Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, which is equipped with a locking mechanism (1, 2) substantially comprising a rotary latch (1) and a pawl (2). Moreover, an electric motor drive (4, 5) is produced which selectively shifts a coupling element (6) of an actuating lever chain (3, 6, 7) into the "engaged" and "disengaged" positions. According to the invention, the electric motor drive (4, 5) acts, via a pushing member (8), on the coupling element (6) mounted on an actuating lever (7). The pushing member (8) has a blocking element (9) which interacts with a stationary counter-blocking element (10) in order to release the coupling element (6) depending on the position.

Description

[0001] Description

[0002] Motor vehicle lock

[0003] The invention relates to a motor vehicle lock, in particular a motor vehicle door lock, with a locking mechanism consisting essentially of a rotary latch and a pawl, and with an electric motor drive which selectively acts on a coupling element of an actuating lever chain into the "engaged" and "disengaged" positions.

[0004] Motor vehicle locks, and in particular motor vehicle door locks of the above-described design, are used in various variants and in a variety of positions in and on a motor vehicle. These include, among others, tailgate locks, hood locks, fuel filler flap locks, and even seat locks. Generally, however, these motor vehicle locks, and in particular motor vehicle door locks, are installed on motor vehicle side doors.

[0005] Electric motor drives are often used here, as opening drives for electrically opening the locking mechanism. This is particularly advantageous for comfort and acoustic reasons. With the help of such electric motor opening drives, the locking mechanism consisting of a rotary latch and pawl in the closed position can be opened by using the respective drive to lift the pawl from its locking engagement with the rotary latch, for example, using a release lever. This causes the rotary latch to open with spring support, releasing a previously trapped locking bolt and thus the associated vehicle door.

[0006] In addition to such an electrical opening process, the aforementioned electric motor drives can also be used to actuate the coupling element. With the help of the electric motor drive, the coupling element of the operating lever chain can be moved optionally into the "engaged" or "disengaged" positions. In the "engaged" position, the operating lever chain is mechanically closed. This also corresponds to the "unlocked" or "unlocked" state of the operating lever chain. If, however, the coupling element assumes its "disengaged" position, the operating lever chain in question is mechanically interrupted. This includes the "secured" or "locked" functional states.

[0007] In the event of a crash or a power failure of the electric motor drive associated with the locking mechanism opening, emergency measures are required to mechanically open the locking mechanism via an emergency opening with the operating lever chain closed. This provides, for example, arriving emergency personnel with the desired access to the vehicle. This process is referred to as "temporary crash redundancy (TCR)" because the operating lever chain in question is mechanically closed for a limited time (temporarily) to initiate a manual opening process.

[0008] Typically, the operating lever chain assumes its "secured" or "locked" state during normal operation. The operating lever chain is therefore interrupted. This state can also be resumed following the described crash.

[0009] This means that the operating lever chain in question in the example case is generally open during normal operation, so that the locking mechanism cannot be actuated using the operating lever chain during normal operation. Instead, in such a case, the electric motor drive ensures the electric motor opening. However, if emergency operation and consequently an emergency opening occurs, for example in the event of a crash, the operating lever chain is closed mechanically. This is ensured by the coupling element, which in this case is transferred to its "engaged" position. As a result, arriving emergency personnel, for example, can then open the locking mechanism mechanically and manually using the thus closed operating lever chain or an associated outside door handle.

[0010] Such an approach has proven itself in principle, as the generic document DE 10 2019 132 764 A1 clearly demonstrates. This document uses an electric motor drive that acts on a locking element. The locking element can be used to trigger a locking device to assume its locking position. In addition to this electric motor drive, an electric motor opening drive is also implemented. This is structurally complex.

[0011] In a comparable prior art according to EP 3 800 310 A1, which originates from the applicant, the electric motor drive acts on the locking mechanism to open in one opening direction and, in a different unlocking direction, acts on a safety lever to assume its final locking position. For this purpose, a stop is additionally provided for the electric motor drive, which limits the movement of the electric motor drive, at least when actuated in the opening direction to release the final locking position. The stop interacts with a blocking element. Although this eliminates the need for an additional actuator for the blocking element, additional functional elements and levers are required.

