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 substantially comprising a rotary latch (1) and a pawl (2). Moreover, an actuating lever chain (4, 5, 9) acting on the locking mechanism (1, 2) is provided with a coupling lever (9), wherein the coupling lever (9), when engaged, closes the actuating lever chain (4, 5, 9) in order to actuate the lock (1, 2) and opens it when disengaged. The coupling lever (9) interacts with a positioning lever (5), which controls the coupling lever, in order to change between at least two stable end positions, "engaged" and "disengaged". According to the invention, the positioning lever (5) engages, with a pin (7), in a bidirectional slotted link (8) of the coupling lever (9). The bidirectional slotted link (8) is designed in such a way that, when the positioning lever (5) is acted upon, the pin (7) reaches its first end position along a first path (11) and its second end position along a second path (12) separate therefrom.

Description

[0001] Description

[0002] Car 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 actuating lever chain with a coupling lever acting on the locking mechanism, wherein the coupling lever closes the actuating lever chain in the engaged state to act on the locking mechanism and opens it in the disengaged state, and wherein the coupling lever interacts with a positioning lever controlling it to change between at least two stable end positions in the sense of "engaged" and "disengaged".

[0004] Motor vehicle locksmiths, and in particular motor vehicle door locks of the conventional design corresponding to the type explained above, as described, for example, in DE 10 2019 133 654 A1 by the applicant, have, for example, a clutch lever that is pivotally mounted about an axis in or on an operating lever. For this purpose, the clutch lever has a control cam or guide track into which the clutch lever can engage with a pin. Depending on the position of the clutch lever or its pin within the guide track, the operating lever supporting the clutch lever can act on a release lever and, through the thus closed operating lever chain, lift the pawl from its engagement with the rotary latch in the locking position of the locking mechanism. In this way, the associated motor vehicle lock or its locking mechanism is opened.

[0005] In addition to this engaged state of the clutch lever and the associated one stable end position, it is also possible for the clutch lever to be pivoted relative to the actuating lever in such a way that the clutch lever cannot be brought into engagement with the release lever when the actuating lever is acted upon. In this case, the clutch lever assumes its disengaged state as a further second stable end position. The previously mentioned control cam or gate is provided on a control lever in the prior art. In this way, the teaching described above makes it possible to simultaneously lock the actuating lever and unlock the locking mechanism with the help of an additional electric motor drive unit. This has fundamentally proven successful. This is because it gives the electric motor drive or the respective drive unit a dual function.

[0006] A comparable prior art, which also describes a generic motor vehicle lock, is the subject of DE 10 2019 127 109 A1. In this case, a clutch lever is again implemented, which is guided by means of a guide. For this purpose, the clutch lever has a pin that engages with the guide. The guide is provided in or on an actuating lever. This allows the lever chain to be moved into a closing actuation position using an emergency actuation lever, again implemented with an electric motor drive.

[0007] The state of the art has generally proven itself. However, due to the sometimes complex movement of the clutch lever with its pin inside the gate, malfunctions or even malfunctions are possible. The invention aims to remedy this.

[0008] 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 the functional reliability is increased and malfunctions are avoided.

[0009] To solve this technical problem, the invention proposes, in a generic motor vehicle lock and in particular a motor vehicle door lock, that the positioning lever engages with a pin in a two-way link of the clutch lever, wherein the two-way link is designed such that when the positioning lever is acted upon, the pin reaches its first end position along a first path and its second end position along a second, separate path. The two end positions, i.e. the first end position and the second end position, correspond to the engaged or disengaged state of the clutch lever. Both end positions are assumed in a stable manner. Due to the different paths for assuming the respective end position, possible malfunctions are fundamentally avoided, in contrast to the prior art.

[0010] In the context of the exemplary embodiment, the first end position may correspond to the "engaged" position of the clutch lever. In contrast, the second end position corresponds to its "disengaged" functional position. Of course, the opposite procedure is also possible.

[0011] The guide rail within the clutch lever's guide rail prevents any malfunctions and faults from occurring. This is essentially due to the fact that the guide rail, as a component of the clutch lever, and the two-way design of the two-way guide rail implemented at this point and according to the invention, essentially functions and operates according to the so-called ballpoint pen principle. A single or initial actuation of the positioning lever actually results in the positioning lever or its pin assuming the first end position along the first path. The same then applies to the clutch lever with the two-way guide rail, which is thus moved to its first end position. In a ballpoint pen, this corresponds to the mechanism being pressed once and engaging.

