Method for manufacturing a motor vehicle lock

Abstract

The invention relates to a method for manufacturing a motor vehicle lock (2) with a locking mechanism (5), wherein the motor vehicle lock (2) can be brought into an open state and into at least one closed state, wherein the locking mechanism (5) has several locking parts (7), wherein in a closed state of the motor vehicle lock (2) at least two locking parts (7) of the locking mechanism (5) are each in their closed position associated with this closed state and are in locking engagement (8) with each other. It is proposed that, within the framework of the method, a plastic deformation (3) is generated on at least one contact surface (9) of a locking part (7) of the locking mechanism (5) for a locking engagement (8) with another locking part (7) of the locking mechanism (5) by a loading step.

Description

[0001] The present invention relates to a method for manufacturing a motor vehicle lock according to the preamble of claim 1, a motor vehicle lock according to the preamble of claim 7 and a motor vehicle locking system for a locking element of a motor vehicle according to the preamble of claim 18.

[0002] Motor vehicle locks are used for all types of locking elements of a motor vehicle. These include, for example, side doors, especially sliding doors, as well as tailgates, trunk lids, hoods, cargo floors, or similar parts of a motor vehicle.

[0003] A well-known motor vehicle lock is described in DE 20 2013 004 589 U1. It is equipped with a latch and a locking pawl system. The locking pawl system comprises a primary locking pawl and a secondary locking pawl. The locking mechanism thus consists of a latch, a primary locking pawl, and a secondary locking pawl.

[0004] In the fully locked position of a motor vehicle lock, the latch and primary locking pawl, as well as the primary locking pawl and secondary locking pawl, are engaged in a locking action. In the partially locked position, the latch and primary locking pawl are engaged in a locking action. The contact surfaces for the locking action with the respective other locking components are typically made of metal.

[0005] In the known motor vehicle lock, it is provided that in a pre-locking state the lock latch is locked by an engagement with the primary locking pawl in the pre-locking position and for this purpose bears a first line contact on the primary locking pawl, and that in a main locking state the lock latch is locked by an engagement with the primary locking pawl in the main locking position and for this purpose bears a second line contact on the primary locking pawl, whereby the two line contacts are located close together on a contour of the primary locking pawl, but are different.

[0006] It is a challenge to further improve the respective interaction between the locking components.

[0007] The invention is based on the problem of designing and further developing the known motor vehicle lock and the method for its manufacture in such a way that the operational safety and / or ease of use of the motor vehicle lock is further increased.

[0008] The above problem is solved by the features of the characterizing part of claim 1.

[0009] The fundamental principle is to improve the engagement of at least one locking component with another by plastically deforming it, specifically by adapting at least one contact surface of one locking component in the area of ​​engagement to the contact surface of the other locking component in the area of ​​engagement. The contact surfaces of both locking components can also be adapted to each other.

[0010] Specifically, it is proposed that, within the process for manufacturing a motor vehicle lock, a plastic deformation is generated on at least one contact surface of a locking part of the lock for a locking engagement with another locking part of the lock by means of a loading step.

[0011] Plastic deformation allows the contact surface for a locking engagement of a locking component to be adapted particularly easily and reliably. It has proven especially advantageous if the contact surfaces of a locking engagement between two locking components are adapted to each other by plastic deformation, at least of the contact surface of one locking component.

[0012] Adaptation through plastic deformation facilitates the design of the locking engagement and the contact surfaces of the locking components involved. The locking engagement associated with each closed state and its design influence both the secure holding of the vehicle lock in the closed state and the operating forces required to open the vehicle lock from the closed state. Furthermore, the specific design of the locking engagement also has a significant impact on the acoustic behavior of the vehicle lock during opening and closing.

[0013] The features of claim 2 describe preferred embodiments of the method for generating the contact surface and for generating the plastic deformation. They enable particularly simple manufacturing of reliable locking components and particularly simple generation of the plastic deformation. In particular, generating the plastic deformation after the manufacture of the locking mechanism, preferably at the end of the automotive lock production process, especially within an end-of-line test, makes it particularly easy to adapt the locking engagement of the locking components involved in the locking engagement to one another. This has the advantage that the adaptation by plastic deformation takes into account the existing bearing clearances.

[0014] The further development according to claim 3 enables a particularly simple generation of the plastic deformation, since here preferably the locking components or the motor vehicle lock can themselves provide the holding force necessary for the plastic deformation.

[0015] The further development according to claim 4 relates to preferred embodiments of the plastic deformation which enable a particularly simple adjustment of properties of the locking engagement by means of the plastic deformation.

[0016] According to claim 5, an optional further loading step is provided. This can be used, for example, to perform a functional test of the locking mechanism to ensure it holds securely in a closed position.

[0017] In a further development of the method according to claim 6, the plastic deformation takes place before the vehicle lock is packaged for shipping. It has proven particularly advantageous that the plastic deformation is carried out as part of an end-of-line test, especially as part of a functional test of the vehicle lock. It is particularly preferred that the physical manufacturing of the vehicle lock is completed with the plastic deformation. Only a functional check and / or the packaging and / or shipping of the vehicle lock then follow.

[0018] According to a further teaching as per claim 7, which has independent significance, a motor vehicle lock manufactured according to a method of the type described is claimed.

[0019] It is essential that at least one contact surface of a locking component of the locking mechanism for a locking engagement with another locking component of the locking mechanism is subjected to a plastic deformation through a loading step.

[0020] The plastic deformation allows the contact surface for a locking engagement of a locking component to be adapted particularly easily and safely, as already described in connection with the proposed method.

[0021] This allows for easy interpretation and adjustment of the locking engagement and thus the closed state of the vehicle lock and / or the operating forces for opening the vehicle lock.

