VEHICLE LOCK ARRANGEMENT

Description

[0001] The invention relates to a motor vehicle lock arrangement according to the preamble of claim 1, a locking element arrangement according to the preamble of claim 12 and a method for operating a motor vehicle lock arrangement according to the preamble of claim 15.

[0002] The vehicle locking assembly in question is equipped with a vehicle lock and a locking wedge, locking bolt, or similar device, and can be used on all types of locking elements of a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids, and hoods. These locking elements can also be designed in the manner of sliding doors.

[0003] The known automotive lock arrangement (DE 296 24 351 UI), from which the invention is based, comprises a automotive lock with the locking elements "latch" and "pawl," which interact with each other in the usual manner. The latch can be held in a pre-locked position and a fully locked position by means of the pawl. Releasing the pawl releases the holding engagement, allowing the latch to pivot into its open position. The known automotive lock arrangement provides an auxiliary opening drive for the motorized release of the pawl.

[0004] Because the locking pawl in the known automotive lock arrangement can be lifted by motor using the opening assist drive, an external door handle for opening the locking element is generally unnecessary. For example, the motorized lifting of the locking pawl can be triggered by a remote key. Nevertheless, in combination with the known automotive lock arrangement, conventional external door handles are always used, namely to provide a gripping surface for the user's hand when manually adjusting the locking element. The implementation of such external door handles, which are arranged on the outer surface of the locking element, is aerodynamically disadvantageous, leads to injury risks in the event of a crash, restricts design freedom, and is associated with considerable costs.

[0005] EP 1 191 172 A2 relates to a motor vehicle door lock equipped with a latch, a locking pawl to secure the latch, and a locking pawl drive. The latch can be moved into a raised position via the locking pawl and the locking pawl drive. This creates a gap between the vehicle door and the body, allowing access behind the door. A separate latch drive may also be provided for this function.

[0006] DE 197 00 887 A1 relates to a locking device, particularly for a vehicle tailgate, which also includes a latch and a locking pawl interacting with it in a known manner. In this device, a control cam driven by a rotary drive motor acts on a separate locking element, which in turn is mounted on a common shaft with the latch. The rotary drive motor allows the separate locking element to create a gap between the vehicle door and the body.

[0007] DE 298 12 121 U1 relates to a closure for tailgates, doors, bonnets or the like, with a handle that emerges through a gap between the seal and the counter-sealing surface when the closure is actuated, wherein a separate lifting element is provided for creating the gap.

[0008] DE 198 00 803 A1 relates to a closure, in particular for a tailgate of a vehicle, which also discloses a lock latch and a locking pawl cooperating therewith in a known manner according to the preamble of claim 1.

[0009] The invention is based on the problem of designing and further developing the known motor vehicle lock arrangement in such a way that an optimized realization of an engagement surface for a user's hand is enabled at low cost.

[0010] The above problem is solved in a motor vehicle lock arrangement according to the preamble of claim 1 by the features of the characterizing part of claim 1.

[0011] The fundamental consideration is that the vehicle locking mechanism, and in particular the vehicle lock itself, can be equipped with an adjusting drive that allows for limited adjustment of the locking element in its opening direction. This creates an engagement gap between the locking element and the vehicle body, which, together with a suitable manual engagement mechanism, can replace a conventional exterior door handle mounted on the door's outer skin.

[0012] Specifically, it is proposed that the motor vehicle locking assembly, in particular the motor vehicle lock, has an adjusting drive for exerting a driving force on the locking element in its opening direction, so that in the mounted state of the motor vehicle locking assembly the locking element can be adjusted from a closed position to a gap position in a motorized setting process, thereby creating an engagement gap between the locking element and the motor vehicle body.

[0013] The proposed solution allows the function of the exterior door handle to be relocated to an area between the locking mechanism and the vehicle body, which is only accessible from the outside when the locking mechanism is in the open position. For this purpose, a hand-operated opening mechanism accessible from the outside through the opening gap can be provided, as will be explained below. The term "outside" here always refers to the exterior of the vehicle. In this sense, the hand-operated opening mechanism is accessible from the exterior of the vehicle.

[0014] In the particularly preferred embodiment according to claim 6, the adjusting drive has a dual function, namely, on the one hand, the function of implementing the opening process and, on the other hand, the function of implementing a closing process. Such a closing process is a convenience function in which the locking element is adjusted by motor against the door sealing force in its main closed position. This dual use of the adjusting drive is cost-effective and can be implemented in a compact design.

