Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock with the locking elements latch (1) and locking pawl (2), wherein the latch (1) is pivotable into a closed position in which it engages a locking wedge (3) or the like, and into an open position in which it releases the locking wedge (3) or the like, wherein the locking pawl (2) is pivotable into a retracted position in which it holds the latch (1) in a closed position, and into a disengaged position in which it releases the latch (1), wherein a drive train (4) for motorically disengaging the locking pawl (2) with an electric opening drive (5) is provided, wherein a lock mechanism (16) is provided which, in the assembled state, serves for the manual disengagement of the locking pawl (2) from the outside and from the inside via an external door handle (12) and an internal door handle (13).and wherein the lock mechanism (16) has a switchable coupling arrangement (17) for transmitting manual actuating forces and can thereby be brought into the mechanical locking states "unlocked", "locked", and "theft-proof", wherein the locking pawl (2) can be manually lifted from the outside and inside in the "unlocked" lock state, not from the outside but from the inside in the "locked" lock state, and neither from the outside nor from the inside in the "theft-proof" lock state. It is proposed that the locking pawl (2) or the drive train (4) be coupled or coupled to a control element (18) of the lock mechanism (16) such that, from the "theft-proof" lock state, the motorized lifting of the locking pawl (2) causes the lock mechanism (16) to be moved into the "locked" or "unlocked" lock state.

Description

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

[0002] The motor vehicle lock in question is applicable to all types of locking elements of a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids, and engine hoods. These locking elements can also be designed like sliding doors.

[0003] The known motor vehicle lock (DE 10 2011 113 647 A1), from which the invention is based, is equipped with the usual locking elements, a latch and a pawl, as well as an electric opening drive for motorized lifting of the pawl. Such an opening function is associated with a high level of user comfort, since the force required by the user to open the motor vehicle door or similar device is extremely low.

[0004] To ensure that the motor vehicle lock provides at least basic security-relevant functions even in an emergency, especially in the event of a failure of the opening drive or a power failure, the motor vehicle lock is equipped with so-called mechanical redundancy. This means that in addition to the motorized opening function, a manual opening function is provided, specifically designed for the above-mentioned emergency. For this purpose, the known motor vehicle lock is equipped with a lock mechanism that serves to manually lift the locking pawl from the outside and from the inside via an outside door handle and an inside door handle. The lock mechanism has a switchable clutch arrangement for the correspondingly selective transmission of manual actuation forces, allowing the mechanical lock states of "unlocked," "locked," and "theft-proof" to be set.The locking pawl can be manually lifted from the outside and inside via the lock mechanism in the "unlocked" state; not from the outside in the "locked" state, but from the inside; and in the "theft-proof" state, neither from the outside nor from the inside. The various locking states of the locking mechanism ultimately serve to prevent misuse of the mechanical redundancy of the vehicle lock. During normal operation, the above-mentioned locking states are implemented purely by a control device of the vehicle lock. This means, for example, that the respective control-related lock state is stored in an electronic memory, and that the motorized lifting of the locking pawl is permitted or denied depending on the respective control-related lock state.

[0005] The above basic concept of the well-known motor vehicle lock requires that the mechanical lock state be systematically adjusted to the control-related lock state. For this purpose, a corresponding control drive is assigned to the lock mechanism.

[0006] One risk with the known motor vehicle lock is that an error in tracking the mechanical lock state, which could be caused, for example, by a control malfunction, could compromise the operational reliability of the motor vehicle lock. This particularly applies to the situation in which the lock mechanism, which is in the "theft-proof" lock state, mistakenly remains in the "theft-proof" lock state after the motor-driven release of the locking pawl. This could result in the operator being inside the motor vehicle while the mechanical lock state is still set to "theft-proof." In the event of an emergency such as the one mentioned above, manual release of the locking pawl would not be possible due to the mechanical redundancy of the motor vehicle lock.

[0007] DE 103 31 497 A1 discloses a motor vehicle lock, wherein the drive train is coupled to a control element of the lock mechanism in such a way that, from the "anti-theft device on" lock state, the motorized lifting of the locking pawl causes the lock mechanism to be adjusted to the "anti-theft device off" lock state. The "anti-theft device off" lock state corresponds to an "unlocked" lock state.

