portion (10) is at least partially made of plastic, and / or the main locking portion (11) is at least partially made of metal.

8. The motor vehicle lock according to claim 6 or 7, characterized in that: The pre-locking portion (10) has a first engaging contact area (E) for engaging with the main locking pawl (2a). VR ) engaged with the support area (12), preferably, the pre-locking portion (10) has an extended support area (13), and the support area (12) is expanded and / or expandable around the extended support area (13), in particular according to the load, wherein the support area (12) and at least a part of the extended support area (13) are formed from different materials.

9. The motor vehicle lock according to claim 8, characterized in that: The supporting area (12) is provided by plastic, in particular by a covering (1a) of the latch (1), and / or the extended supporting area (13) is provided at least partially by metal, in particular by a latch core (1b) made of metal.

10. The motor vehicle lock according to claim 8 or 9, characterized in that: Under increased loads and / or in the event of a crash, the first engaging contact area (E VR ) is joined or comes into engagement with the support area (12) and additionally with the extended support area (13).

11. The motor vehicle lock according to any one of claims 8 to 10, characterized in that The extended support area (13) is provided by a radius, in particular a corner radius, of the pre-locking portion (10).

12. The motor vehicle lock according to any one of claims 8 to 11, characterized in that The support area (12) is larger than the extended support area (13). Preferably, the support area (12) is at least 2 times larger than the extended support area (13), more preferably at least 3 times larger, more preferably at least 5 times larger, and more preferably at least 10 times larger.

13. The motor vehicle lock according to any one of claims 8 to 12, characterized in that The support area (12) and the extended support area (13) are constructed as connected areas, preferably, in the case of increased load and / or in the case of a crash, the holding force between the latch (1) and the main locking pawl (2a) acts via the support area (12) and the extended support area (13).

14. The motor vehicle lock according to any one of claims 8 to 13, characterized in that The support region (12) has a transition region (14) toward the expanded support region (13), in which the support region (12) gradually opens into the expanded support region (13).

15. The motor vehicle lock according to any one of claims 8 to 14, characterized in that The thickness (S) of the material forming the support region (12) decreases towards the extended support region (13).

16. The motor vehicle lock according to any one of claims 6 to 15, characterized in that The latch (1) has a buffer pocket (P) associated with the pre-locking portion (10) for damping the drop of the main locking pawl (2a) into the pre-locking portion (12), and / or the latch (1) has a buffer pocket (P) associated with the main locking portion (11) for damping the drop of the main locking pawl (2a) into the main locking portion (11), Preferably, the cushioning pocket opening (P) extends to below the supporting area (12) and / or the extended supporting area (13).

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