[0015] As proposed, the setup process is achieved via a motorized adjustment of the latch of the vehicle lock. In an embodiment according to claim 6, the closing process is achieved via a motorized adjustment of the latch of the vehicle lock. This allows the latch to perform a triple function: holding and releasing a locking wedge or the like, adjusting the locking element in the closing direction during the closing process, and adjusting the locking element in the opening direction during the setup process. This, in turn, leads to high cost-efficiency and a high degree of compactness.

[0016] According to a further teaching according to claim 12, which has independent significance, a locking element arrangement is claimed comprising a locking element and a proposed motor vehicle lock arrangement associated with the locking element.

[0017] Essential to the further teaching is the fundamental consideration that a manual override arrangement can be made accessible and inaccessible again by a slight adjustment of the locking element itself. Specifically, it is proposed that a manual override arrangement be provided on the locking element which, when the locking element is in the closed position, is inaccessible due to the interaction of the locking element and the vehicle body, and which, when the locking element is in the open position, is accessible, particularly through the gap created between the locking element and the vehicle body. The further teaching also offers numerous new possibilities for the design of the manual override arrangement as a replacement for the conventional exterior door handle. Reference may be made to all explanations of the proposed vehicle lock arrangement that are suitable for clarifying the locking element arrangement.

[0018] In the particularly preferred embodiment according to claim 13, the manual engagement arrangement is located in the region of the end face 3a of the locking element adjacent to the engagement gap. "End face" always refers to the side of the locking element that, when the locking element is in the main closed position, is directly adjacent to a surface of the vehicle body, in particular a surface of a door frame or the like.

[0019] According to a further teaching as claimed in claim 15, which also has independent significance, a method for operating a proposed motor vehicle lock arrangement is claimed.

[0020] Essential to the further teaching is the consideration that, during the opening process of the locking element, a motorized opening process is controlled by a control arrangement. In this process, the locking element is moved from a closed position to the gap position by means of the adjustment drive, thereby creating an engagement gap between the locking element and the vehicle body. According to claim 18, the locking element is then manually adjusted further in the opening direction, preferably independently of the adjustment drive. Such a semi-automatic opening process is easy to implement from a design perspective and yet offers a high level of user comfort.

[0021] In the further preferred embodiment according to claim 17, the erection process is preceded by the lifting of the locking pawl, in particular by means of an opening auxiliary drive. This readily makes it possible, as mentioned above, to use a motorized adjustment of the lock latch for the erection process. Reference may be made to all descriptions of the functioning of the motor vehicle lock assembly.

[0022] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 a motor vehicle with a proposed locking element arrangement, which is equipped with a proposed motor vehicle lock arrangement, a) with the locking element in the main locked position and b) with the locking element in the split position, Fig. 2 the locking elements of the proposed motor vehicle lock arrangement a) with the latch in the pre-locked position and b) with the latch in the main locked position, Fig. 3 the locking elements of a proposed motor vehicle lock arrangement a) with the latch in the open position and b) with the latch in the split position, and Fig. 4 a further embodiment of a proposed locking element arrangement with the locking element in the split position.

[0023] It should be noted in advance that the drawing only shows those components of the proposed motor vehicle lock arrangement that are necessary for explaining the teaching.

[0024] The proposed motor vehicle lock arrangement 1 is associated with a locking element 3 that is adjustably coupled to a motor vehicle body 2. The locking element 3 is, in this case, preferably a side door of a motor vehicle. However, the proposed motor vehicle lock arrangement 1 can also be applied to all other conceivable locking elements of a motor vehicle. These include, in particular, rear doors, tailgates, trunk lids, or hoods.

[0025] Here, and preferably, the locking element 3, designed as a side door, is pivotable about a substantially vertically oriented pivot axis 4. However, the locking element 3 can also be designed in the manner of a sliding door.

[0026] The vehicle locking assembly 1 includes a vehicle lock 5, which, in the assembled state, is preferably arranged on the locking element 3. Alternatively, the vehicle lock 5 can also be arranged on the vehicle body 2.