[0022] The same advantages arise as described in connection with the procedure. Reference may be made to all explanations regarding the proposed procedure.

[0023] The manufacturing of the motor vehicle lock has proven to be particularly efficient if, after shaping the locking mechanism part which is subsequently to be plastically deformed, and especially after manufacturing the locking mechanism, a plastic deformation is produced on at least one locking mechanism part by a loading step.

[0024] The features of claims 8 to 12 describe preferred embodiments of the motor vehicle lock, in particular the locking mechanism and its locking components, which enable a secure holding of at least one locked state and / or low actuating forces.

[0025] The features of the preferred further developments according to features 13 to 15 enable a particularly rigid construction of the motor vehicle lock and / or a particularly good absorption of holding forces, especially in the event of a crash and / or when plastic deformation is introduced.

[0026] Claim 16 describes a preferred embodiment which enables a particularly easy opening of the motor vehicle lock.

[0027] The further developments according to claim 17 describe preferred external designs of the motor vehicle lock which further improve operational safety and / or enable particularly simple manufacturing.

[0028] According to a further teaching according to claim 18, which also has independent significance, a motor vehicle locking system is claimed for a locking element of a motor vehicle with a motor vehicle lock.

[0029] It is essential that the vehicle lock is designed in the proposed manner.

[0030] Reference may be made to all the details and advantages of the proposed procedure and the proposed motor vehicle lock.

[0031] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 in a) a motor vehicle having a proposed motor vehicle locking system and a proposed motor vehicle lock, and in b) the production of a plastic deformation according to the proposed method in a proposed motor vehicle lock, Fig. 2 the interior of the proposed motor vehicle lock made of Fig. 1b) in an open state, Fig. 3 the locking components lock latch, primary locking pawl and secondary locking pawl of the motor vehicle lock made of Fig. 2, wherein their arrangement corresponds to a) a main locking state of the motor vehicle lock and b) a pre-locking state of the motor vehicle lock, and Fig. 4. Disengage the locking mechanism of the motor vehicle lock. Fig. 2 in the pre-closing state to explain the storage of the locking components.

[0032] In the Fig. Figure 1 shows a motor vehicle with a proposed motor vehicle locking system 1 and a proposed motor vehicle lock 2. Below is in Fig. 1b) The generation of plastic deformation 3 is shown schematically.

[0033] The embodiment shown in the figures, which is preferred in this respect, relates to a method for manufacturing a motor vehicle lock 2, a motor vehicle locking system 1 and a motor vehicle lock 2. The proposed motor vehicle locking system 1 includes the proposed motor vehicle lock 2.

[0034] It should be noted in advance that the drawing only shows those components of the proposed motor vehicle lock 2 that are necessary for explaining the teaching. For example, any locking mechanism that may be provided to implement functional states such as "locked", "unlocked", "theft-proof" or the like is not shown.

[0035] The illustrated motor vehicle lock 2 can be applied to virtually all locking elements 4 of a motor vehicle. Reference may be made in this respect to the introductory part of the description. In the embodiment of the exemplary embodiment, the motor vehicle lock 2 is particularly advantageous for tailgates or trunk lids.

[0036] The illustrated motor vehicle lock 2, as is typical, has a locking mechanism 5. It can be moved into an open position and into at least one closed position. When the motor vehicle lock 2 is installed and in a closed position, the locking mechanism 5 engages with a locking element 6, in particular a locking bolt or the like. In the Fig. 1a) The vehicle lock 2 is attached to the locking element 4 of the vehicle and the locking part 6 is attached to the body of the vehicle. Alternatively, the attachment can be arranged in the reverse order.

[0037] The locking mechanism 5 of the proposed motor vehicle lock 2 further comprises several, i.e., at least two, here three, locking parts 7. In a closed state of the motor vehicle lock 2, at least two locking parts 7 of the locking mechanism 5 are each in their locking position associated with this closed state and are in locking engagement 8 with each other.

[0038] As in the Fig. 2 and Fig. Figure 3 shows that the locking parts 7 can each be moved into an open position and at least one closed position, in particular a main closed position and / or a pre-locking position. Typically, at least one of the locking parts 7 is spring-loaded in its open and / or closed position. The respective open or closed position of a locking part 7 can be assigned to a respective open or closed state of the vehicle lock 2. This is explained in more detail below.

[0039] It is essential that, within the framework of the proposed procedure, during the manufacture of the motor vehicle lock 2, or in the proposed motor vehicle lock 2, a plastic deformation 3 is or was generated on at least one contact surface 9 of a locking part 7 of the locking mechanism 5 for a locking engagement 8 with another locking part 7 of the locking mechanism 5 by means of a loading step.

[0040] The plastic deformation 3 allows the contact surface 9 for a locking engagement 8 of a locking element 7 to be adapted particularly easily and reliably. It has proven especially advantageous if the contact surfaces 9 of a locking engagement 8 of two locking elements 7 are adapted to each other by a plastic deformation 3, at least of the contact surface 9 of one locking element 7.

[0041] The adaptation through plastic deformation 3 facilitates the design of the locking engagement 8 and the associated contact surfaces 9 of the locking parts 7. The locking engagement 8, which is assigned to each closed state, and its design influence both the secure holding of the vehicle lock 2 in the closed state and the necessary actuating forces for opening the vehicle lock 2 from the closed state. Furthermore, the specific design of the locking engagement 8 also has a significant influence on the acoustic behavior of the vehicle lock 2 when opening or closing it.