[0012] The state of the art has generally proven itself when it comes to motorized actuation of a coupling element of an operating lever chain. However, improvements are still possible in this area. In fact, in connection with such electric motor drives for the coupling element, for example, there is a need to be able and willing to open the operating lever chain, which is "locked" during normal operation, mechanically and manually without applying force to the electric motor drive. This can be achieved by means of a single-stroke actuation on, for example, an outside or inside door handle. However, for safety reasons, a double-stroke actuation is generally preferred for opening the locking mechanism.

[0013] With the first stroke, the outside or inside door handle ensures that the operating lever chain moves from its "secured" or "locked" state during normal operation to the "unsecured" or "unlocked" position. With the next, second stroke, the locking mechanism can then be opened via the thus mechanically closed operating lever chain. However, such a two-stroke actuation cannot currently be combined with an electric motor drive for the coupling element, which is designed, for example, as a so-called "TCR drive." This drive only ensures that the coupling element is moved from its original "disengaged" position, which it assumes during normal operation, to the "engaged" position in the event of a crash.

[0014] In most cases, the electric motor drive in question is also designed and configured for the electrical or electromotive opening of the locking mechanism. In any case, convincing, functional, and simple solutions that allow, for example, a double-stroke operation for mechanical and manual opening of the locking mechanism using simple means are still lacking. This is where the invention comes in.

[0015] The invention is based on the technical problem of further developing such a motor vehicle lock and in particular a motor vehicle door lock in such a way that in particular a double-stroke actuation can be combined with an electric motor drive for actuating the coupling element in an easy and functionally reliable manner and in a simple manner.

[0016] To solve this technical problem, the invention proposes, in a generic motor vehicle lock and in particular a motor vehicle door lock, that the electric motor drive operates via a thrust member on the coupling element mounted on an actuating lever. The thrust member has a blocking element which, depending on its position, interacts with a stationary counter-blocking element to release the coupling element. The release of the coupling element is generally accompanied by its transition from its "disengaged" position to the "engaged" position. This is usually possible because the release releases the coupling element from the thrust member, which is acted upon and held by the electric drive.

[0017] According to the invention, the electric motor drive is first equipped with a thrust element. Typically, the electric motor drive also has at least one electric motor and an actuating element actuated by the motor. A gear mechanism may also be interposed. Furthermore, the actuating element, and thus the electric motor drive as a whole, is advantageously configured and designed in one actuation direction for the electromotive opening of the locking mechanism. In contrast, actuation of the electric motor drive and thus of the actuating element in a different and deviating actuation direction usually corresponds to the thrust element being actuated. The same generally applies to the coupling element.

[0018] The clutch element is generally a clutch slide that reciprocates linearly on the operating lever. This clutch slide can be equipped with an additional spring, which moves the clutch slide into its exposed position ("engaged") relative to the operating lever that supports it. This exposed position of the clutch slide means that when the operating lever is actuated, with the clutch element or clutch slide in its exposed position, a release lever as part of the operating lever chain can be reached and acted upon. In the exposed position of the clutch element or clutch slide, it protrudes beyond a front end of the operating lever, so that the operating lever, including the clutch slide, is able to pivotally act upon the release lever.In contrast, a retracted position of the clutch slide (“disengaged”) does not allow the release lever to be acted upon.

[0019] The pivoting action of the release lever in the "engaged" position of the clutch slide then causes the pawl to be lifted from its locking engagement with the rotary latch by means of the release lever. The rotary latch then opens with spring support and releases a previously trapped locking bolt. The corresponding vehicle door can be opened mechanically by manually applying pressure to the operating lever chain.