[0012] According to the invention, applying pressure to the positioning lever again (preferably in the same actuation direction) now causes the pin of the positioning lever to reach and assume the second end position along the second path, which runs separately from the first path. The same applies to the clutch lever. In the ballpoint pen, this corresponds to the repeated pressing and releasing of the previously described detent.

[0013] What is crucial in this context and according to the invention is that the first and second paths are spatially and functionally separated from each other, so that both the first end position and the second end position of the pin of the positioning lever inside the two-way gate of the clutch lever, and thus also of the clutch lever as a whole, are each assumed safely and stably. In this way, any malfunctions or indifferent functional states cannot occur in principle and are also not observed according to the invention.

[0014] In order to realize and implement this in detail, the design is furthermore such that the two-way link, as a component of the clutch lever, has at least one separating stop that separates the two paths from one another. Usually, two separating stops are implemented. Furthermore, in addition to the separating stop, an evasive stop is provided. The interaction between the evasive stop and the separating stop ensures that the first path and the second path are spatially and functionally separated from one another and that, moreover, the first end position and the second end position are each assumed stably and without mutual influence. As already explained, for this purpose and advantageously, two separating stops and the one evasive stop are provided according to the invention inside the link of the clutch lever.

[0015] The clutch lever supporting the linkage is advantageously equipped with a center zero spring. In this context, the center zero spring ensures that the linkage or clutch lever has and assumes a home position, from which pivoting movements of the clutch lever, and thus also pivoting movements of the linkage supported by the clutch lever, occur against spring force, and the center zero spring ensures a return from this home position. The center zero spring can advantageously be designed as a leg spring arranged on a bearing pin of the clutch lever defining a rotational axis, with one coil section and two legs extending from this. Typically, the coil section encloses the bearing pin, which in turn defines the rotational axis for the clutch lever, which can be pivoted relative to the rotational axis.The two legs of the center-zero spring, on the other hand, are arranged on the edge of the clutch lever and act on it accordingly.

[0016] Furthermore, a return spring is usually assigned to the positioning lever. The return spring ensures that the positioning lever is preloaded or returned to a home position. The clutch lever then also moves to a corresponding home position with the positioning lever, because the positioning lever controls the clutch lever via the pin connected to it. In order to move the clutch lever via the positioning lever, the force of the return spring assigned to the positioning lever must therefore be overcome.

[0017] Furthermore, the design is advantageously such that the positioning lever is equipped with a drive, for example, an electric motor. Manual adjustment of the positioning lever is also possible. Using the drive in question, the positioning lever can be controlled such that the pin carried by the positioning lever moves within the two-way gate as a component of the clutch lever and assumes at least the first and second end positions. In this way, the position of the clutch lever is controlled and specified via the positioning lever.

[0018] Furthermore, the positioning lever is advantageously equipped with at least two arms: a pivot arm supporting the pin and an actuating arm. The electric motor drive can be engaged on the actuating arm, thus ensuring the corresponding adjustment movements of the positioning lever and thus of the clutch lever. Usually, a third arm is also provided, but this is generally unnecessary. In this case, the arms of the positioning lever, and thus the positioning lever as a whole, can be mounted so that they can rotate around a common axis.

[0019] The actuation of the actuating arm of the positioning lever using the electric motor drive can be realized and implemented in any conceivable way. In addition to the previously mentioned manual actuation, it is also conceivable to actuate the actuating arm directly or indirectly, for example via a locking cylinder. The actuating arm can also be actuated directly or indirectly via the electric motor drive. In the case of indirect actuation of the actuating arm of the positioning lever via the electric motor drive, an actuator is usually provided between an electric motor and the actuating arm. The actuator can, for example, be a drive wheel on the output side of an electric motor drive, which is rotated by an electric motor.The rotations of the drive wheel are then transmitted to the actuating arm and thus to the positioning lever, which in turn pivots about its axis and, with the pin it carries, controls the clutch lever in the corresponding direction.