[0042] Furthermore, and preferably, it is provided that the contact surface 9 is generated during the shaping of the locking element 7 prior to the loading step or the plastic deformation 3. In the exemplary embodiment, the contact surface 9 for a locking engagement 8 of a locking element 7 can be generated, for example, by stamping and / or injection molding. In particular, the locking element 7 or a component thereof can be generated by stamping, and especially the contact surface 9 can be located on an edge generated by the stamping. Additionally or alternatively, it can be provided that the contact surface 9 for a locking engagement 8 of a locking element 7 is generated by injection molding. In the exemplary embodiment, and preferably, the plastic deformation 3 is generated at the contact surface 9 of a locking element 7 generated by injection molding.

[0043] In a further development step, plastic deformation 3 is generated after the manufacture of the locking mechanism 5. This allows the locking engagement 8 of the locking mechanism parts 7 to be adjusted particularly well to each other, since the locking mechanism parts 7 are already in their installed position and actual bearing clearances or bearing tolerances are also incorporated into the adjustment of the locking engagement 8 through the plastic deformation 3.

[0044] Furthermore, it is preferably provided that during the plastic deformation 3 the at least two locking parts 7 are each in one of their closed positions, and / or that the motor vehicle lock 2 is in a closed state during the loading step and the plastic deformation 3.

[0045] This allows actual bearing clearances or bearing tolerances to be taken into account or incorporated into the adjustment of the locking engagement 8 of the locking parts 7 during plastic deformation 3, and in particular in a very simple way.

[0046] This is also the case, for example, in the Fig. 1b) shown. In this illustration, the vehicle lock 2 is in a closed state, here the pre-locked state. Here, the locking mechanism 5 and / or the vehicle lock 2 are held by force and / or positive locking in a holding arrangement of a load-bearing device 10. This device serves to generate the plastic deformation 3. The load-bearing device 10 also has a control device 11 by means of which the load is controlled. In addition, the load-bearing device 10 can have a force-measuring device by means of which the force 12 applied by the load-bearing device 10 to the locking mechanism parts 7 and / or the locking mechanism 5 and / or the vehicle lock 2 can be measured. The load-bearing device 10 has an actuator for applying the load.

[0047] The loading device 10 further comprises a locking element 6 which can be received by the vehicle lock 2. To apply the force 12, the holding arrangement with a locking device 5 and / or vehicle lock 2 held therein and the locking element 6 of the loading device 10 are moved relative to each other, in particular by means of the actuator.

[0048] The loading step takes place here, and preferably as follows. The locking element 6 moves into an open vehicle lock 2 or locking mechanism 5, and the vehicle lock 2 or locking mechanism 5 is moved into a closed state, here the pre-locking state as described in the Fig. 1b) shown.

[0049] After the locking state is reached, a force 12 is applied to the locking element 6 in a loading step, thereby generating the plastic deformation 3. Preferably, the load for generating the plastic deformation 3 is applied in a force-controlled and / or displacement-controlled manner. Here, by pulling the locking element 6 out of the vehicle lock 2 or locking element 5, one locking element 7, in this case a latch 13, is pressed against the other locking element 7, thus generating the plastic deformation 3 at the contact surface 9, in this case the latch 13.

[0050] The load required to generate the plastic deformation 3 is preferably at least 50 N, more preferably at least 80 N, more preferably at least 100 N, more preferably at least 120 N.

[0051] Furthermore, and preferably, it is provided here that the force transmission in a closed state of the vehicle lock 2 is changed by the loading step and the plastic deformation 3. The force transmission in the locking engagement 8 after the plastic deformation 3 differs from that before the plastic deformation 3. The contact area 9 of the locking engagement 8 is preferably increased here.

[0052] The loading step here generates the plastic deformation 3 at a locking engagement 8 of two locking parts 7 with each other. Through the loading step and the plastic deformation 3, a visible edge 14 is generated here, and preferably in the area of ​​the locking engagement 8, as is shown in the Fig. 3 is shown.

[0053] The Fig. It can also be seen from 3 that the two locking parts 7 are of different widths in the area of ​​the locking engagement 8 and that the loading step and the plastic deformation 3 create a visible edge 14 on at least one locking part 7 over a circumferential section 15 laterally along its circumference.

[0054] Furthermore, it is provided here, and preferably, that the locking mechanism 5 is additionally loaded in a further loading step, preferably in a further closed state, here the main closing state.

[0055] In the further closed state, the further load in the further loading step preferably does not cause any plastic deformation 3, in particular only an elastic deformation.

[0056] The load in the next loading step is preferably at least 100 N, further preferably at least 150 N, further preferably at least 200 N, further preferably at least 300 N, further preferably at least 500 N.

[0057] In the exemplary embodiment, and preferably, the further loading takes place in the further loading step after the manufacture of the barrier 5.

[0058] The load in the first load step described above and / or in the subsequent load step is measured here, preferably by the force measuring device. The force 12 is preferably recorded by the control device 11.

[0059] Furthermore, it is preferably provided that the loading step and / or the further loading step takes place before the packaging of the manufactured motor vehicle lock 2 for the shipment of the motor vehicle lock 2.

[0060] It has proven effective if the first load step described above and / or the subsequent load step are carried out as part of an end-of-line test during the production of the motor vehicle lock 2.

[0061] The motor vehicle lock 2 shown in the figures can be brought into a pre-locking state and / or a main locking state. The pre-locking state is shown in the Fig. 3b) and the main closing state in the Fig. 3a) shown.

[0062] The locking mechanism 5 has a lock latch 13 as locking part 7 and a locking pawl system 16.

[0063] The latch 13 is pivotable about a latch pivot axis 17 into an open position and into at least one closed position, in particular a pre-locking position and / or main locking position. The latch 13 assumes the pre-locking position in the pre-lock state. In the main locking state, the latch 13 is in its main locking position. When the vehicle lock 2 is open, the latch 13 is in its open position.