[0027] The motor vehicle locking assembly 1, here and preferably the motor vehicle lock 5, has an adjusting drive 6 which is located in the Fig. 2 and 3 This is only indicated. The adjusting drive 6 serves to exert a driving force on the locking element 3 in its opening direction 7. In other words, when the vehicle lock assembly 1 is mounted, the adjusting drive 6 presses on the locking element 3 in its opening direction 7. This allows the locking element 3 to be opened from a position in a motorized opening process by means of the adjusting drive 6. Fig. 1a the depicted closing position out into a Fig. 1b The gap position shown can be adjusted, thereby creating an engagement gap 8 between the locking element 3 and the vehicle body 2. Due to the pivotability of the locking element 3, the engagement gap 8 extends along the opening direction 7 of the locking element 3.

[0028] According to the invention, the adjusting drive 6 is received by the lock housing of the motor vehicle lock 5, which also receives the lock latch 12. Not within the scope of the invention, the adjusting drive 6 can also be arranged outside the lock housing and, in particular, be coupled to the motor vehicle lock 5 via a Bowden cable.

[0029] Here, and preferably, the locking element 3 can be manually adjusted further in the opening direction 7 of the locking element 3 after the motorized setup process, independently of the adjusting drive 6. A drive-related coupling between the adjusting drive 7 and the locking element 3, in particular between the lock latch 12 and a locking wedge 13 or the like (to be explained later), no longer exists.

[0030] In this case, the engagement gap 8 serves to provide an engagement surface for a user's hand in order to manually adjust the locking element 3. In the case of the Fig. 1 In the illustrated and thus preferred embodiment, a manual engagement arrangement 9 is provided for this purpose, which, as shown in Fig. 1b shown, accessible from the outside through the engagement gap 8. Alternatively, it can also be provided that a handle part 10 of a hand-operated engagement arrangement 9 can be adjusted outwards through the engagement gap 8, as shown in Fig. 4 The direction of adjustment of the handle part 10 is indicated. Fig. 4 indicated by reference numeral 11.

[0031] In the Fig. 2 and 3 In the illustrated embodiment, the adjusting drive 6 serves to adjust a component, here a lock latch 12, of the motor vehicle lock 5, so that the above-mentioned setting-up process is based on an adjustment of the component, namely the lock latch 12.

[0032] Alternatively, it could be provided that a locking wedge 13 or the like of the motor vehicle lock assembly 1, which interacts with the lock latch 12 and can be engaged with the motor vehicle lock 5 to transmit door holding forces, is adjustable by means of the adjusting drive 6 in order to implement the setup process.

[0033] The motor vehicle lock 5 is, as indicated above, equipped with a lock latch 12, which consists of a Fig. 3a The open position shown can be adjusted by moving in the closing direction, in Fig. 3 by adjusting it clockwise, into at least one closed position, here into a main closed position ( Fig. 2b ) and into a pre-closing position ( Fig. 2a ) is bringable. In the closed positions, the latch 12 engages with a locking wedge 13 or the like mentioned above to transmit door holding forces. The door holding forces act on the locking element 3 in its closing direction to counteract opening of the locking element 3.

[0034] Conversely, the lock latch 12 is removed from the closed positions ( Fig. 2a,b ) by adjusting in the opening direction, in Fig. 2 counterclockwise, into the open position ( Fig. 3a ) bring into position in which the latch 12 releases the locking wedge 13 in the opening direction 7 of the locking element 3. The interesting aspect here is that the latch 12 is motorized in its opening direction by means of the adjusting drive 6 during the setup process to create the gap position of the locking element 3. Fig. 3 counterclockwise, into a corresponding split position of the lock latch 12 ( Fig. 3b ) is adjustable.

[0035] It can be seen according to the representations Fig. 2 and 3 It can be deduced that a locking latch 14 is provided for the lock catch 12, which is inserted into the Fig. 2 The shown locking position can be brought into which the lock latch 12 is in a closed position, in Fig. 2a in the pre-closing position and in Fig. 2b In the main locked position, the latch 12 is locked against pivoting in the opening direction. Furthermore, the locking pawl 14 can be lifted, preferably by motor, into a release position in which it releases the latch 12 in its opening direction, so that the latch 12, in Fig. 2 can swivel counterclockwise into its open position ( Fig. 3a,b The adjustment of the locking pawl 14 to the release position is in Fig. 2 connected with a counterclockwise rotation of the locking pawl 14.

[0036] While the locking pawl 14 is spring-loaded onto the latch 12 (clockwise in the drawing), the latch 12, also spring-loaded, moves into its open position (counter-clockwise in the drawing). The spring arrangements required for this are not shown here for the sake of clarity.

