Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock having a latch (4) and at least one locking pawl (5) for locking the latch (4), the locking pawl (5) being assigned a release lever (8), an opening drive (11) adjusting the release lever (8) into a release position in order to lift the locking pawl (5) and then resetting the release lever (8) into an initial position, wherein an actuation lever (14) can be mechanically coupled to the release lever (8) via an engagement assembly (18), and wherein the engagement assembly (18) can enter a disengaged state in which a first actuation stroke of the actuation lever (14) is an idle stroke relative to the release lever (8), and wherein the engagement assembly (18) can be transitioned via the idle stroke into an engaged state in which the first actuation stroke of the actuation lever (14) is the idle stroke relative to the release lever (8). A second actuation stroke of the actuation lever (14) adjusts the release lever (8) to the release position to lift the locking pawl (5). According to the invention, during a reset of the release lever (8) from the release position to the initial position, the electrically activated drive (11) brings the engagement assembly (18) into the disengaged state.

Description

[0001] The present invention relates to a vehicle lock according to the preamble of claim 1 and a method for operating the vehicle lock according to the preamble of claim 15.

[0002] The vehicle locks discussed are used for all types of locking elements in motor vehicles. These specifically include locking elements such as side doors, rear doors, tailgates, tailgates, engine hoods, etc. These locking elements can, in principle, be designed as revolving doors or sliding doors.

[0003] The prior art upon which this invention is based (EP 2 799 648 A2) relates to a vehicle lock having a latch and a locking pawl as locking elements. The latch can be brought to a closed position, in which it remains engaged with a closing component and is secured by the locking pawl. The vehicle lock has an actuating lever that can be coupled to a door handle for manually actuating the vehicle lock. A release lever is adjusted via the actuating lever to raise the locking pawl.

[0004] Known vehicle locks also feature a double-stroke function for manual actuation (double-stroke opening), which is achieved through the coupling of the actuating lever and the release lever via an engaging assembly. Using the double-stroke function, the first actuation stroke of the actuating lever is merely a free stroke, but the engaging assembly transitions to an engaged state so that the locking pawl can be raised and the vehicle lock opened during the subsequent second actuation stroke. To activate the double-stroke function and achieve a further locking state, an adjusting actuator is provided in the prior art.

[0005] The challenge here is that the engagement assembly and regulating drive for implementing dual-stroke functionality are relatively complex in structure, requiring additional structural space. Enabling dual-stroke functionality must also be ensured by controlling the regulating drive.

[0006] The present invention is based on the design and improvement of known motor vehicle locks in such a way as to ensure dual-stroke functionality for manual actuation in a simple manner.

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

[0008] The starting point of this invention is that the vehicle lock also has an opening actuator for electric motor-driven actuation, which can also lift the locking pawl via a release lever. The key is the basic concept that the motor-driven opening process via the opening actuator is used to disengage the engagement assembly of the dual-stroke function. Therefore, in the event of a failure of the opening actuator, the dual-stroke function is reliably guaranteed, thus achieving mechanical redundancy. Furthermore, since the existing opening actuator activates the dual-stroke function, there is no need for an additional adjusting actuator to affect the engagement assembly.

[0009] Specifically, it is proposed that during the reset of the release lever from the release position to the initial position, the electrically operated opening driver causes the engagement assembly to enter the disengagement state.

[0010] According to claim 2, the opening actuator can preferably influence the engagement assembly by means of adjustment of the release lever, thereby achieving the interaction between the opening actuator and the engagement assembly in a structurally simple manner.

[0011] Particularly preferred is that the engagement assembly is configured with an engagement element adjustable between an active and a passive position for achieving an engagement or disengagement state (claim 3). Of particular interest is the technical solution according to claims 5 and 6, which has a control element that applies a spring force to the engagement element, wherein the position of the engagement element can be controlled via the control element, thereby reliably achieving the state of the engagement assembly. Further, according to claims 9 and 10, an opening actuator can act on the control element, thereby also influencing the interaction with the opening actuator via the control element.