[0064] The locking latch system 16 locks the lock latch 13 in at least one locking position, in the exemplary embodiment and preferably in the pre-locking position and / or the main locking position.

[0065] Preferably, the locking latch system 16 for locking the latch 13 comprises a primary locking latch 18 as the locking element 7. The primary locking latch 18 locks the latch 13 in at least one locked position, in particular a pre-locked position and / or a main locked position, as described in the Fig. 3 and Fig. Figure 4 shows that the primary locking pawl 18 in the exemplary embodiment is in an open position about a primary locking pawl pivot axis 19, as shown in the Fig. 2 shown, and pivotable into at least one closing position, in particular the pre-closing position and / or main closing position, as shown in the Fig. Figure 3 shows the primary locking pawl 18 in the pre-lock position. In the main locking position, the primary locking pawl 18 is in its main locking position. In the open state of the vehicle lock 2, the primary locking pawl 18 is in its open position, as shown in the Fig. 2 shown.

[0066] In a further preferred embodiment, the locking pawl system 16 for locking the primary locking pawl 18 comprises a secondary locking pawl 20 as a locking element 7. The secondary locking pawl 20 can be configured to lock the primary locking pawl 18 in at least one locked position, in particular a pre-locked position and / or a main locked position. The secondary locking pawl 20 can be pivoted about a secondary locking pawl pivot axis 21 into an open position and into the at least one locked position, in particular the pre-locked position and / or main locked position. Preferably, the secondary locking pawl 20 is pivotable only into a main locked position and an open position, but not into a pre-locked position. In this case, it does not have a pre-locked position, but is in its open position when the vehicle lock 2 is in the pre-locked state.

[0067] Here, and preferably, at least one locking element 7, and preferably the locking elements 7, are spring-loaded. In the exemplary embodiment, the latch 13 is spring-loaded in the direction of its open position. The primary locking pawl 18 and / or the secondary locking pawl 20 are biased in the direction of their respective closed positions.

[0068] Furthermore, it is here and preferably intended, as in the Fig. Figure 4 shows that at least one locking component 7, in particular the latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20, is made of metal and / or plastic. In particular, at least one locking component 7, in particular the latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20, has a metal core 22 and a plastic casing 23.

[0069] In the exemplary embodiment, the lock latch 13 and the secondary locking pawl 20 each have a metal core 22 and a plastic casing 23. In the exemplary embodiment, the primary locking pawl 18 has a metal part (preferably not encased in plastic) and a separately manufactured plastic part 24, to which the primary locking pawl 18 is otherwise connected by force and / or form locking. The plastic part 24 can provide an additional function for the primary locking pawl 18 beyond its actual function of locking the lock latch 13, for example, a function that actuates a sensor of the vehicle lock 2.Alternatively, the primary locking pawl 18 can also have a metal core 22 and a plastic casing 23, whereby in this case, a plastic part 24 as previously mentioned can also be provided as part of the primary locking pawl 18, the plastic part 24 then being manufactured either during the production of the plastic casing 23 or separately. Furthermore, the secondary locking pawl 20 can be made entirely of plastic or metal.

[0070] Preferably the metal core 22 or the metal of the at least one locking part 7 is a heat-treated steel.

[0071] The at least one locking component 7, in particular the latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20, may be at least partially hardened, in particular heat-treated. In particular, the metal core 22 of at least one locking component 7, in particular the latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20, may be at least partially hardened, in particular heat-treated. The heat treatment may be induction and / or laser beam and / or flame heat treatment.

[0072] Furthermore, and preferably, the plastic and / or the plastic sheathing 23 is made of TPE (thermoplastic elastomer) and / or POM (polyoxymethylene). The plastic and / or the plastic sheathing 23 is preferably a fiber-reinforced plastic or a fiber-reinforced plastic sheathing 23. In the exemplary embodiment, and preferably, the plastic sheathing 23 is injection-molded around the metal core 22.

[0073] Preferably, the plastic and / or the plastic coating 23 is made of a plastic with a tensile strength between 17 and 21 MPa, in particular substantially 19 MPa, and / or with an elongation at yield between 30% and 35%, in particular substantially 33%, and / or with a Shore D hardness of at least 60, in particular at least 63, and / or with a modulus of elasticity between 250 and 310 MPa, in particular substantially 280 MPa.

[0074] Here, and preferably, the plastic deformation 3 is or was generated in the plastic coating 23, in particular the plastic coating 23 of the lock latch 13 and / or primary locking pawl 18. In the exemplary embodiment, the plastic deformation 3 is or was generated at the contact surface 9 of the lock latch 13 for a locking engagement 8, here in the pre-latch position, with the primary locking pawl 18. The contact surface 9 of the lock latch 13 for a locking engagement 8, here in the pre-latch position, is provided by a pre-latch 25 of the lock latch 13.

[0075] The lock latch 13 is locked in the pre-locked state by the locking engagement 8 with the primary locking pawl 18 in the pre-locked position and is supported for this purpose on a first engagement contact surface of the primary locking pawl 18.

[0076] In the main closed position, the latch 13 is locked by the locking engagement 8 with the primary locking pawl 18 in the main closed position and is supported for this purpose on a second engagement contact surface of the primary locking pawl 18. The contact surface 9 of the latch 13 for a locking engagement 8 in the main latch position is provided by a main latch 26 of the latch 13.

[0077] In the exemplary embodiment, the lock latch 13 has a pre-latch 25 and a main latch 26. In the exemplary embodiment, the pre-latch 25 is spaced apart, here spaced around its circumference, from the main latch 26, in particular on the circumference of the lock latch 13.