[0020] This can be done via an inside door handle or an outside door handle. This means that the operating lever in question can generally be an inside operating lever or an outside operating lever. A so-called central operating lever is also conceivable, which can be part of either an inside operating lever chain or an outside operating lever chain.

[0021] According to the invention, the electric motor drive, via the thrust element, ensures that the clutch element or the clutch slide, which is mounted on the actuating lever for linear displacement, is actuated. Depending on the actuation direction of the electric motor drive, the clutch element can therefore assume the "engaged" and "disengaged" positions. Typically, the clutch element is in its "disengaged" position during normal operation, so that applying pressure to the actuating lever has no effect on the release lever and thus also on the locking mechanism.

[0022] If, starting from this "locked" or "secured state" of the operating lever chain, the locking mechanism is to be opened mechanically and manually, then typically and in accordance with the invention a two-stroke actuation of the operating lever is used. During a first stroke of the operating lever, the operating lever in question, with a recoil arm usually arranged thereon for acting on the blocking element, ensures that initially and via the blocking element the pushing member is moved away from the coupling element. During this process, the blocking element assigned to the pushing member, through its interaction with the stationary counter-blocking element, ultimately ensures that the coupling element is released, i.e. is no longer acted upon by the pushing member typically applied to it and is transferred into its retracted position and held there. Rather, the release of the coupling element orThe clutch slider causes it (possibly assisted by the spring) to automatically move into its exposed position, which corresponds to the "engaged" position of the clutch element. This is usually achieved with a first stroke of the operating lever.

[0023] If the actuating lever is subsequently subjected to a second stroke, the now "engaged" coupling element, together with the actuating lever, can act on the release lever in such a way that the locking mechanism is opened. The previously described release of the coupling element relative to the thrust element is realized and implemented by the interaction between the blocking element on the thrust element and the stationary counter-blocking element.

[0024] This interaction is position-dependent, namely it depends on the position assumed by the thrust member, which is also followed by the blocking element attached to the thrust member. Since, in conjunction with the described first stroke of the actuating lever, the thrust member is acted upon via the recoil arm on the actuating lever and the intermediate blocking element, this results in the desired change in position of the blocking element and thus in interaction with the counter-blocking element. This interaction depends - as already mentioned - on the position of the blocking element, which can be moved together with the thrust member, in relation to the stationary counter-blocking element. Accordingly, the interaction between the blocking element and the counter-blocking element is not only position-dependent, but also time-limited, namely as long as the blocking element and the counter-blocking element can interact with each other at all.

[0025] In any case, the overall design is such that the thrust element, when in contact with the coupling element, initially moves the coupling element into its "disengaged" position and holds it in this position, counteracting the spring associated with the coupling element. This is usually provided by the electric motor drive.

[0026] In contrast, the coupling element released from the thrust member (assisted by the aforementioned spring) can assume its "engaged" position. This usually occurs automatically when the coupling element is released from the thrust member resting against it. For this purpose, the blocking element is usually designed as a lever with at least two arms, rotatably mounted on the thrust member. Both lever arms are generally arranged at an angle, and in particular at right angles, to each other.

[0027] Furthermore, within the scope of a first variant, it is possible to design both lever arms as one piece, i.e. to couple them together in a rotationally fixed manner. A second variant, in contrast, proceeds in such a way that the two lever arms are not rotationally fixed, but rather are connected to one another in an articulated manner. In either case, one lever arm is usually designed as an actuating arm that passes the counter-blocking element and / or is elastically deflected by it. In contrast, the other lever arm is usually a stop arm that interacts with the actuating lever. This means that as soon as the actuating lever is acted upon for the manual and mechanical opening of the locking mechanism during the first stroke, the recoil arm provided on the actuating lever moves against the stop arm in question as a component of the blocking element. As a result, the blocking element as a whole, and thus also the thrust member carrying the blocking element, is acted upon via the recoil arm of the actuating lever.

[0028] As a result, the thrust link is moved away from its contact with the coupling element. This releases the coupling element from the thrust link and allows it to be moved (assisted by its associated spring) from its previously assumed "disengaged" position to the "engaged" position. The locking mechanism can now be opened mechanically and manually with a second stroke of the operating lever.