[0012] In the technical solution according to claim 8, the engagement assembly first remains engaged after the second actuation stroke, for example, if a double-stroke function is used in the event of a failure of the opening driver. If the opening driver becomes available again later, it can reset the engagement assembly during the reset of the release lever.

[0013] Further technical solutions according to claims 11 to 14 involve the use of a safety actuator for additionally suppressing double-stroke functionality. In a particularly preferred embodiment, the safety actuator has a safety element having a safety profile of an adjustable control element.

[0014] According to a further embodiment of independent claim 15, a method for operating a vehicle lock is claimed. The key aspect here is that, during the reset of the release lever from the released position to the initial position, an electrically operated unlocking actuator causes the engagement assembly to enter a disengaged state. Reference can be made to all statements regarding the proposed vehicle lock.

[0015] The invention will be explained in more detail below with reference to the accompanying drawings, which illustrate embodiments only. In the drawings:

[0016] Figure 1 A perspective view shows a motor vehicle door having motor vehicle locks (a), (b), and (c) according to the invention;

[0017] Figure 2 The components used to actuate the vehicle lock are shown in a perspective view and an exploded view, respectively.

[0018] Figure 3 Shown via a) to f) Figure 2The component in the middle is in the side view under the first actuation stroke;

[0019] Figure 4 Shown via a) to d) Figure 2 The component in the middle is in the side view under the second actuation stroke;

[0020] Figure 5 Shown via a) to d) Figure 2 The component in the middle is shown in a side view when the release lever is reset by means of the opening driver; and

[0021] Figure 6 Shown via a) to f) Figure 2 The side view of the components in a safe state.

[0022] The embodiment shown in the figure, and preferred in this respect, relates to a motor vehicle lock 1 for a locking element 2 in a motor vehicle 3. Regarding the design of the locking element 2, reference can be made to the introductory description, wherein, in this case, Figure 1 The operating mode of a motor vehicle lock 1 designed as a locking element 2 for a side door is shown. However, all embodiments are equally applicable to all other types of locking elements 2 in a motor vehicle 3.

[0023] The vehicle lock 1 is equipped with a latch 4 and at least one locking pawl 5 for locking the latch 4. The latch 4 can be adjusted to at least one closed position, in this case and preferably a main closed position, and can be adjusted to a pre-closed position when appropriate for engagement with a closing member 6, and can be adjusted to an open position. Figure 1 The closing component 6 is released by pivoting about the geometric latch axis 7. The closing component 6 may be a closing bracket, a closing bolt, etc. In this case and preferably, the motor vehicle lock 1 is arranged at the locking element 2, while the closing component 6 is fixedly arranged at the body of the motor vehicle 3, wherein the opposite arrangement is conceivable.

[0024] The locking pawl 5, which interacts with the latch 4, is capable of entering a locked state and an open state. In the locked state, the locking pawl 5 prevents the latch 4, which is in the closed position, from adjusting in its opening direction. In the open state, the locking pawl 5 releases the latch 4 in its opening direction, allowing the latch 4 to be preloaded by a spring and / or moved to the open position, for example, by removing the closing member 6.

[0025] A release lever 8 is provided, which is typically used to transition the locking pawl 5 to an elevated position. The release lever 8 is assigned to the locking pawl 5 such that adjustment of the release lever 8 from the initial position to the released position results in the elevation of the locking pawl 5. The release lever 8 can act on the locking pawl 5 directly (e.g., via direct mechanical contact with the locking pawl 5) or indirectly (e.g., by means of at least another component). In principle, several locking pawls 5 may also be provided. Figure 1 In the technical solution shown, the locking pawl 5 is a component of the locking pawl system 9, wherein the release lever 8 can transition the pawl system 9 to the lifting state as it is adjusted to the release position.

[0026] Particularly preferred is that the release lever 8 is configured to pivot about the geometric release lever axis 10. The initial position and the release position correspond to the respective rotational positions of the release lever 8 about the release lever axis 10.