[0008] The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that its operational reliability is increased.

[0009] The above problem is solved in a motor vehicle lock according to the preamble of claim 1 by the features of the characterizing part of claim 1.

[0010] The fundamental idea is that, from the "theft-proof" lock state, the motorized lifting of the pawl mechanically causes the lock mechanism to be adjusted to the "locked" lock state. Specifically, it is proposed that the pawl or the drive train for the motorized lifting of the pawl be coupled or capable of being coupled to a control element of the lock mechanism in such a way that, from the "theft-proof" lock state, the motorized lifting of the pawl causes the lock mechanism to be adjusted to the "locked" lock state.

[0011] With the proposed solution, the mechanical coupling between the pawl and the drive train for motorized lifting of the pawl ensures that the motorized lifting of the pawl is always accompanied by a corresponding adjustment of the lock mechanism, even if an emergency occurs as described above.

[0012] With the proposed mechanical adjustment of the locking mechanism to the "locked" state, it was recognized that, in the situation described, adjusting the locking mechanism to the "unlocked" state is not absolutely necessary to achieve sufficient operational reliability. This is because, by definition, the "locked" state allows manual lifting of the locking pawl from the inside. At the same time, this variant protects the operator inside the vehicle from improperly lifting the locking pawl from the outside, since, by definition, the "locked" state does not allow manual lifting of the locking pawl from the outside.

[0013] The preferred embodiment according to claim 2 allows a particularly high degree of flexibility in the mechanical design, since the drive train for the motorized lifting of the pawl on the one hand and the lock mechanism on the other hand can be designed independently of each other, apart from the proposed coupling.

[0014] The further preferred embodiment according to claim 3 allows the proposed ejection of the lock state "theft-proof" almost without time delay with regard to the motor-driven lifting of the pawl, so that the ejection of the lock state "theft-proof" is carried out even if a drive-related problem should arise after the motor-driven lifting of the pawl.

[0015] Claims 4 to 10 relate to preferred embodiments of the lock mechanism, in particular the coupling arrangement of the lock mechanism. The particularly preferred embodiment of the control element with a control shaft according to claim 8 results in a structurally particularly simple coupling between the pawl or the drive train for motor-driven release of the pawl and the control element. Within this framework, it is preferably provided according to claim 11 that the control shaft has a corresponding control contour, via which the proposed adjustment of the control shaft, and thus a corresponding adjustment of the lock state, can be implemented.

[0016] In the following, the invention is explained in more detail with reference to a drawing which merely represents an exemplary embodiment. In the drawing, Fig. 1 a motor vehicle with several proposed motor vehicle locks, Fig. 2 a proposed motor vehicle lock according to Fig. 1 in the locked state "unlocked" in a perspective view diagonally from below, Fig. 3 the motor vehicle lock according to Fig. 2 in the locked state "unlocked" in a perspective view diagonally from above, Fig. 4 the motor vehicle lock according to Fig. 3 in the locked state, Fig. 5the motor vehicle lock according to Fig. 3 in the lock state "theft-proof" and Fig. 6the motor vehicle lock according to Fig. 2 at the end of the motorized lifting of the pawl from the "theft-proof" lock position in a perspective view obliquely from above.

[0017] The illustrated motor vehicle lock S is equipped with the locking elements lock latch 1 and pawl 2. The lock latch 1 is inserted into the Fig. 2 shown closed position, in which it is in holding engagement with a locking wedge 3 or the like, and into an open position (not shown), in which it releases the locking wedge 3 or the like. In detail, the lock latch 1 can be pivoted from the Fig. 2 Adjust the closed position shown to the open position by swiveling it counterclockwise.

[0018] The pawl 2 can be inserted into the Fig. 2 shown retracted position, in which it holds the lock latch 1 in a closed position, and, in Fig. 2 counterclockwise into a raised position in which it releases the lock latch 1.