[0029] At the same time, the interaction between the blocking element and the counter-blocking element ensures that, during a reversing movement of the thrust member towards the starting position associated with normal operation, the stop arm and thus the blocking element as a whole are pivoted away from the recoil arm of the actuating lever, meaning that the recoil arm can no longer act on the blocking element and thus the thrust member. Overall, this results in the thrust member returning to its basic or starting position associated with normal operation after the actuating lever has been actuated as described and the two strokes have been completed in the example case. This means that the thrust member returns to its basic or starting position associated with normal operation, in such a way that the training element is once again in contact with the coupling element and ensures that the coupling element is transferred from its previously temporarily "engaged" position back to the "disengaged" position associated with normal operation.

[0030] All this is achieved by taking into account a structurally simple and functionally reliable design. Furthermore, the number of functional elements is kept to a minimum, allowing operation with a single electric motor drive, which is configured and designed for the electrical or electric motor-driven opening of the locking mechanism in one direction and for the actuation of the sliding element in the other direction. These are the key advantages.

[0031] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0032] Fig. 1 the motor vehicle lock according to the invention in its

[0033] Basic position in normal operation,

[0034] Fig. 2A and 2B the transition from the position “locked” shown in Fig. 1 to the functional state “unlocked” for opening the locking mechanism in a first variant and

[0035] Fig. 3A to 3D show the object according to Figures 1 to 2B in a detailed view in a second variant, again during the transition from the “disengaged” position of the coupling element to the “engaged” position, and a subsequent mechanical and manual opening process. The figures show a motor vehicle lock, which is not limited to a motor vehicle door lock. This has a locking mechanism 1, 2 essentially consisting of a rotary latch 1 and a pawl 2. The locking mechanism 1, 2 is only shown schematically and in section in Fig. 1. In order to open the locking mechanism 1, 2, a release lever 3 must be pivoted clockwise about its axis as shown in Fig. 1, as indicated there by an arrow. The release lever 3 can also be actuated by means of an electric motor drive 4, 5. The electric motor drive 4, 5 consists of a only shown in Fig.1 indicated electric motor or its output shaft, if necessary an intermediate gear and an output-side actuating element 5, which is of particular importance for the following considerations.

[0036] In fact, the actuating element 5 acts on the release lever 3 via a cantilever (not expressly shown) or otherwise by a counterclockwise movement around its axis as indicated in Fig. 1, such that the release lever 3 is pivoted clockwise and can open the locking mechanism 1, 2. In this case, the electric motor drive 4, 5 functions to open the locking mechanism 1, 2 and consequently as an electric motor opening drive. Furthermore, the electric motor drive 4, 5 can act on a coupling element 6 of an actuating lever chain 3, 6, 7. For this purpose, the coupling element 6 in question, according to the exemplary embodiment, is mounted as a coupling slide 6 mounted for linear displacement on an actuating lever 7. The actuating lever 7 may in turn be designed as an internal actuating lever or an external actuating lever.

[0037] In order for the electric motor drive 4, 5 to act on the coupling element 6 accordingly, the actuating element 5 works on a thrust member 8. For this purpose, the thrust member 8 is, for example, connected in an articulated manner or in some other way to the actuating element 5 and essentially performs linear movements in its longitudinal direction, as indicated by a double arrow in Fig. 1.

[0038] In Fig. 1, the coupling element 6 mounted on the actuating lever 7 is in its "disengaged" position. This requires that the electric motor drive 4, 5, via the thrust member 8, urges the coupling element 6 into its retracted position shown in Fig. 1 (against the force of a spring (not shown)) and holds it in this position. This usually corresponds to a clockwise rotation of the actuating element 5, thus urging the electric motor drive 4, 5 in the opposite direction compared to the previously described opening process during the electric motor opening of the locking mechanism 1, 2, which involves urging the actuating element 5 in a counterclockwise direction. The electric motor drive 5, 6 can be the only drive.