[0027] An opening actuator 11 for electric motor-driven actuation is provided. During motor-driven opening, the opening actuator 11 adjusts the release lever 8 to the release position to raise the locking pawl 5, and then returns the release lever 8 to the initial position. In this embodiment, and preferably, the opening actuator 11 has a gear mechanism 12, which converts the driving motion of the electric drive motor 13 of the opening actuator 11 into the adjustment, particularly pivoting, of the release lever 8. Figure 1 In b), according to a preferred technical solution, a gear device 12 designed as a worm gear device is shown.

[0028] As the release lever 8 is adjusted by the opening actuator 11, the locking pawl 5 is raised, thereby actuating the electric motor-driven vehicle lock 1. After the locking pawl 5 is raised, the opening actuator 11 is configured to return the release lever 8 to its initial position. Here, the opening actuator 11, particularly the gear mechanism 12, the release lever 8, and / or the locking pawl system 9, can be designed as a self-locking mechanism, so that the release lever 8 initially remains in the raised position without controlling the opening actuator 11. The reset of the release lever 8 is preferably performed via a reverse opening actuator 11, which adjusts the release lever 8 from the raised position to the initial position in the opposite direction of the adjustment used for raising. With the reset of the release lever 8, the locking pawl 5 can be released again by the release lever 8 to return to the locked state, thereby locking the vehicle lock 1 again.

[0029] An actuating lever 14 for manual actuation is provided. The actuating lever 14 is configured to couple with an operating element (e.g., a door handle). In the assembled state of the vehicle lock 1, the actuating lever 14 is mechanically connected, for example via a connecting element (e.g., a Bolton cable or linkage), to the inner door handle 15, the outer door handle 16, and / or the emergency actuation element. The actuating force manually applied to such an operating element can be transmitted to the actuating lever 14, thereby performing an actuation stroke. In this embodiment, and preferably, the actuating lever 14 is capable of retracting about the geometric actuating lever axis 17 in the actuation stroke from an unactuated position (…). Figure 3 a) Figure 3 b) Figure 3 e) Figure 3 f); Figure 4 c) Figure 4 d); Figure 5 ; Figure 6 a) Figure 6 b) Figure 6 e) Figure 6 f) Manually pivot to the actuation position ( Figure 3 c) Figure 3 d); Figure 4 a) Figure 4 b); Figure 6 c) Figure 6 d)). In Figures 3 to 5 For clarity, the actuating lever 14 is shown in a side view in the illustrations, with corresponding figures a) to b); c) to d); e) to f) representing the same position from two opposite perspectives. The actuating lever 14, the release lever 8, and the components interacting with them, which will be explained later, are further illustrated in the figures. Figure 2 a) Perspective view and Figure 2 The exploded diagram of b) is shown.

[0030] The actuating lever 14 can be mechanically coupled to the release lever 8 via the engagement assembly 18, wherein the release lever 8 can be manually adjusted from the initial position to the release position via the actuation stroke through mechanical coupling. In a preferred embodiment, in addition to the electric motor-driven actuation already described, manual actuation is additionally provided. For example, actuation of the door handle also triggers the opening actuator 11, wherein the door handle is equipped with a sensor such as a button to detect the actuation of the door handle and trigger the opening actuator 11. In the event of a failure of the opening actuator 11, such as when the opening actuator 11 is de-energized, the manual actuation of the vehicle lock 1 can be used to ensure mechanical redundancy.

[0031] The dual-stroke function is achieved via the engagement assembly 18. The engagement assembly 18 can enter the disengagement state. Figure 3 a) to Figure 3 d); Figure 5 c) Figure 5 d); Figure 6)) and entering the engagement state ( Figure 3 e) Figure 3 f); Figure 4 ; Figure 5 a) Figure 5 (b) In the disengaged state, the engagement assembly 18 prevents the release lever 8 from being adjusted by means of the actuating lever 14. Conversely, in the engaged state, the engagement assembly 18 makes adjustment of the release lever 8 possible by means of the actuating lever 14. Here, in the disengaged state, the first actuation stroke of the actuating lever 14 is a no-stroke relative to the release lever 8. Accordingly, during the first actuation stroke, the release lever 8 is not adjusted during the no-stroke, but the engagement assembly 18 can transition to the engaged state via the no-stroke. An exemplary flow of the first actuation stroke can be found in [reference needed]. Figure 3 The order shown.