[0019] The motor vehicle lock S is further equipped with a drive train 4 for the motorized lifting of the pawl 2, which in turn is assigned an electric opening drive 5. In the illustrated and thus preferred embodiment, the drive train 4 comprises the opening drive 5, a drive cable 6 connected downstream of the opening drive 5, a cable pulley 7, a drive contour 8 arranged on the cable pulley 7 and a release lever 9. When the pawl 2 is motorized raised, the opening drive 5 winds the drive cable 6 onto its drive shaft 5a, so that the cable pulley 7 Fig. 5 counterclockwise. This causes the worm-like drive contour 8 to engage with a drive surface 9a on the release lever 9, so that the release lever 9 is Fig. 5 clockwise. As a result, the release lever 9 with its output surface 9b engages with a later-to-be-explained formation 10 of the pawl 2, so that the pawl 2 is in Fig. 2 swivels counterclockwise into its raised position.

[0020] For controlling the motor vehicle lock S, in particular for controlling the opening drive 5, a lock control 11 is preferably provided, which is Fig. 2 is merely indicated. Furthermore, each of the Fig. 1 A door handle sensor 14, 15 is assigned to the door handles 12, 13 shown, the actuation of which can lead to a motorized lifting of the pawl 2 depending on the control-technical lock state stored in the lock control 11.

[0021] The illustrated motor vehicle lock S has a lock mechanism 16, which, when installed, serves to manually lift the locking pawl 2 from the outside and from the inside via an outside door handle 12 and an inside door handle 13. For this purpose, the door handles 12, 13 are each coupled to the lock mechanism 16 via a mechanical connection. The term "manual lifting of the locking pawl" in this case means that manual actuation forces introduced by the operator via the outside door handle 12 or the inside door handle 13 are transmitted to the locking pawl 2 in order to lift the locking pawl 2, i.e., manually. The door handles 12, 13 thus enable the motorized lifting of the locking pawl via the door handle sensors 14, 15 and the manual lifting of the locking pawl 2 via the respective mechanical connection.

[0022] The locking mechanism 16 has a switchable clutch assembly 17 for transmitting manual actuation forces applied by the operator via the outside door handle 12 or the inside door handle 13, allowing the locking mechanism 16 to be placed in the mechanical locking states "unlocked," "locked," and "theft-proof." The clutch assembly 17 serves to transmit manual actuation forces by transmitting or not transmitting the manual actuation forces applied via the outside door handle 12 or the inside door handle 13 to the locking pawl 2, depending on the locking state. As mentioned above, the locking pawl 2 can be manually lifted from the outside and inside in the "unlocked" locking state; from the inside, however, in the "locked" locking state; and from the outside or inside in the "theft-proof" locking state. This will be explained in more detail below.

[0023] Essential to the proposed teaching is the behavior of the motor vehicle lock S when the pawl 2 is motor-lifted from the "theft-proof" lock state. Generally speaking, it is provided that the pawl 2 or the drive train 4 is coupled or can be coupled to a control element of the lock mechanism 16, which will be explained later, in such a way that the pawl 2 can be motor-lifted from the "theft-proof" lock state ( Fig. 5 ) the motorized lifting of the pawl 2 causes the lock mechanism 16 to be adjusted to the locked state ( Fig. 4 ). The end of the motorized lifting in such a situation shows Fig. 6 , in which a formation 19 of the pawl 2 has come into engagement with the control element 18 in order to transfer the control element 18 into a position which corresponds to the lock state "locked", that is to say the Fig. 4 corresponds to the lock condition shown. In Fig. 6 This was previously associated with a clockwise adjustment of the control element 18, which will be explained later.

[0024] However, to ensure that the operator inside the vehicle can open the vehicle door or the like, it is sufficient to set the locking mechanism 16 to the "locked" lock state.

[0025] It can be seen from the above explanation of the drive train 4 for lifting the locking pawl 2 that, apart from the proposed coupling, the drive train 4 is largely designed separately from the rest of the motor vehicle lock S, in particular from the lock mechanism 16. Accordingly, the motorized lifting of the locking pawl 2 can be carried out independently of the lock mechanism 16, i.e., apart from the proposed coupling. This results in a high degree of design flexibility, as indicated above.

[0026] The proposed adjustment of the control element 18 of the lock mechanism 16 takes place here and preferably substantially simultaneously with the motorized lifting of the pawl 2. In general, the motorized lifting of the pawl 2 overlaps in time, here and preferably simultaneously, with the adjustment of the lock mechanism 16 to the "locked" lock state resulting from the lifting of the pawl 2.