[0020] In this way, functional positions of a safety unit such as "unlocked" when the clutch lever is engaged and "locked" when the clutch lever is disengaged can be realized accordingly. In the unlocked position of the safety unit, the engaged clutch lever ensures that the actuating lever mechanism is mechanically closed. Consequently, manual actuation of the actuating lever mechanism, for example, via an outside or inside door handle, opens the locking mechanism.

[0021] In contrast, the secured position of the safety unit and the consequent disengaged position of the coupling lever relative to the operating lever chain or the operating lever mechanism falls under the scenario that a manual actuation of the previously mentioned inside door handle or the outside door handle relative to the locking mechanism is ineffective. In addition to this function of the electric motor drive as a component of the safety unit, it is possible within the scope of the invention that, due to the implemented gate control of the clutch lever, the electric motor drive for the positioning lever can also, in principle, open the locking mechanism in question by electric motor, as described in detail in the generic prior art according to DE 10 2019 133 654 A1.Either way, the inventive design of the gate as a two-way gate inside the clutch lever, with the first path and the separate second path, and the two stable end positions reached via these paths, ensures a particularly functional design. This prevents any malfunctions. These are the key advantages.

[0022] In the following, the invention is explained in more detail with reference to a drawing which merely represents an exemplary embodiment; in which: Figure 1 shows the motor vehicle lock according to the invention in its

[0023] Basic position or in the "disengaged" state of the safety unit corresponding to the second end position according to Figure 10, solid and dash-dotted the position of the coupling lever in its first end position,

[0024] Figures 2 to 6 show the transition of the motor vehicle lock according to the invention from the basic position or second end position according to Figure 1 in the transition to the first end position in the illustration according to Figure 6 along a first path and

[0025] Figures 7 to 10 show the travel path of the positioning lever and thus also of the coupling lever starting from the first end position according to Figure 6 along the second path up to its second stable end position in the illustration according to Figure 10, which coincides with the previously mentioned basic position according to Figure 1.

[0026] The figures depict a motor vehicle lock, which is a motor vehicle door lock. This is reduced to its essential elements for the invention. In fact, the motor vehicle lock or motor vehicle door lock has a locking mechanism 1, 2, which is only indicated in Figure 1, consisting of a rotary latch 1 and a pawl 2. Also visible are a locking bolt 3 captured by the rotary latch 1, as well as a release lever 4 and a coupling lever 9.

[0027] The release lever 4 and the clutch lever 9 together define an actuating lever chain 4, 5, 9, which, in addition to the release lever 4 and the clutch lever 9, also includes a positioning lever 5. The locking mechanism 1, 2 shown in Figure 1 can be opened with the aid of the actuating lever chain 4, 5, 9. According to the exemplary embodiment, an opening movement of the locking mechanism 1, 2 shown in Figure 1 in the closed state corresponds to the clutch lever 9 being in its engaged state, shown in dash-dotted lines. In contrast, the solid state of the clutch lever 9 corresponds to its disengaged position. An associated safety unit containing the clutch lever 9 is therefore in its "unlocked" position in the engaged state and assumes its "locked" position when the clutch lever 9 is disengaged.

[0028] According to the exemplary embodiment, the change of the clutch lever 9 from its "disengaged" position shown in solid lines to its "engaged" position corresponds to the clutch lever 9 performing a pivoting movement in the counterclockwise direction about its axis 10.

[0029] The engaged state of the clutch lever 9, as shown in the dot-dash line in Figure 1, now leads to a pivoting movement of the clutch lever 9 about its axis 10 in a counterclockwise direction, as indicated in Figure 1, and thus also of the actuating lever mechanism or the actuating lever chain 4, 5, 9, in that the clutch lever 9 acts on the release lever 4 and pivots the release lever 4 clockwise about its axis. As a result, the release lever 4 pivoted clockwise can rotate the pawl 2 counterclockwise, as indicated in Figure 1. This causes the pawl 2 to release from its latching engagement with respect to the rotary latch 1 in the closed state of the locking mechanism 1, 2 shown there. The locking mechanism 1, 2 or the rotary latch 1 is opened so that the rotary latch 1 swings open in the clockwise direction indicated in Figure 1 and releases the locking bolt 3.The same applies to an associated motor vehicle door that is not expressly shown.