[0037] Due to the engagement between the lock latch 12 and the locking wedge 13, the Fig. 2b The main locking position of the lock latch 12 shown indicates that the locking element 3 is in a corresponding position. Fig. 1a The main locking position shown is shown. The same applies to the lock latch 12, which is in the preliminary locking position ( Fig. 2a ), which ensures that the locking element 3 is in a corresponding pre-locked position (not shown here). Typically, a gap of less than 10 mm, preferably about 6 mm, remains between the locking element 3 and the vehicle body 2 when viewed in the opening direction 7, when the lock latch 12 is in the Fig. 2a The opening is in the shown pre-closed position. This gap is therefore precisely dimensioned so that a user's hand cannot reach behind it, which would pose a considerable risk of pinching.

[0038] In a particularly preferred embodiment, the locking element 3 is motor-driven to adjust in the closing direction by means of the adjusting drive 6 in a single closing operation, so that the locking element 3 is moved from the aforementioned pre-closing position to the aforementioned main closing position. With this convenience feature, the user only needs to adjust the locking element 3 to the pre-closing position for the closing process ( Fig. 2a ), from which the adjusting drive 6 then adjusts the locking element 3 from the pre-closing position to the main closing position and thereby takes over the comparatively high door sealing pressure.

[0039] Preferably, the pre-closing position of the locking element 3 is such that it is located between the main closing position ( Fig. 1a ) and the split position ( Fig. 1b ) of the locking element 3. This means that the engagement gap 8 resulting from the opening position of the locking element 3 is larger than the aforementioned gap between the locking element 3 and the vehicle body 2, corresponding to the pre-closing position. Preferably, the width of the engagement gap 8 is greater than 18 mm and more preferably greater than 22 mm. In a particularly preferred embodiment, the width of the engagement gap 8 is between approximately 26 mm and approximately 31 mm. These values ​​have proven particularly advantageous for the user's hand to reach behind the engagement gap 8.

[0040] Here, and preferably, both the closing and opening processes described above are based on a motorized adjustment of the latch 12. Specifically, during the closing process, the latch 12 is motorized by the adjusting drive 6 in the closing direction such that the latch pulls the locking element 3 over the locking wedge 13 or the like into the main closed position. Additionally, during the opening process, the latch 12 is motorized by the adjusting drive 6 in the opening direction such that the latch pushes the locking element 3 over the locking wedge 13 or the like into the gap position. It is also possible, however, for only one of the two processes described above to be based on a motorized adjustment of the latch 12.

[0041] A summary of Fig. 2 with the Fig. 3 shows that the opening of the lock trap 12 ( Fig. 3a ) between the closed position(s) of the lock latch 12 ( Fig. 2 ) on the one hand and the split position of the lock latch 12 ( Fig. 3b ) on the other hand. Here it becomes clear that the lock latch 12 requires a new position for implementing the split position of the locking element 3, namely also one in Fig. 3b The shown split position is assigned.

[0042] Fig. 3 This further shows that the latch 12 engages, or can be brought into engagement, unidirectionally with the locking wedge 13 or the like between its open and its split position, such that a force from the latch 12 to the locking wedge 13 is possible only in the opening direction of the locking element 3. Specifically, a driving force can be exerted from the latch 12 to the locking wedge 13 or the like exclusively in the opening direction of the locking element 3 by means of the adjusting drive 6. The advantage here is that there is no risk of the latch 12 becoming jammed in this adjustment range due to the adjusting drive 6.

[0043] In the illustrated and thus preferred embodiment, the lock latch 12 is for the implementation of the closing process in one pivot direction, in Fig. 3 clockwise, and for converting the setup process into the other swivel direction, in Fig. 2 Adjustable in a counterclockwise direction. Accordingly, the lock latch 12 is bidirectionally adjustable by means of the adjusting drive 6 in order to implement both processes.

[0044] In a particularly preferred embodiment, the adjustment path of the locking element 3 is shorter during the closing process than during the opening process. Here, it is assumed that the closing process involves moving the latch 12 from the pre-locked position to the fully locked position, while the opening process involves moving the latch 12 from its open position to its split position.