[0039] If, starting from this position shown in Fig. 1, "disengaged" of the coupling element 6 and consequently "locked" or "secured" of the associated and open actuating lever chain 3, 6, 7, a crash occurs or if the electrical energy supply of the electromotive (only) drive 4, 5 fails, the coupling element 6 can assume its "engaged" position and this is also intended, which is ensured by the spring assigned to the coupling element 6.

[0040] This corresponds to the coupling element 6 being transferred into an exposed position relative to the actuating lever 7, as shown in dashed lines in Fig. 1. In this exposed position, the spring of the coupling element 6 ensures that the thrust member 8 (and with it the electric motor drive 4, 5) are reset. In this dashed position of the "engaged" coupling element 6, an actuation of the actuating lever 7 in the counterclockwise direction indicated in Fig. 1 about its axis causes the release lever 3 to pivot in the clockwise direction indicated in Fig. 1 via the thus closed actuating lever chain 3, 6, 7, thereby lifting the pawl 2 from its latching engagement with the rotary latch 1. The rotary latch 1 can open with spring support and release the previously trapped locking bolt. An associated motor vehicle door can be opened.

[0041] In contrast, the functional position “disengaged” of the coupling element 6 shown in solid lines in Fig. 1 corresponds to the fact that the operating lever chain 3, 6, 7 is open and the counterclockwise movement of the operating lever 7 indicated in Fig. 1 relative to the release lever 3 and thus also the locking mechanism 1, 2 is idle.

[0042] According to the invention, the (single) electric motor drive 4, 5 not only operates via the thrust member 8 on the coupling element 6 mounted on the actuating lever 7. But an equally possible manual and non-motorized actuation of the actuating lever 7 has the result that the locking mechanism 1, 2 can be opened entirely in this way and as an alternative to the electric motor drive 4, 5. For this purpose, the thrust member 8, with its blocking element 9 arranged thereon and to be described in more detail below, interacts position-dependently with a stationary counter-blocking element 10. This results in the overall release of the coupling element 6 relative to the thrust member 8 and consequently the released coupling element 6 - acted upon by the associated spring - can move into the "engaged" position.

[0043] To do this, the thrust member 8 first transfers the coupling element 6 into its "disengaged" position shown in Fig. 1. As long as the electric motor drive 4, 5 is energized, it ensures that the thrust member 8 remains in contact with the coupling element 6 and that the coupling element 6 also maintains its "disengaged" functional position.

[0044] If, during the transition from Fig. 1 to Fig. 2A, the locking mechanism 1, 2 is to be opened mechanically and manually, for example by a two-stroke actuation of the actuating lever 7, a pivoting movement of the actuating lever 7 about its axis in an anti-clockwise direction during the transition from Fig. 1 to Fig. 2A initially results in the actuating lever 7 acting on the blocking element 9 via a recoil arm 7a. The enlarged illustration in the left-hand part of Fig. 2A shows that in the embodiment according to Figs. 2A and 2B, the blocking element 9 is designed as a lever 9a, 9b with at least two arms which is rotatably mounted on the thrust member 8. In this variant according to Figs. 2A and 2B, the stationary counter-blocking element 10 is a pin with a bevelled surface.

[0045] As a result, during the counterclockwise pivoting movement of the actuating lever 7 around its axis, as shown in Fig. 2A, the recoil arm 7a of the actuating lever 7 pushes one arm 9a of the blocking element 9, which in this embodiment has two arms, as indicated by an arrow in Fig. 2A. Both arms 9a, 9b are predominantly angled to one another and, in particular, at right angles, and are also connected to one another in a rotationally fixed manner, ie, are designed as a single piece.