[0027] The coupling arrangement 17 of the lock mechanism 16 has here and preferably for the transmission of manual actuation forces a coupling element 20 that is adjustable depending on the lock state and a counter bearing 21 for the coupling element 20. The counter bearing 21 here provides the function of a driver for the coupling element 20. The coupling element 20 and the counter bearing 21 can best be seen in the illustration according to Fig. 3 This illustration also shows that here and preferably the counter bearing 21 is a component of the pawl 2. According to the illustration Fig. 6 Finally, it can be seen that the counter bearing 21 is inserted into a base body of the pawl 2. Alternatively, it can be provided that the counter bearing 21 is attached to the base body 22 of the pawl 2.

[0028] Fig. 3 further shows that here and preferably two actuating levers 23, 24, namely an external actuating lever 23 and an internal actuating lever 24, are provided, which in the assembled state are mechanically coupled to the outside door handle 12 and the inside door handle 13, respectively. Depending on the lock state, the coupling element 20 lies within or outside the range of movement of the respective actuating lever 23, 24. If the coupling element 20 lies within the range of movement of an actuating lever 23, 24, an operator-side actuation of this actuating lever 23, 24 via a door handle 12, 13 leads to a force being applied to the coupling element 20, which force is transmitted from the coupling element 20 to the counter bearing 21 and thus to the pawl 2, manually lifting it.

[0029] In the lock state "unlocked", which is Fig. 3 As shown, the coupling element 20 lies within the range of movement of the external operating lever 23 and the internal operating lever 24, so that an actuation of both operating levers 23, 24, in Fig. 3 top clockwise, via the coupling element 20 and the counter bearing 21, causes the locking pawl 2 to be manually lifted out.

[0030] In the lock state "locked", which is Fig. 4 As shown, the coupling element 20 lies outside the range of movement of both actuating levers 23, 24, so that when both actuating levers 23, 24 are actuated, they move past the coupling element 20 without acting on the counter bearing 21. A special feature, however, is evident when actuating the inner actuating lever 24, which is equipped with an override contour 25. Actuating the inner actuating lever 24 from the "locked" state causes the override contour 25 to engage with an override counter contour 26 on the control element 18 and the control element 18 to move into the Fig. 3 shown position, which corresponds to the lock state "unlocked". When the inner operating lever 24 is actuated again, the pawl 2 is lifted, as described above with reference to Fig. 3 This means that the vehicle door or similar device can always be opened from the inside, even if it is locked.

[0031] In the "theft-proof" lock state, the coupling element 20 is again outside the range of movement of both actuating levers 23, 24. The special feature here, however, is that the override counter-contour 26 is also outside the range of movement of the inside actuating lever 24. Thus, in the "theft-proof" lock state, opening the motor vehicle door or the like is not possible either from the outside or from the inside.

[0032] The representation according to Fig. 3 shows that the counter bearing 21 is designed in a very special way in this case. In detail, the counter bearing 21 has at least one counter bearing pin 21a, 21b, here and preferably two counter bearing pins 21a, 21b, which extend(s) parallel to the pivot axis 2a of the pawl 2. Here and preferably, the counter bearing 21 has a first counter bearing pin 21a and, offset parallel thereto, a second counter bearing pin 21b, wherein more preferably the counter bearing pins 21a, 21b are arranged along a radial line 27 relative to the pivot axis 2a of the pawl 2. This allows a structurally simple design of the coupling element 20 to be achieved, which, to a first approximation, can be pivoted about the pivot axis 2a of the pawl 2 in order to be able to follow the lifting of the pawl 2.

[0033] A particularly cost-effective design of the coupling element 20 results here and preferably in that the coupling element 20 is designed as a spring-elastic, bendable wire or strip which extends at least in a coupling position substantially transversely to the at least one counter bearing pin 21a, 21b, as shown in particular in the illustration according to Fig. 3 The adjustability of the coupling element 20 for setting the different lock states is realized here by the coupling element 20 in the Fig. 3-5 can be deflected upwards. This deflection is always accompanied by a spring-elastic bending of the coupling element 20. When the pawl 2 is manually lifted, the coupling element 20 follows the pivoting movement of the pawl 2 and, as mentioned above, pivots essentially about the pivot axis 2a of the pawl 2. The basic functioning of the coupling arrangement with a spring-elastically bendable coupling element 20 can be found in European patent EP 2 193 247 B1, which is attributed to the applicant.