[0045] The shape of the latch 12 is of particular importance for the implementation of the setup process. Here, and preferably, the latch 12 has a guide opening 15 for the locking wedge 13, whereby the latch 12 presses the locking wedge 13 in the opening direction 7 of the locking element 3 during the setup process. This results from the transition of Fig. 3a on Fig. 3b In the illustrated and thus preferred embodiment, the latch 12 is designed such that it pushes the locking wedge 13 out of the entry jaw 15 during the setup process. For this purpose, an actuating contour 17 adjoins an inner part of the entry jaw 15, in particular a wall 16 of the entry jaw 15. When the latch 12 is moved from the open position to the gap position, this actuating contour engages with the locking wedge 13, pushing the locking wedge 13 in the opening direction of the locking element 3. This type of actuation of the locking wedge 13 in the opening direction 7 of the locking element 3 is particularly simple in design and therefore cost-effective to implement.

[0046] Numerous design configurations are conceivable for the adjusting drive 6. Here, and preferably, the latch 12 is equipped with a driver 18, which can be engaged with a motor-driven drive element 19. In the illustrated and thus preferred embodiment, the drive element 19 is designed as a cylindrical section with a circular segment-shaped cross-section. The drive element 19 is pivotable about a geometric pivot axis 12a, which is the geometric pivot axis 12a of the latch 12. A drive motor 20, preferably an electric motor, is associated with the drive element 19 and is only indicated in the drawing.When the drive element 19 is pivoted, it engages with the driver 18 in both directions, allowing the latch 12 to pivot in both directions by means of the adjusting drive 6. Accordingly, the latch 12 can be adjusted from the position shown in the diagram. Fig. 2a depicted preliminary closing position in the Fig. 2b The main closing position shown is achieved by pivoting the drive element 19 clockwise by motor. Conversely, the latch 12 can be adjusted from the position shown in Fig. 3a shown disclosure in the Fig. 3b The gap position shown can be achieved by pivoting the drive part 19 counterclockwise by motor.

[0047] An interesting aspect of the design of the driver 18 and the drive unit 19 is the inclusion of a freewheel between these two components. This allows, for example, the adjustment of the latch 12 from its open position to its pre-locked position and also to its fully locked position without the driver 18 acting on the drive unit 19. This enables the manual closing of the locking element 3 without being affected by the adjustment drive 6. Conversely, with suitable control of the adjustment drive 6, it can also be ensured that the adjustment of the latch 12 from the fully locked position through the pre-locked position to the open position occurs without being affected by the adjustment drive 6. This is not shown in the drawing, however.

[0048] Preferably, a control arrangement 21 is associated with the vehicle lock assembly 1, by means of which an opening process of the vehicle lock assembly 1 can be controlled. Such an opening process can be triggered by actuating a radio key, by a sensor arranged below the outer door skin, or the like.

[0049] By means of the control arrangement 21, a motorized opening process can be controlled during an opening process of the locking element 3, in which the locking element 3 is moved from a closed position to the gap position by means of the adjusting drive 6 and thereby an engagement gap 8 is created between the locking element 3 and the vehicle body 2, wherein the locking element 3 can be manually adjusted further in the opening direction of the locking element 3 after the motorized opening process, in particular free from the adjusting drive 6.

[0050] The control arrangement 21 can, in principle, serve exclusively to control the aforementioned adjustment drive 6. Here, and preferably, the locking pawl 14 is assigned its own auxiliary opening drive 22, which is preferably also controlled by the control arrangement 21. During an opening operation, it is then preferably provided that the locking pawl 14 is first disengaged, in particular by means of the auxiliary opening drive 22, and the locking element 3 is then moved by means of the aforementioned adjustment drive 6 in the opening direction 7 of the locking element 3 to create a gap position. The synchronization of the auxiliary opening drive 22 and the adjustment drive 6 is of particular importance here. In particular, it is essential to ensure that the locking pawl 14 is disengaged before the adjustment drive 6 starts.

[0051] Finally, regarding the first-mentioned teaching, it should be noted that the adjusting drive 6 is preferably an electromechanical adjusting drive. However, it is also conceivable that the adjusting drive 6 is a pneumatic, hydraulic, electromagnetic, or similar adjusting drive. Furthermore, it is conceivable that the adjusting drive 6 could perform both the function of motorized adjustment of the lock latch 12 and the function of motorized release of the locking pawl 14, which could lead to a compact and cost-effective design.

[0052] According to a further teaching, which has independent significance, a locking element arrangement 23 is claimed with a locking element 3 mentioned above, which is adjustably coupled to the motor vehicle body 2, and a motor vehicle lock arrangement 1 associated with the locking element 3.