[0078] The first engagement contact surface and / or the second engagement contact surface is located here and preferably on the circumference of the primary locking pawl 18.

[0079] In the exemplary embodiment, and preferably, the first engagement contact surface and / or the second engagement contact surface is made of metal; here, and preferably, they are formed by a metal core 22 of the primary locking pawl 18.

[0080] It can be provided that the first engagement contact surface, as in the exemplary embodiment, and / or the second engagement contact surface of the primary locking pawl 18 causes the plastic deformation 3 during the loading step. The engagement contact surface is preferably not deformed in this case.

[0081] As in the Fig. As shown in Figure 3, one of the engagement contact surfaces is at least partially, and in particular completely, received within the other engagement contact surface. In the exemplary embodiment, the second engagement contact surface is at least partially, and in particular completely, received within the first engagement contact surface.

[0082] Alternatively, it can also be provided that the first and second contact surfaces are not interlocked, but spaced apart from each other.

[0083] Furthermore, and preferably, it is provided here that a locking engagement 8, in particular between the lock latch 13 and the primary locking pawl 18, has a metal-to-metal contact in the main locking state, here in particular a metal-to-metal contact and a plastic-to-plastic contact. This is in the Fig. 3a) shown.

[0084] Additionally or alternatively, a locking engagement 8, in particular between the lock latch 13 and the primary locking pawl 18, can have a plastic-metal contact in the pre-locked state. Preferably, a metal-metal contact can also be established by applying load to the vehicle lock 2 in the pre-locked state. This is shown in the enlargements below. Fig. 3b) shown on average.

[0085] As in the Fig. 1b) shown, it can be provided that the motor vehicle lock 2 has a rear plate 27, in particular with a rear plate inlet opening 28, and / or a reinforcement plate 29, in particular with a reinforcement plate inlet opening 30.

[0086] The back plate 27 and / or the reinforcing plate 29 are preferably designed as stamped and / or bent parts. Particularly preferably, the back plate 27 and / or the reinforcing plate 29 are designed as stamped-bent parts. This allows for particularly simple and cost-effective manufacturing.

[0087] The rear plate 27 and the reinforcement plate 29 are arranged here on opposite sides of the locking mechanism 5.

[0088] On the back plate 27 and / or the reinforcement plate 29, at least one bearing dome 31, in particular a bearing dome 31 made of metal, is arranged, in particular attached, for at least one locking part 7.

[0089] In particular, a bearing boss 31, especially a metal bearing boss 31, for the lock latch 13 can be arranged on the back plate 27 and / or the reinforcement plate 29. Additionally or alternatively, a bearing boss 31, especially a metal bearing boss 31, for the primary locking pawl 18 can be arranged on the back plate 27 and / or the reinforcement plate 29. Additionally or alternatively, a bearing boss 31, especially a metal bearing boss 31, for the secondary locking pawl 20 can be arranged on the back plate 27 and / or the reinforcement plate 29.

[0090] Preferably the bearing domes 31 are attached to the back plate 27 and / or the reinforcement plate 29, in particular by forming a respective bearing dome end.

[0091] Furthermore, the rear plate 27 and / or the reinforcement plate 29 can have fastening points 32 for attaching the vehicle lock 2 to a locking element 4 of the vehicle. This is shown in the Fig. 1b) shown.

[0092] Furthermore, it is preferably provided here that a metal-to-metal contact and / or a metal-to-plastic contact exists between a locking element 7 and the associated bearing dome 31, as is the case in the Fig. 4 is shown as an example.

[0093] In the exemplary embodiment, the bearing domes 31 are each made entirely of metal in the area of ​​their bearing section for the respective locking part 7, as shown in the Fig. Figure 4 shows that the locking elements 7 each have a bearing contour 33 for mounting on their respective bearing dome 31.

[0094] Preferably, the bearing contour 33 of at least one of the locking components 7 is formed by metal and / or plastic. Various possible configurations of the bearing contour 33 of the latch 13, primary locking pawl 18, and secondary locking pawl 20 are shown in the Fig. 4 shown. In particular, the bearing contour 33 of different locking components 7 of the locking mechanism 5 can be designed differently.

[0095] Two possible alternative designs of the bearing contour 33 are shown for the lock latch 13. Although the bearing contour 33 of the lock latch 13 can be formed entirely of plastic or metal, here it is preferably formed of metal and plastic, specifically the metal core 22 and the plastic casing 23.

[0096] In the left-hand illustration of the bearing contour 33 of the lock latch 13, the bearing contour 33 is formed alternately by plastic and metal along the lock latch pivot axis 17.

[0097] In the right-hand illustration of the bearing contour 33 of the lock latch 13, the bearing contour 33 is formed alternately from plastic and metal around the lock latch pivot axis 17. In the exemplary embodiment, the sections of the bearing contour 33, which here and preferably are formed from metal and in particular form the metal core 22, are arranged such that they absorb the holding force 34 during plastic deformation 3 and / or absorb the holding force 34 in a closed state of the vehicle lock 2.

[0098] This prevents forces 12 acting on the locking mechanism 5 during plastic deformation 3 and / or in the closed state from causing plastic deformation 3 of sections of the bearing contour 33 of the lock latch 13.

[0099] For the primary locking pawl 18, two possible alternative designs of the bearing contour 33 are shown in the Fig. 4 shown. Although the bearing contour 33 of the primary locking pawl 18 can be formed entirely of plastic or metal, it is preferably formed of metal and plastic, as shown in the right-hand illustration of the Fig. 4 formed by the metal core 22 and the plastic casing 23.