[0032] In the engaged state, the second actuation stroke of the actuator 14 adjusts the release lever 8 to the release position to elevate the locking pawl 5. This second actuation stroke can occur in time after the first actuation stroke, which has already transitioned to the engaged state. An exemplary flow of the second actuation stroke can be found in [reference needed]. Figure 3 e) Figure 3 f) Figure 4 The sequence is shown. Accordingly, the vehicle lock 1 can be manually opened via the actuation lever 14. The terms "first" actuation stroke and "second" actuation stroke are chosen here to clarify the meaning of the dual-stroke function. In fact, the first and second actuation strokes can be performed in the same manner relative to the release lever 14, for example, as a pivot from their respective unacted position to the actuated position.

[0033] The key point now is that during the reset of the release lever 8 from the release position to the initial position, the electrically operated opening driver 11 causes the engagement assembly 18 to enter the disengaged state.

[0034] When the engagement assembly 18 is initially in the engaged state, the release lever 8 is reset via the opening driver 11. Figure 4 c) Figure 4 d) and Figure 5 As shown in the order. In Figure 4 c) Figure 4 In step d), the engagement assembly 18 is in the engaged state, and the release lever 8 is in the released position after being actuated. As previously stated, Figure 4 c) Figure 4 The state of the vehicle lock 1 in d) can be achieved via the second actuation stroke of the dual-stroke function or by adjusting the release lever 8 via the electric motor driven by the open actuator 11. If the release lever 8 is reset via the open actuator 11, the engagement assembly 18 transitions to the disengaged state. Figure 5 a) Figure 5b) shows the start of the reset of the release lever 8, wherein the engagement assembly 18 is still in the engaged state, wherein, according to Figure 5 c) Figure 5 d) The reset continues to transition to the disconnected position. With the reset complete, it reaches the position again according to... Figure 3 a) Figure 3 b) The initial state.

[0035] In normal operation of the vehicle lock 1, it can be configured such that the actuator 11 is activated upon actuation of the actuator lever 14. The actuation stroke of the actuator lever 14 in this case is idle (see...). Figure 3 Therefore, manual actuation is not performed, but the lifting of the locking pawl 5 occurs via an electric motor driven by the release lever 8 and the adjustment of the opening driver 11. Since the release lever 8 resets via the opening driver 11 after the locking pawl 5 is lifted, as the engagement assembly 18 transitions to the disengaged state, the double-stroke function remains reliably active via the reset of the release lever 8. Accordingly, manual actuation remains inactive during normal operation.

[0036] Control of the drive 11 can be performed via a control component 19, which is integrated, for example, in the lock housing 20 of the vehicle lock 1 and / or according to... Figure 1 The diagram is implemented via a control device external to the vehicle lock 1.

[0037] However, in the event of a failure of the opening actuator 11, neither electric motor-driven actuation nor reset of the release lever 8 via the opening actuator 11 occurs. Accordingly, the described dual-stroke function is activated because, after the first actuation stroke, the engagement assembly 18 transitions to the engagement state.

[0038] The transition of the engaging assembly 18 to the disengaged state via the opening actuator 11 can be achieved in various ways. In this embodiment, and preferably, the electrically operated opening actuator 11 causes the engaging assembly 18 to enter the disengaged state by means of adjustment of the release lever 8. Therefore, the adjustment of the release lever 8 is the cause of the transition to the disengaged state. Preferably, the transition to the disengaged state, as in... Figure 5 As shown, the reset is performed via mechanical contact between the release lever 8 and the engagement assembly 18.