[0046] In any case, the pushing movement of the recoil arm 7a on the actuating lever 7, shown in Fig. 2A, during the first stroke in the counterclockwise direction indicated in Fig. 2A, results in the two-armed blocking element 9 being able to pass the counter-blocking element 10. This is because the further arm 9b of the blocking element 9 is able to slide over the beveled surface of the pin-like counter-blocking element 10. For this reason, this lever arm 9b is an actuating arm 9b that passes the counter-blocking element 10 or is elastically deflected therefrom. In contrast, the other lever arm 9a, which interacts with the recoil arm 7a on the actuating element 7, functions as a stop arm 9a.

[0047] As soon as the blocking element 9 has reached the position "behind" the counter-blocking element 10, starting from the position in Fig. 2A, the associated movement of the thrust member 8 "to the left" in the exemplary embodiment ensures that the coupling element 6 is released from the thrust member 8. As a result, the coupling element 6 can automatically move (thanks to the spring not shown) into its exposed position shown in dashed lines in Fig. 1. When the actuating lever 7 now returns from the functional position in Fig. 2A or 2B to its basic position shown in Fig. 1, not only does the coupling element 6 move into the "engaged" position, but at the same time the blocking element 9 moves away from the recoil arm 7a and thus the actuating lever 7, as can best be seen from Fig. 2B.

[0048] This is because the thrust member 8, which is generally also spring-loaded in the direction of the coupling element 6, ensures, during the transition from Fig. 2A to Fig. 2B, with a reversing movement indicated by an arrow in Fig. 2B, that the two-armed blocking element 9 performs a pivoting movement in the counterclockwise direction, indicated in the right-hand part of Fig. 2B, so that the stop arm 9a of the blocking element 9 is removed from the recoil arm 7a and pivots away. This is ensured by the counter-blocking element 10, which acts on the actuating arm 9b. As a result of this and following the functional position in Fig.2B, the actuating lever 7, with the aid of the coupling element 6 then in its "engaged" position, can pivot the release lever 3 clockwise after the reversing process following the first stroke during a second stroke (not shown), which in turn opens the locking mechanism 1, 2, both manually and purely mechanically. At the end of this actuation of the actuating lever 7, the thrust member 8 has returned to its starting position as shown in Fig. 1, so that the actuating lever 7, which is then also in its basic position, or the coupling element 6 linearly mounted thereon, can again be moved into the "disengaged" starting position with the aid of the thrust member 8 (e.g., spring-assisted). The functional state according to Fig. 1 is now reached again and is assumed.

[0049] It should be emphasized that the reversing movement of the thrust member 8 can be performed either spring-assisted or by the electric motor drive 4, 5, or by both. Of course, other adjustment movements not shown in detail are also possible in this context. In either case, and starting from the "locked" functional state in normal operation, as shown in Fig. 1, the locking mechanism 1, 2 can be opened by a manual two-stroke actuation of the actuating lever 7, as explained in detail above.

[0050] The illustration according to Figures 3A to 3D shows a further variant of the blocking element 9, which differs from the previously described embodiment according to Figures 2A and 2B essentially in that the blocking element 9 is designed with three arms in this case. However, the stop arm 9a, which interacts with the recoil arm 7a on the actuating lever 7, and the actuating arm 9b of the blocking element 9, which interacts with the counter-blocking element 10, are still implemented. The further, third arm 9c functions in this case as a spring arm, namely for attaching a second spring 12, which is implemented alongside a first spring 11.

[0051] Fig. 3A shows a situation comparable to that shown in Fig. 2A. In this case too, the actuating lever 7, which is actuated in a counterclockwise direction, acts via the recoil arm 7a on the stop arm 9a of the blocking element 9. At the same time, the thrust member 8 is moved “to the left,” as an arrow in Fig. 3A clearly shows. During the transition from Fig. 3A to Fig. 3B, the two articulated lever arms 9a, 9b are pivoted against each other because the actuating arm 9b moves against the counter-blocking element 10. This causes the first spring 11, which is designed as a leg spring, to enclose an angle against its spring force and compared to the elongated, undeflected position shown in Fig. 3A.