[0100] In principle, the bearing contour 33 of the primary locking pawl 18 can be formed alternately by plastic and metal along the primary locking pawl pivot axis 19, as described above for the lock latch 13.

[0101] In the two illustrations of the bearing contour 33 of the primary locking pawl 18, the bearing contour 33 is formed alternately from plastic and metal around the primary locking pawl pivot axis 19. In the exemplary embodiment, the sections of the bearing contour 33, which here and preferably are formed from metal and in particular form the metal core 22, are arranged such that they absorb the holding force 34 during plastic deformation 3 and / or absorb the holding force 34 in a closed state of the vehicle lock 2.

[0102] This prevents forces 12 acting on the locking mechanism 5 during plastic deformation 3 and / or in the closed state from causing plastic deformation 3 of sections of the bearing contour 33 of the primary locking pawl 18.

[0103] For the secondary locking pawl 20, two possible alternative designs of the bearing contour 33 are also shown as examples in the Fig. 4 shown. Even if the bearing contour 33 of the secondary locking pawl 20 is completely made of plastic (right-hand illustration of the bearing contour 33 of the secondary locking pawl 20 in the Fig. 4) or metal, it is preferably formed by metal and plastic, in particular the metal core 22 and the plastic casing 23.

[0104] In principle, the bearing contour 33 of the secondary locking pawl 20 can be formed alternately by plastic and metal along the primary locking pawl pivot axis 19, as described above for the lock latch 13.

[0105] In the left-hand illustration of the bearing contour 33 of the secondary locking pawl 20, the bearing contour 33 is formed alternately of plastic and metal around the secondary locking pawl pivot axis 21. In the exemplary embodiment, the sections of the bearing contour 33, which here and preferably are formed of metal and in particular form the metal core 22, are arranged such that they absorb the holding force 34 during plastic deformation 3 and / or absorb the holding force 34 in a closed state of the vehicle lock 2.

[0106] This prevents forces 12 acting on the locking mechanism 5 during plastic deformation 3 and / or in the closed state from causing plastic deformation 3 of sections of the bearing contour 33 of the secondary locking pawl 20.

[0107] In the exemplary embodiment, and preferably, a metal-to-metal contact and / or a metal-to-plastic contact exists between the lock latch 13 and the bearing dome 31 of the lock latch 13. Additionally or alternatively, it can be provided that a metal-to-metal contact and / or a metal-to-plastic contact exists between the primary locking pawl 18 and the bearing dome 31 of the primary locking pawl 18.

[0108] As in the exemplary embodiment and the Fig. As shown in Figure 4, a metal-to-metal contact and / or a metal-to-plastic contact, in particular exclusively a metal-to-plastic contact, can exist between the secondary locking pawl 20 and the bearing dome 31 of the secondary locking pawl 20.

[0109] A particularly preferred and simple generation of the plastic deformation 3 can be achieved if, during the first loading step for generating the plastic deformation 3, the holding force 34 for locking the locking mechanism 5 is introduced into the back plate 27 and / or reinforcement plate 29 via at least two locking mechanism parts 7 and their bearing domes 31.

[0110] Additionally or alternatively, it can be provided that during the further loading step the holding force 34 for locking the locking mechanism 5 is introduced into the back plate 27 and / or reinforcement plate 29 via at least two locking mechanism parts 7 and their bearing domes 31.

[0111] In the exemplary embodiment and preferably, no plastic deformation 3 is generated in the, in particular respective, bearing contact area with the associated bearing dome 31 by the load to generate the plastic deformation 3 and / or by the further load in the further load step on the lock latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20.

[0112] Furthermore, the locking mechanism 5 is preferably designed such that a bearing clearance exists between a locking mechanism part 7, in particular the latch 13 and / or the primary locking pawl 18 and / or the secondary locking pawl 20, and the respective associated bearing boss 31. This clearance is traversed preferably during the first-mentioned load and / or the subsequent load.

[0113] As in the Fig. As shown in Figure 2, the vehicle lock 2 can also be opened. Preferably, the vehicle lock 2 is motor-driven to an open position by means of a worm drive and / or a cable drive.

[0114] In the exemplary embodiment, a release lever 35, in particular spring-loaded, is provided for opening the motor vehicle lock 2, in particular by motor.

[0115] As in the Fig. As shown in Figure 2, the release lever 35 is designed to first act on the secondary locking pawl 20 and then on the primary locking pawl 18 in order to open the motor vehicle lock 2.

[0116] It is particularly preferred that the release lever 35 for opening the motor vehicle lock 2 acts directly on the secondary locking pawl 20 and then directly on the primary locking pawl 18 or then indirectly via the secondary locking pawl 20 acts on the primary locking pawl 18.

[0117] This allows the vehicle lock 2 to be opened easily and safely. Furthermore, particularly low lifting forces can be achieved. A comparatively small and therefore cost-effective electric motor 36 can be used.

[0118] The one in Fig. 1b) The motor vehicle lock 2 shown has a motor vehicle lock housing. The motor vehicle lock housing is made of plastic and / or metal. In the exemplary embodiment, and preferably, it is formed by at least one injection-molded part and / or the backplate 27.

[0119] The rear plate has 27 attachment points 32 for attaching the vehicle lock 2 to a locking element 4. These are also located in the Fig. 1b) shown.

[0120] The proposed motor vehicle locking system 1 for a locking element 4 of a motor vehicle comprises a motor vehicle lock 2 of the type described above. It may exhibit the features described in connection with the proposed method and / or the proposed motor vehicle lock 2, individually or in combination.