[0039] Typically, the engagement assembly 18 can be configured such that it has an engagement element 21, which is in an active position in the engaged state, where the engagement element 21 converts the actuation stroke of the actuator 14 into the adjustment of the release lever 8 to the release position, and in a passive position in the disengaged state, where the engagement element 21 allows the actuation stroke to run unnecessarily. Accordingly, the engagement element 21 can act as a force converter between the actuator 14 and the release lever 8 in the active position, but in the passive position, unnecessarily running is permitted, for example, in a manner in which the engagement element 21 is not in contact with the release lever 8 and / or the actuator 14 at this time.

[0040] Particularly preferred is that the engagement element 21 is configured to pivot about the geometric engagement element axis 22. In this case, the active position and the passive position can correspond to the respective rotational positions of the engagement element 21 about the engagement element axis 22.

[0041] Furthermore, in this embodiment and preferably, the engaging element 21 and, in particular, the engaging assembly 18 are arranged on the actuating rod 14. In this embodiment and preferably, the axis 22 of the engaging element is defined on the actuating rod 14.

[0042] The release element 23 of the release lever 8 is located within the movement area of ​​the engagement element 21 in the active position during the actuation stroke, which can be achieved from... Figure 4 a) Figure 4 As can be seen in the diagram (b), the release element 23 is located outside the movement area of ​​the engagement element 21 in the passive position during the actuation stroke, thereby achieving no-load operation and no-stroke, which can be seen in particular from... Figure 3 c) Figure 3 As shown in the diagram of d), the driving element 24 of the engaging element 21 (which can contact the releasing element 23 depending on the presence of the active position) operates in the groove 25 of the actuating rod 14 in this case, which also serves as a movement limit for the engaging element 21 and as a definition for the active and passive positions.

[0043] Particularly preferably, the engagement assembly 18 has a switchable control element 26 that adjusts the engagement element 21 between an active and a passive position. Particularly preferably, the control element 26 is configured to pivot about a geometric control element axis 27. The switching position of the control element 26 can then correspond to a corresponding rotational position about the control element axis 27. The control element axis 27 can be defined on the actuating rod 14. In this embodiment and preferably, the control element 26 and the engagement element 21 are concentrically supported.

[0044] The control element 26 and the engagement element 21 are mechanically coupled to allow adjustment of the coupling element 21 via switching of the control element 26. Preferably, the control element 26 is configured to cause a spring force to be applied to the engagement element 21 in the direction of the active position in a first switching position, and to cause a spring force to be applied to the engagement element 21 in the direction of the passive position in a second switching position.

[0045] In this case, the application of spring force is preferably caused by a flip spring 28. The flip spring 28 is disposed between the control element 26 and the engagement element 21 for adjusting the engagement element 21 via the control element 26. In this case, the flip spring 28 applies a spring force to the engagement element 21 in the direction of the active position in the first switching position, pressing it against the control element 26, and in the direction of the passive position in the second switching position, pressing it against the control element 26.

[0046] The position of the engaging element 21 can be correspondingly controlled via the control element 26, specifically by switching the control element 26 during the actuation stroke, particularly during the first actuation stroke. Further, in this embodiment and preferably, a control profile 29 is provided, which adjusts the control element 26 from a first switching position to a second switching position at the end of the first actuation stroke. The control profile 29 is in this embodiment and preferably implemented as immovable relative to the actuating lever 14, and is provided, for example, at the housing element of the vehicle lock 1. Through the (first) actuation stroke, the control element 26 makes mechanical contact with or is guided along the control profile 29, which allows for... Figure 3 c) Figure 3 As shown in the diagram in d), the control element 26 is thus adjusted to the second switching position. A spring force is applied to the engaging element 21 via the flip spring 28 (this spring force is applied in...). Figure 3 a) Figure 3 b) In its initial state, it operates in the direction of the passive position. At this point, it is reversed by switching and now operates in the direction of the active position.