[0053] As proposed, a manual access arrangement 9 is provided on the locking element 3, which is not accessible when the locking element 3 is in a closed position due to the interaction of the locking element 3 and the vehicle body 2 ( Fig.1a ) and is accessible when the locking element 3 is in the gap position, here and preferably through the engagement gap 8 ( Fig. 1b , Fig. 4 ). Fig. 1a This shows that the manual override assembly 9 is protected, in particular covered, by the locking element 3 on the one hand and the vehicle body 2 on the other, when the locking element 3 is in the main closed position. With a suitable design, this can even result in the manual override assembly 9 being sealed to the outside, so that the manual override assembly 9 is always protected from dirt and moisture.

[0054] At the in Fig. 1b In the preferred variant shown for the manual engagement arrangement 9, the manual engagement arrangement 9 is arranged in the region of the end face 3a of the locking element 3 adjacent to the engagement gap 8. The definition of the term "end face" has already been explained above. Here, and preferably, the manual engagement arrangement 9 is arranged in the region of the side of the locking element 3, which is designed as a side door, that faces the rear of the motor vehicle. This is shown in Fig. 1 to recognize.

[0055] In the simplest and in Fig. 1b In the case shown, the hand-engagement arrangement 9 is essentially a surface that the user can reach with his hand by reaching behind the engagement gap 8.

[0056] Alternatively, it can also be provided that the hand-engagement arrangement 9 has a handle part 10 mentioned above, which is adjustable outwards through the engagement gap 8. Fig. 4This shows that this handle part 10 is adjustable in the adjustment direction 11. For this adjustment, the handle part 10 is preferably assigned its own drive, which is not shown here.

[0057] According to another teaching, which also has independent significance, a method for the operation of a proposed motor vehicle lock arrangement 1 is claimed.

[0058] Essentially, according to the further teaching, a control arrangement 21 mentioned above is provided, by means of which an opening process can be controlled. In this process, a motorized opening process is controlled by means of the control arrangement 21, in which the locking element 3 is moved from a closed position to the gap position by means of the adjusting drive 6, thereby creating an engagement gap 8 between the locking element 3 and the vehicle body 2.

[0059] After the motorized setup process, it is preferably the case that the locking element 3 is manually adjusted further in the opening direction of the locking element 3.

[0060] Preferably, during the opening process, the locking pawl 14 is lifted, in particular by means of an opening auxiliary drive 22. The locking element 3 is then moved from a closed position to a gap position by means of the adjusting drive 6 during the motorized opening process. In a particularly preferred embodiment, it can additionally be provided that a handle part 10 mentioned above is subsequently moved outwards through the engagement gap 8. Reference may be made to all embodiments of the proposed motor vehicle lock arrangement 1.

Claims

1. Motor vehicle lock arrangement for a closure element (3) which is adjustably coupled to a motor vehicle body (2), wherein a motor vehicle lock (5) is provided which, when mounted, is arranged on the closure element (3) or on the motor vehicle body (2), wherein the motor vehicle lock arrangement (1), in particular the motor vehicle lock (5), has a servo drive (6) for exerting a driving force on the closure element (3) in its opening direction, so that the closure element (3) can be adjusted in a motorized positioning process from a closed position into a gap position and thus an engagement gap (8) between the closure element (3) and the motor vehicle body (2) can be created, wherein the motor vehicle lock (5) has a latch bolt (12), wherein the latch bolt (12) can be brought out of an open position by a movement in the closing direction of the latch bolt (12) into at least one closed position, especially a main closed position and a pre-closed position, in which the latch bolt (12) engages with a striker (13) or the like for the transmission of door holding forces, and wherein the latch bolt (12) can be brought out from the closed position or closed positions by a movement in the opening direction of the latch bolt (12) into the open position, in which the latch bolt (12) releases the striker (13) or the like in the opening direction (7) of the closure element (3), wherein the latch bolt (12) is spring-loaded towards its open position, wherein the latch bolt (12) is adjustable by means of the servo drive (6) in the positioning process for creating the gap position of the closure element (3) in motorized manner in the opening direction of the latch bolt (12) into a gap position of the latch bolt (12), wherein the open position of the latch bolt (12) lies between the closed position, or the closed positions, of the latch bolt (12) on the one hand, and the gap position of the latch bolt (12) on the other hand, characterized in that the servo drive (6) is received by a lock housing of the motor vehicle lock (5), which also receives the latch bolt (12).