[0121] In the exemplary embodiment, and preferably, the vehicle locking system 1 has a closing assist drive 37 by means of which the vehicle lock 2 can be brought, in particular from a pre-locked state, into a main locked state. This is a convenience function that enables, in particular, motorized closing of the locking element 4.

[0122] Additionally or alternatively, in the exemplary embodiment, the motor vehicle locking system 1 has a door control unit 38 to which the motor vehicle lock 2 and / or the closing assist drive 37 is connected.

[0123] As in the Fig. As shown in Figure 1a), in this exemplary embodiment, the door control unit 38 and / or the power closing drive 37 are arranged separately from the vehicle lock 2. The door control unit 38 is configured to detect an open state and / or a closed state, in particular a pre-closing state and / or a main closing state. It can then, for example, control the power closing drive 37 depending on the detected closing state.

[0124] Finally, reference may be made to all statements regarding the proposed procedure and the proposed motor vehicle lock 2. Reference symbol list 1. Vehicle locking system 2 Motor vehicle lock 3. Plastic deformation 4 locking element 5 locks 6 Locking part 7 Locking part 8 locking intervention 9 Contact area 10 Loading device 11 Control unit 12 Force 13 Lock Trap 14 visible edge 15 Scope section 16 locking pawl system 17 Lock latch pivot axis 18 Primary locking pawl 19 Primary locking pawl pivot axis 20 Secondary locking pawl 21 Secondary locking pawl pivot axis 22 metal core 23 Plastic coating 24 plastic parts 25 Pre-rest 26 Main Rest 27 Backplate 28 Rear plate inlet mouth 29 Reinforcing plate 30 Reinforcement plate inlet mouth 31 Lagerdom 32 attachment points 33 Bearing contour 34 Holding force 35 Release lever 36 Electric motor 37 Closing assist drive 38 Door control unit 39 Intervention contact area QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 20 2013 004 589 U1

[0003]