[0047] Preferably, after the control element 26 is adjusted to the second switching position, the engagement element 21 (particularly via contact with the guide profile 30) remains in the passive position during a portion of the actuation rod 14's return from the actuation stroke. Only when the return is complete does the guide profile 30 release the engagement element 21 to allow it to transition to the active position according to the application of the spring force. Figure 3 e) Figure 3 f). The guide profile 30 is implemented in this case and preferably is immovable relative to the actuating rod 14 and may be located at the housing element. In particular, it is held in a passive position such that as the actuating rod 14 returns to its original position from the actuation stroke, the engaging element 21 and the releasing element 23 remain out of contact, thereby reliably preventing the engaging element 21 and the releasing rod 8 from jamming.

[0048] Generally, it is preferably configured such that the engaging component 18 remains engaged after the actuation stroke until the transition to the disengaged state is completed by means of the electrically operated opening actuator 11. In the event of a failure of the opening actuator 11, this makes manual actuation possible. If the opening actuator 11 becomes available again, the engaging component 18 can be reset to the disengaged state via the reset of the release lever 8.

[0049] Furthermore, in this embodiment and preferably, as the actuating lever 14 returns to its original position after the actuation stroke, the control element 26 in the second switching position remains in no contact with the release lever 8 in the release position. In this embodiment, the control element 26 in the second switching position instead passes by the release element 23 (in... Figure 4 a) and Figure 4 In (c), the control element 26 is positioned in front of the release element 23 from the viewpoint shown in the figure so that no contact occurs. Contact only occurs between the release element 23 and the control element 26 as the release lever 8 resets. Figure 5 a) Figure 5 (b) because the release element 23 enters the motion area of ​​the control element 26 as the release lever 8 pivots.

[0050] Correspondingly, in a preferred embodiment, the control element 26 in the second switching position is configured to be adjusted to the first switching position by means of the electric opening actuator 11 during the reset of the release lever 8 (particularly via the contact between the release element 23 and the control element 26). Figure 5 a) Figure 5 As shown in b), the contact between the release element 23 and the control element 26 causes a change in the spring force applied to the reversing spring 28, thereby switching the control element 26 according to... Figure 5 c) Figure 5 The first switching position is shown in d).

[0051] In a further technical solution, a safety driver 31 is provided for the engagement component 18, which suppresses the transition of the engagement component 18 to the engagement state in a safe state and releases the transition of the engagement component 18 to the engagement state in a desafe state.

[0052] The suppression of the transition of the engagement assembly 18 to the engaged state should be interpreted broadly in this context. Generally, the safety actuator 31 prevents the engagement assembly 18 from transitioning to the engaged state in a safe state, or causes the engagement assembly 18, which is already in the engaged state, to transition to the disengaged state.

[0053] Particularly preferably, the safety actuator 31 adjusts the safety element 32, which, in a safe state, inhibits the adjustment of the control element 26 to a second switching position via the safety profile 33. In the safe state... Figure 6 As shown in the diagram. Safety element 32 can release the adjustment of control element 26 to the second switching position when the safety is deactivated. Figures 3 to 5 As shown in the figure. Particularly preferably, the safety actuator 31 linearly adjusts the safety element 32 relative to the actuating lever 14 when transitioning between a deactivated state and a activated state. In this case, and preferably, the safety actuator 31 has a safety motor 34, the rotational motion of which is converted into linear motion of the safety element 32.

[0054] Control contour 29 can, at the end of the actuation stroke, first adjust the control element 26, which is in a disengaged state, from the first switching position to the second switching position. Figure 6 a) to Figure 6 As shown in d), and in this case, and preferably corresponding to the operating principle of the control profile 29 and control element 26 described above for deactivating the safety state. Further configured, in the safety state, the safety actuator 31 adjusts the control element 26 from the second switching position to the first switching position as the actuating lever 14 resets from its actuation stroke. Figure 6 e) Figure 6 In the illustration of f), the control element 26 is switched upon contact with the safety contour 33. In this case, the direction of the spring force applied to the engaging element 21 is reversed by the reversing spring 28, thereby causing the engagement assembly 18 to return to its disengaged state. Figure 6 a) Figure 6 The state in b) indicates that manual actuation remains ineffective under safe conditions.