[0052] This has the consequence that, as the movement of the thrust member 8 and the blocking element 9 mounted thereon continues, the actuating arm 9b, after passing the counter-blocking element 10, is moved back into its initial position by means of the first spring 11 as shown in Fig. 3A, but beyond the counter-blocking element 10 passed, as shown in Fig. 3C.

[0053] The functional position in Fig. 3C corresponds to the illustration in the previously discussed Fig. 2A, in which the blocking element 9 has passed the counter-blocking element 10. If the thrust member 8 now reverses its movement during the transition from Fig. 3C to Fig. 3D, caused by the spring assigned to the thrust member 8, the electric motor drive 4, 5 or otherwise, this results in the blocking element 9 moving with its actuating arm 9b against the counter-blocking element 10 and thereby the blocking element 9 being pivoted counterclockwise according to the illustration in Fig. 3D - comparable to Fig. 2B - so that the stop arm 9a leaves the recoil arm 7a on the actuating lever 7 and an interaction is no longer observed.As a result of this, the coupling element 6, which is now in the "engaged" position, can again work on the release lever 3 when the actuating lever 7 is additionally acted upon in the counterclockwise direction (second stroke), so that in this way and taking into account the then closed actuating lever chain 3, 6, 7, the locking mechanism 1, 2 can be opened manually and mechanically.

[0054] List of reference symbols

[0055] Rotary latch 1

[0056] Pawl 2

[0057] Lock 1 , 2

[0058] Release lever 3

[0059] Operating lever chain 3

[0060] Drive 4, 5

[0061] Control element 5

[0062] Coupling element 3, 6, 7

[0063] Operating lever chain 3, 6, 7

[0064] Clutch element / clutch slide 6

[0065] Operating lever 7

[0066] Thrower arm 7a

[0067] Thrust link 8

[0068] Blocking element 9

[0069] Stop arm 9a,

[0070] Actuator arm 9b,

[0071] Arm 9c

[0072] Counter-blocking element 10

[0073] Spring 11

[0074] Spring 12

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism (1, 2) essentially consisting of a rotary latch (1) and a pawl (2), and with an electric motor drive (4, 5) which selectively acts on a coupling element (6) of an actuating lever chain (3, 6, 7) into the "engaged" and "disengaged" positions, characterized in that the electric motor drive (4, 5) works via a thrust member (8) on the coupling element (6) mounted on an actuating lever (7), wherein the thrust member (8) has a blocking element (9) which interacts, depending on the position, with a stationary counter-blocking element (10) to release the coupling element (6).

2. Motor vehicle lock according to claim 1, characterized in that the thrust member (8) in contact with the coupling element (6) transfers the coupling element (6) into its “disengaged” position.

3. Motor vehicle lock according to claim 1 or 2, characterized in that the coupling element (6) released relative to the thrust member (8) assumes its "coupled" position, optionally with spring support.

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the blocking element (9) is designed as a lever (9a, 9b) which is rotatably mounted on the thrust member (8) and has at least two arms.

5. Motor vehicle lock according to claim 4, characterized in that both lever arms (9a, 9b) are angled and in particular perpendicular to each other are arranged.

6. Motor vehicle lock according to claim 4 or 5, characterized in that both lever arms (9a, 9b) are connected to one another in one piece or in an articulated manner.

7. Motor vehicle lock according to one of claims 4 to 6, characterized in that a lever arm (9b) is designed as an actuating arm (9b) passing the counter-blocking element (10) and / or elastically deflected therefrom.

8. Motor vehicle lock according to one of claims 4 to 7, characterized in that the other lever arm (9a) is designed as a stop arm (9a) interacting with the actuating lever (7).

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the actuating lever (7) has a recoil arm (7a) for acting on the blocking element (9).

10. Motor vehicle lock according to one of claims 1 to 9, characterized in that the electric motor drive (4, 5) is arranged in one direction for electrically opening the locking mechanism (1, 2) and in another direction for acting on the thrust member (8).

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