Claims

[1] Method for manufacturing a motor vehicle lock (2) with a locking mechanism (5), wherein the motor vehicle lock (2) can be brought into an open state and into at least one closed state, wherein the locking mechanism (5) has several locking parts (7), wherein, in a closed state of the motor vehicle lock (2), at least two locking parts (7) of the locking mechanism (5) are each in their closed position associated with this closed state and are in locking engagement (8) with one another, characterized by , that within the scope of the method, a plastic deformation (3) is produced by a loading step on at least one contact surface (9) of a locking part (7) of the locking mechanism (5) for a locking engagement (8) with another locking part (7) of the locking mechanism (5). [2] Method according to claim 1, characterized bythat the contact surface (9) is produced during the shaping of the locking part (7), in particular by forming and / or injection moulding, and / or, that after the locking mechanism (5) has been manufactured, the plastic deformation (3) is produced. [3] Method according to claim 1 or 2, characterized by that during the plastic deformation (3) the two locking parts (7) are each in one of their closed positions, and / or, that the motor vehicle lock (2) is in a closed state during the loading step and the plastic deformation (3). [4] Method according to one of the preceding claims, characterized by that the force transmission in a closed state of the motor vehicle lock (2) is changed by the loading step and the plastic deformation (3), in particular the contact surface (9) of the locking engagement (8) is enlarged, and / or, that the loading step produces the plastic deformation (3) at a locking engagement (8) of two locking parts (7) with each other, and / or, that a visible edge (14), in particular in the region of the locking engagement (8), is produced by the loading step and the plastic deformation (3), preferably that the two locking parts (7) are designed with different widths in the region of the locking engagement (8) and that a visible edge (14) is produced on at least one locking part (7) over a circumferential section (15) laterally along its circumference by the loading step and the plastic deformation (3). [5] Method according to one of the preceding claims, characterized bythat the locking mechanism (5) is additionally loaded in a further loading step, preferably in a further closed state, preferably that in the further closed state the load does not cause any plastic deformation (3), in particular only an elastic deformation. [6] Method according to one of the preceding claims, characterized by that the loading step and / or the further loading step takes place before the packaging of the manufactured motor vehicle lock (2) for shipping the motor vehicle lock (2). [7] Motor vehicle lock manufactured according to a method according to one of the preceding claims, with a locking mechanism (5), wherein the motor vehicle lock (2) can be brought into an open state and into at least one closed state, wherein the locking mechanism (5) has several locking parts (7), wherein, in a closed state of the motor vehicle lock (2), at least two locking parts (7) of the locking mechanism (5) are each in their closed position associated with this closed state and are in locking engagement (8) with one another, characterized by , that a plastic deformation (3) was produced on at least one contact surface (9) of a locking part (7) of the locking mechanism (5) for a locking engagement (8) with another locking part (7) of the locking mechanism (5) by a loading step. [8] Motor vehicle lock according to claim 7, characterized by that the motor vehicle lock (2) can be brought into a pre-locking state and / or main locking state, and / or, that the locking mechanism (5) has a lock latch (13) as the locking part (7) and a pawl system (16) which locks the lock latch (13) in at least one closed position, in particular a pre-locking position and / or a main closed position, preferably that the pawl system (16) for locking the lock latch (13) has a primary pawl (18) as the locking part (7), which locks the lock latch (13) in at least one closed position, in particular a pre-locking position and / or a main closed position, further preferably that the pawl system (16) for locking the primary pawl (18) has a secondary pawl (20) as the locking part (7), which locks the primary pawl (18) in at least one closed position, in particular a pre-locking position and / or a main closed position. [9] Motor vehicle lock according to claims 7 or 8, characterized bythat at least one locking part (7), in particular the lock latch (13) and / or the primary pawl (18) and / or the secondary pawl (20), is made of metal and / or plastic, in particular has a metal core (22) and a plastic casing (23), and / or is at least partially hardened, in particular heat-treated, preferably that the metal core (22) of at least one locking part (7), in particular the lock latch (13) and / or the primary pawl (18) and / or the secondary pawl (20), is at least partially hardened, in particular heat-treated, further preferably that the heat treatment is an induction and / or a laser beam and / or a flame heat treatment. [10] Motor vehicle lock according to one of claims 7 to 9, characterized by that the plastic and / or the plastic sheath (23) is made of TPE and / or POM, and / or, that the plastic sheath (23) is injection-molded around the metal core (22), in particular that the plastic deformation (3) was produced in the plastic sheath (23), in particular the plastic sheath (23) of the lock latch (13) and / or primary pawl (18). [11] Motor vehicle lock according to one of claims 7 to 10, characterized by that the lock latch (13) is locked in the pre-locking position by the locking engagement (8) with the primary pawl (18) and is supported for this purpose on a first engagement contact area (39) of the primary pawl (18), and / or, that the lock latch (13) is locked in the main locking position by the locking engagement (8) with the primary locking pawl (18) in the main locking position and is supported for this purpose on a second engagement contact region (39) of the primary locking pawl (18), preferably that one of the engagement contact regions (39) is at least partially, in particular completely, received in the other engagement contact region (39). [12] Motor vehicle lock according to one of claims 7 to 11, characterized by that a locking engagement (8), in particular between the lock latch (13) and the primary pawl (18), has a metal-to-metal contact, in particular a metal-to-metal contact and a plastic-to-plastic contact, in the main locking state, and / or, that a locking engagement (8), in particular between the lock latch (13) and the primary pawl (18), has a plastic-metal contact in the pre-locking state, preferably that a metal-metal contact can additionally be produced by loading the motor vehicle lock (2) in the pre-locking state. [13] Motor vehicle lock according to one of claims 7 to 12, characterized by that the motor vehicle lock (2) has a back plate (27), in particular with a back plate inlet mouth (28), and / or a reinforcing plate (29), preferably, that at least one bearing dome (31), in particular a bearing dome (31) made of metal, is arranged on the rear plate (27) and / or the reinforcing plate (29) for at least one locking part (7), further preferably, that a bearing dome (31), in particular a bearing dome (31) made of metal, for the lock latch (13) is arranged on the rear plate (27) and / or the reinforcing plate (29), and / or, that a bearing dome (31), in particular a bearing dome (31) made of metal, for the primary pawl (18) is arranged on the rear plate (27) and / or the reinforcing plate (29), and / or, that a bearing dome (31), in particular a bearing dome (31) made of metal, for the secondary pawl (20) is arranged on the rear plate (27) and / or the reinforcing plate (29). [14] Motor vehicle lock according to one of claims 7 to 13, characterized by that there is a metal-to-metal contact and / or a metal-to-plastic contact between a locking part (7) and the bearing dome (31) assigned to it, preferably, that there is a metal-to-metal contact and / or a metal-to-plastic contact between the lock latch (13) and the bearing dome (31) of the lock latch (13), and / or, that there is a metal-to-metal contact and / or a metal-to-plastic contact between the primary pawl (18) and the bearing dome (31) of the primary pawl (18), and / or, that there is a metal-metal contact and / or a metal-plastic contact, in particular exclusively a metal-plastic contact, between the secondary pawl (20) and the bearing dome (31) of the secondary pawl (20). [15] Motor vehicle lock according to one of claims 7 to 14, characterized by that during the loading step for generating the plastic deformation (3), the holding force (34) for locking the locking mechanism (5) is introduced into the back plate (27) and / or reinforcement plate (29) via at least two locking mechanism parts (7) and their bearing dome (31), and / or, that during the further loading, the holding force (34) for locking the locking mechanism (5) is introduced into the rear plate (27) and / or reinforcement plate (29) via at least two locking mechanism parts (7) and their bearing dome (31), and / or that due to the load for generating the plastic deformation (3) and / or the further load, the lock latch (13) and / or the primary pawl (18) and / or the secondary pawl (20) does not undergo any plastic deformation (3) in the bearing contact area with the associated bearing dome (31). [16] Motor vehicle lock according to one of claims 7 to 15, characterized bythat a, in particular spring-biased, release lever (35) is provided for opening, in particular by motor, the motor vehicle lock (2), preferably that the release lever (35) is designed to act first on the secondary pawl (20) and then on the primary pawl (18) to open the motor vehicle lock (2), further preferably that the release lever (35) acts directly on the secondary pawl (20) to open the motor vehicle lock (2) and then directly on the primary pawl (18) or then indirectly via the secondary pawl (20) on the primary pawl (18). [17] Motor vehicle lock according to one of claims 7 to 16, characterized by , that the rear plate (27) has fastening points (32) for fastening the motor vehicle lock (2) to a locking element (4), and / or, that the motor vehicle lock (2) has a motor vehicle lock housing, preferably that the motor vehicle lock housing is made of plastic and / or metal, further preferably that the motor vehicle lock housing is formed by at least one injection-molded part and / or the rear plate (27). [18] Motor vehicle locking system for a locking element (4) of a motor vehicle with a motor vehicle lock (2), characterized by , that the motor vehicle lock (2) is designed according to one of claims 7 to 17, preferably, that the motor vehicle locking system (1) has an auxiliary closing drive (37) by means of which the motor vehicle lock (2), in particular from a pre-locking state, can be brought into a main locking state, and / or, that the motor vehicle locking system (1) has a door control unit (38) to which the motor vehicle lock (2) and / or the auxiliary closing drive (37) is connected, further preferably, the door control unit (38) and / or the auxiliary closing drive (37) is arranged separately from the motor vehicle lock (2).

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