[0055] Furthermore, in this case and preferably configured, the control element 26 has a stop portion 35, which abuts against the stop profile 36 in the second switching position under the application of spring force. Figure 3 f), and the safety profile 33 inhibits the adjustment of the control element 26 to the second switching position via the stop 35. Figure 6 f)).

[0056] According to another embodiment, a method for operating a vehicle lock 1 is proposed, the vehicle lock having a latch 4 and at least one locking pawl 5 for locking the latch 4, wherein the locking pawl 5 is provided with a release lever 8 such that adjustment of the release lever 8 from an initial position to a released position causes the locking pawl 5 to be raised, wherein an opening driver 11 for electric motor-driven actuation is provided, wherein during motor-driven opening, the opening driver 11 adjusts the release lever 8 to the released position to raise the locking pawl 5, and then resets the release lever 8 to the initial position, wherein an actuating lever 14 for manual actuation is provided, the actuating lever being mechanically coupled to the release lever 8 via an engagement assembly 18, wherein the engagement assembly 18 is capable of entering a disengaged state, in which a first actuation stroke of the actuating lever 14 is an idle stroke relative to the release lever 8, wherein the engagement assembly 18 is capable of transitioning to an engaged state via this idle stroke, in which a second actuation stroke of the actuating lever 14 adjusts the release lever 8 to the released position to raise the locking pawl 5.

[0057] Here, it is configured such that during the reset of the release lever 8 from the released position to the initial position, the electrically operated release actuator 11 causes the engagement assembly 18 to enter the disengaged state. See all statements regarding the proposed vehicle lock 1.

Claims

1. Motor vehicle lock having a latch (4) and at least one locking pawl (5) for locking the latch (4), wherein the locking pawl (5) is assigned a release lever (8) such that an adjustment of the release lever (8) from a starting position to a release position causes a lifting of the locking pawl (5), wherein an opening drive (11) for an electric motor-driven actuation is provided, wherein during an electric motor-driven opening the opening drive (11) adjusts the release lever (8) to the release position for lifting the locking pawl (5) and then resets the release lever (8) to the starting position, wherein an actuation lever (14) for a manual actuation is provided, which can be coupled to the release lever (8) in a mechanical manner via an engagement assembly (18), wherein the engagement assembly (18) can be brought into a disengaged state, in which a first actuation stroke of the actuation lever (14) is a free stroke with respect to the release lever (8), wherein the engagement assembly (18) can be transitioned via the free stroke into an engaged state, in which a second actuation stroke of the actuation lever (14) adjusts the release lever (8) to the release position for lifting the locking pawl (5), characterized in that during a reset of the release lever (8) from the release position to the starting position, the electric opening drive (11) brings the engagement assembly (18) into the disengaged state.

2. Motor vehicle lock according to claim 1, characterized in that The electric opening drive (11) brings the engagement assembly (18) into the disengaged state by means of an adjustment of the release lever (8).

3. Motor vehicle lock according to any of the preceding claims, characterized in that The engagement assembly (18) has an engagement element (21), which in the engaged state is in an active position, in which the engagement element (21) converts an actuation stroke of the actuation lever (14) into an adjustment of the release lever (8) to the release position, and in the disengaged state is in a passive position, in which the engagement element (21) runs the actuation stroke empty.

4. Motor vehicle lock according to claim 3, characterized in that The engagement element (21), in particular the engagement assembly (18), is arranged on the actuation lever (14), a release element (23) of the release lever (8) is located in the actuation stroke in a movement region of the engagement element (21) in the active position, and the release element (23) is located in the actuation stroke outside a movement region of the engagement element (21) in the passive position.

5. Motor vehicle lock according to claim 3 or 4, characterized in that The engagement assembly (18) has a switchable control element (26), which adjusts the engagement element (21) between the active position and the passive position, preferably the control element (26) in a first switching position causes a spring force to be exerted on the engagement element (21) in the direction of the active position and in a second switching position causes a spring force to be exerted on the engagement element (21) in the direction of the passive position.