2. Motor vehicle lock arrangement according to Claim 1, characterized in that the closure element (3), after the motorized positioning process, is adjustable manually, free of the servo drive (6), further in the opening direction (7) of the closure element (3).

3. Motor vehicle lock arrangement according to Claim 1 or 2, characterized in that a hand engagement arrangement (9) on the closure element (3) is accessible from the outside through the engagement gap (8), and / or in that a handle (10) of a hand engagement arrangement (9) is adjustable outwardly through the engagement gap (8).

4. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that a locking pawl (14) is provided, which can be brought into a locked position, in which it locks the latch bolt (12) in the closed position or in at least one of the closed positions, and which can be brought into a release position in which it releases the latch bolt (12) in the opening direction of the latch bolt (12).

5. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the closure element (3) is adjustable by means of the servo drive (6) in a pulling shut process in motorized manner in the closing direction, so that the closure element (3) is taken from a pre-closed position into a main closed position, and preferably in that the pre-closed position of the closure element (3) lies between the main closed position and the gap position of the closure element (3).

6. Motor vehicle lock arrangement according to Claim 5, characterized in that the latch bolt (12) is adjustable by means of the servo drive (6) in a pulling shut process in motorized manner in the closing direction of the latch bolt (12) in such a way that the latch bolt (12) pulls the closure element (3) via the striker (13) or the like into the main closed position of the closure element (3).

7. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the latch bolt (12) is adjustable by means of the servo drive (6) in the positioning process in motorized manner in the opening direction of the latch bolt (12) in such a way that the latch bolt (12) pushes the closure element (3) via the striker (13) or the like into the gap position of the closure element (3).

8. Motor vehicle lock arrangement according to Claim 7, characterized in that the latch bolt (12) stands or can be brought into engagement unidirectionally with the striker (13) or the like between its open position and its gap position such that a driving force of the latch bolt (12) on the striker (13) or the like can be exerted only in the opening direction of the closure element (3) by means of the servo drive (6).

9. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the latch bolt (12) is adjustable bidirectionally by means of the servo drive (6).

10. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the latch bolt (12) comprises an inlet opening (15) for the striker (13) or the like, and in that the latch bolt (12) pushes the striker (13) or the like during the positioning process in the opening direction of the closure element (3), especially out from the inlet opening (15).

11. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that a control arrangement (21) is provided, by means of which an opening process of the closure element (3) can be controlled, and in that by means of the control arrangement (21) in the course of an opening process a motorized positioning process can be controlled in that the closure element (3) is adjusted by means of the servo drive (6) from a closed position into the gap position and in this way an engagement gap (8) is created between closure element (3) and motor vehicle body (2), and in that the closure element (3), after the motorized positioning process, is adjustable manually further in the opening direction of the closure element (3).

12. Closure element arrangement with a closure element (3), which is adjustably coupled to a motor vehicle body (2), and with a motor vehicle lock arrangement (1) associated with the closure element (3) according to one of Claims 1 to 11, characterized in that a hand engagement arrangement (9) is provided on the closure element (3), which is not accessible when the closure element (3) is in a closed position owing to the interaction of closure element (3) and motor vehicle body (2) and which is accessible especially through the engagement gap (8) when the closure element (3) is in the gap position.

13. Closure element arrangement according to Claim 12, characterized in that the hand engagement arrangement (9) is arranged in the region of the end face (3a) of the closure element (3) bordering on the engagement gap (8).

14. Closure element arrangement according to Claim 12 or 13, characterized in that the hand engagement arrangement (9) comprises a handle (10) which can be moved outward through the engagement gap (8).

15. Method for the operation of a motor vehicle lock arrangement (1) according to one of Claims 1 to 11, characterized in that a control arrangement (21) is provided, by means of which an opening process of the closure element (3) can be controlled, and in that by means of the control arrangement (21) in the course of an opening process a motorized positioning process is controlled in that the closure element (3) is adjusted by means of the servo drive (6) from a closed position into the gap position and in this way an engagement gap (8) is created between closure element (3) and motor vehicle body (2).

16. Method according to Claim 15, characterized in that the closure element (3), after the motorized positioning process, is adjusted manually further in the opening direction of the closure element (3).

17. Method according to Claim 15 or 16, characterized in that the locking pawl (14) is lifted, particularly by means of an auxiliary opening drive unit (22), and the closure element (3) is then adjusted by means of the servo drive (6) in the motorized positioning process from a closed position into the gap position.