[0034] Various advantageous variants are conceivable for the design of the control element 18 of the lock mechanism 16. Here and preferably, the control element 18 has a control shaft 28 that can be deflected about a control shaft axis 28a. As indicated above, the control element 18 can be brought into various control positions, each corresponding to a lock state. In the respective control positions, the control element 18 is preferably fixed in each case by a toggle spring arrangement (not shown). Preferably, the lock mechanism 16 is equipped with a control drive 29 for adjusting the control element 18, so that the mechanical lock state of the lock mechanism 16 can generally be tracked via the lock control 11. Here and preferably, it is provided that the lock control 11 always tracks the mechanical lock state to the control-technical lock state via the control drive 29.In addition, as explained above, the proposed arrangement is such that, from the "theft-proof" lock state, the motorized lifting of the pawl 2 causes a mechanical adjustment of the lock mechanism 16 to the "locked" lock state. In this situation, it is further preferably provided that the lock control 11 takes over a corresponding adjustment of the control-technical lock state to the mechanical lock state.

[0035] A summary of the Fig. 3 bis 5 shows that the control element 18, here the control shaft 28, is coupled to the coupling element 20 in such a way that the coupling element 20 is in the Fig. 3 bis 5 can be adjusted in height, so that the coupling element 20, as mentioned above, is located within or outside the range of movement of the actuating levers 23, 24 depending on the mechanical lock state. For this coupling, the control shaft 28 is equipped with a control cam 30 on which the coupling element 20 is supported. In principle, however, it can also be provided that the control element 18 is formed at least in sections by the coupling element 20, so that an adjustment of the control element 18 necessarily causes an adjustment of the coupling element 20.

[0036] Of particular importance for the illustrated, in this respect preferred embodiment is the fact that the control element 18, here and preferably the control shaft 28, has a control contour 31 to which the pawl 2 is coupled or can be coupled in such a way that from the "theft-proof" lock state, the motorized lifting of the pawl 2 causes an adjustment of the lock mechanism 16 to the "locked" lock state.

[0037] The end of the motorized lifting of the pawl 2 from the "theft-proof" lock state shows Fig. 6 Here, based on the Fig. 5 shown lock state "theft-proof" the pawl 2 in Fig. 5 lifted out clockwise, so that the pawl 2 with its formation 19 came into engagement with the control shaft 28, in particular with the control contour 31 of the control shaft 28, and the control shaft 28 from the in Fig. 5 shown position in the Fig. 6 clockwise position shown. At the end of the motorized lifting of the pawl 2, the lock mechanism 16 is in the locked state, as shown in Fig. 6 is shown.

[0038] The above-mentioned formation 19 of the pawl 2 forms a control contour 32 which is coupled or can be coupled to the control element 18 of the lock mechanism 16, here and preferably to a control contour 31 of the control element 18, in such a way that, as explained above, from the "theft-proof" lock state, the motorized lifting of the pawl 2 causes the lock mechanism 16 to be adjusted to the "locked" lock state.

[0039] The control contour 32 of the pawl 2 or the above-mentioned formation 19 of the pawl 2 can be realized in a variety of different designs. Here, and preferably, it is provided that a counter-bearing pin mentioned above, here the second counter-bearing pin 21b, of the pawl 2 provides the control contour 32 or the formation 19 of the pawl 2, which can be achieved in a particularly simple design.