6. Motor vehicle lock according to claim 5, characterized in that A flip spring (28) is provided between the control element (26) and the engagement element (21) for adjusting the engagement element (21) via the control element (26), preferably the flip spring (28) exerts a spring force on the engagement element (21) in the direction of the active position pressing it against the control element (26) in the first switching position and in the direction of the passive position pressing it against the control element (26) in the second switching position.

7. Motor vehicle lock according to claim 5 or 6, characterized in that A control contour (29) is provided which adjusts the control element (26) from the first switching position to the second switching position at the end of the actuation stroke, preferably after the control element (26) is adjusted to the second switching position, the engagement element (21), in particular via contact with a guide contour (30), remains in the passive position for a certain section of the return of the actuation lever (14) from the actuation stroke, in particular so that the engagement element (21) remains free of contact with the release element (23) with the return of the actuation lever (14) from the actuation stroke.

8. Motor vehicle lock according to any of the preceding claims, characterized in that The engagement assembly (18) in the engaged state remains in the engaged state after the second actuation stroke until the transition to the disengaged state by means of the electric opening drive (11) is completed.

9. Motor vehicle lock according to any one of claims 5 to 8, characterized in that The control element (26) in the second switching position remains free of contact with the release lever (8) in the release position with the return of the actuation lever (14) from the actuation stroke.

10. Motor vehicle lock according to any one of claims 5 to 9, characterized in that The control element (26) in the second switching position can be adjusted to the first switching position by means of the electric opening drive (11) during the return of the release lever (8), in particular via contact between the release element (23) and the control element (26).

11. Motor vehicle lock according to any of the preceding claims, characterized in that The engagement assembly (18) is provided with a safety drive (31) which inhibits the transition of the engagement assembly (18) to the engaged state in a safety state and releases the transition of the engagement assembly (18) to the engaged state in a release safety state.

12. The automotive lock of claim 11, wherein The safety drive (31) adjusts a safety element (32) which inhibits the adjustment of the control element (26) to the second switching position via a safety contour (33) in the safety state and releases the adjustment of the control element (26) to the second switching position in the release safety state, preferably the safety drive (31) adjusts the safety element (32) linearly relative to the actuation lever (14) when switching between the release safety state and the safety state.

13. Motor vehicle lock according to claim 11 or 12, characterized in that The control contour (29) adjusts the control element (26) from the first switching position to the second switching position at the end of the actuation stroke, and the safety driver (31) adjusts the control element (26) from the second switching position to the first switching position with the actuation lever (14) from the reset of the actuation stroke in the safety state.

14. Motor vehicle lock according to claim 12 or 13, characterized in that The control element (26) has a stop (35) which, in the second switching position, rests against a stop contour (36) under the application of spring force, and the safety contour (33) inhibits the adjustment of the control element (26) to the second switching position via the stop (35).

15. Method for operating a motor vehicle lock (1) having a latch (4) and at least one locking pawl (5) for locking the latch (4), wherein the locking pawl (5) is assigned a release lever (8) such that an adjustment of the release lever (8) from a starting position to a release position causes a lifting of the locking pawl (5), wherein an opening drive (11) for an electric motor-driven actuation is provided, wherein in an electric motor-driven opening process the opening drive (11) adjusts the release lever (8) to the release position to lift the locking pawl (5) and then resets the release lever (8) to the starting position, wherein an actuation lever (14) for a manual actuation is provided, which can be coupled with the release lever (8) in a mechanical manner via an engagement assembly (18), wherein the engagement assembly (18) can be brought into a decoupled state in which a first actuation stroke of the actuation lever (14) is an idle stroke with respect to the release lever (8), wherein the engagement assembly (18) can be transitioned via the idle stroke into a coupled state in which a second actuation stroke of the actuation lever (14) adjusts the release lever (8) to the release position to lift the locking pawl (5), characterized in that during a reset of the release lever (8) from the release position to the starting position, the electric opening drive (11) brings the engagement assembly (18) into the decoupled state.

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