Claims

1. Motor vehicle lock comprising the following closing elements: a lock catch (1) and a pawl (2), wherein the lock catch (1) can be pivoted into a closed position, in which it is retained in engagement with a striker (3) or the like, and into an open position, in which it releases the striker (3) or the like, wherein the pawl (2) can be pivoted into an engaged position, in which it holds the lock catch (1) in a closed position, and into a liftedout position, in which it releases the lock catch (1), wherein a drivetrain (4) for the motorized lifting-out of the pawl (2) is provided with an electric opening drive (5), wherein a lock mechanism (16) is provided that, in the installed state, serves to manually lift out the pawl (2) from the outside and from the inside by way of an outside door handle (12) and an inside door handle (13), and wherein the lock mechanism (16) has a switchable coupling arrangement (17) for the transmission of manual actuating forces and as a result can be brought into the mechanical lock states "unlocked", "locked" and "anti-theft locked", wherein the pawl (2) can be manually lifted out from the outside and inside in the lock state "unlocked", cannot be manually lifted out from the outside but can from the inside in the lock state "locked", and cannot be manually lifted out either from the outside or from the inside in the lock state "anti-theft locked", characterized in that the pawl (2) or the drivetrain (4) is coupled or can be coupled to a control element (18) of the lock mechanism (16) in such a manner that the motorized lifting of the pawl (2) out of the lock state "anti-theft locked" brings about a displacement of the lock mechanism (16) into the lock state "locked" and in that the control element (18) can be brought into various control positions, each corresponding to a lock state, wherein the control element (18) can be transferred into a position corresponding to the lock state "anti-theft locked", into a position corresponding to the lock state "locked", and into a position corresponding to the lock state "unlocked".

2. Motor vehicle lock according to Claim 1, characterized in that the remainder of the motorized lifting-out of the pawl (2) can be carried out in a manner free from the lock mechanism (16).

3. Motor vehicle lock according to Claim 1 or 2, characterized in that the motorized lifting-out of the pawl (2) takes place in a temporally overlapping, in particular simultaneous, manner with the displacement of the lock mechanism (16), which originates from the lifting-out of the pawl (2), into the lock state "locked" or "unlocked".

4. Motor vehicle lock according to one of the preceding claims, characterized in that, for the transmission of manual actuating forces, the coupling arrangement (17) has a coupling element (20), which can be displaced depending on the lock state, and a counter-bearing (21) for the coupling element (20), preferably in that the counter-bearing (21) is a component part of the pawl (2) and is inserted into a main body (22) of the pawl (2) or is applied to the main body (22) of the pawl (2).

5. Motor vehicle lock according to Claim 4, characterized in that an actuating lever (23, 24), in particular an outer actuating lever (23) or an inner actuating lever (24), is provided, and in that the coupling element (20) is inside or outside the movement range of the actuating lever (23, 24) depending on the lock state.

6. Motor vehicle lock according to Claim 4 or 5, characterized in that the counter-bearing (21) has at least one counter-bearing pin (21a, 21b) which extends parallel to the pivot axis (2a) of the pawl (2), preferably in that the counter-bearing (21) has a first counter-bearing pin (21a) and a second counter-bearing pin (21b) offset parallel thereto, preferably in that the counter-bearing pins (21a, 21b) are arranged along a line that is radial in relation to the pivot axis (2a) of the pawl (2).

7. Motor vehicle lock according to one of Claims 4 to 6, characterized in that the coupling element (20) is configured as a resiliently bendable wire or strip which, at least in a coupling position, extends substantially transversely to the at least one counter-bearing pin (21a, 21b).

8. Motor vehicle lock according to one of the preceding claims, characterized in that the control element (18) has a control shaft (28).

9. Motor vehicle lock according to one of the preceding claims, characterized in that the lock mechanism (16) has a control drive (29) for displacing the control element (18).

10. Motor vehicle lock according to one of Claims 4 to 9, characterized in that the control element (18) is coupled to the coupling element (20) or is formed by the coupling element (20).

11. Motor vehicle lock according to one of the preceding claims, characterized in that the control element (18), in particular the control shaft (28), has a control contour (31) to which the pawl (2) or the drivetrain (4) for the motorized lifting-out of the pawl (2) is coupled or can be coupled in such a manner that the motorized lifting of the pawl (2) out of the lock state "anti-theft locked" brings about a displacement of the lock mechanism (16) into the lock state "locked".

12. Motor vehicle lock according to one of the preceding claims, characterized in that the pawl (2) has a control contour (32) which is coupled or can be coupled to the control element (18) of the lock mechanism (16), in particular to a control contour (31) of the control element (18), in such a manner that the motorized lifting of the pawl (2) out of the lock state "anti-theft locked" brings about a displacement of the lock mechanism (16) into the lock state "locked" or "unlocked".

13. Motor vehicle lock according to Claim 12, characterized in that a counter-bearing pin (21b) of the pawl (2) provides the control contour (32) of the pawl (2).

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