[0030] Either way, the overall design is such that the actuating lever chain 4, 5, 9 acting on the locking mechanism 1, 2 is equipped with the previously mentioned clutch lever 9. In its engaged state, shown in dash-dotted lines in Figure 1, the clutch lever 9 ensures that the actuating lever chain 4, 5, 9 is closed for actuating the locking mechanism 1, 2. In contrast, the disengaged state of the clutch lever 9, shown and assumed in solid lines in Figure 1, means that the actuating lever chain 4, 5, 9 is open. Corresponding acts on an actuating lever and thus on the clutch lever 9 therefore have no effect on the locking mechanism 1, 2. In such a case, the locking mechanism cannot be opened.

[0031] In order to ensure that the clutch lever 9 can be moved safely back and forth between the two previously described stable end positions, namely the disengaged state shown in solid lines in Figure 1, the basic position shown here, and the engaged position of the clutch lever 9 according to the dash-dotted representation or corresponding to the functional position in Figure 6, and to prevent malfunctions from occurring, the previously mentioned positioning lever 5 is provided, which is rotatably mounted about an associated axis 6. The positioning lever 5 has a pin 7. The pin 7 engages in a two-way link 8 of the clutch lever 9.For this purpose, the two-way gate 8 is designed such that, by acting on the positioning lever 5, the pin 7 reaches its first end position along a first path 11, as shown in Figure 6, and its second end position along a second, separate path 12, as shown in Figure 10 and Figure 1. In fact, the second end position corresponds to the solid position of the clutch lever 9 in Figure 1, whereas the dot-dash position of the clutch lever 9 represents the first end position, comparable to Figure 6.

[0032] For this purpose, the positioning lever 5 is designed as an adjusting lever, as is basically also provided in comparable motor vehicle locksmiths and in particular in the generic prior art according to DE 10 2019 133 654 A1. As already described, the pin 7 on the positioning lever 5 can cover the first path 11 within the link 8 of the coupling lever 9 until it reaches the first end position of the pin 7 in the functional position according to Figure 6. In addition, the pin 7 is able to complete the second path 12, starting from the first end position as shown in Figure 6 up to the second end position, as shown in Figure 10 and in the same way in solid lines in the basic position according to Figure 1. Within the scope of the exemplary embodiment, the second end position may be as shown in Figure 1 or10 belong to the "locked" position of the safety unit, which corresponds to the "disengaged" state of the clutch lever 9. In contrast, the first end position in the functional position according to Figure 6 represents the "unlocked" state of the safety unit and, accordingly, the "engaged" functional position of the clutch lever 9.

[0033] The security unit may basically be a locking unit, a child safety unit, an anti-theft unit or even a combination.

[0034] It can be seen that the link 8 is not only designed as a two-way link 8, but is also configured such that when the positioning lever 5 is acted upon, the pin 7 reaches the first end position in Figure 6 along its first path 11 and, after the positioning lever 5 is acted upon again (in the same actuating direction), along the second, separate path 12, to the second end position as shown in Figure 10 or in solid lines in Figure 1. Both paths 11, 12 are spatially and functionally separate from one another. The positioning lever 5 is acted upon via a drive, which in the exemplary embodiment is designed as an electric motor drive 15 and is only shown in basic terms in Figure 1.In fact, the electric motor drive 15 has an electric motor that operates on an output-side driven pulley, which in turn engages an actuating arm 5a of the positioning lever 5. In addition to the actuating arm 5a, the positioning lever 5 also has a pin arm 5b, which supports the pin 7 that engages the two-way link 8. Within the scope of the exemplary embodiment, a third arm 5c is also provided, although this is also fundamentally unnecessary. Both arms 5a, 5b, or all three arms 5a, 5b, and 5c of the positioning lever 5, are mounted so as to be rotatable about the common axis 6.

[0035] The previously described spatial and functional separation of the two paths 11, 12 from one another results, according to the exemplary embodiment, from the fact that the link 8 functions according to the ballpoint pen principle already described above. This is because the single and initial actuation of the positioning lever 5, starting from the functional position in Figure 1 or corresponding to the second end position according to Figure 10, results in the pin 7 arranged on the pin arm 5b of the positioning lever 5 moving into the first end position according to Figure 6 and, as it were, locking or being held there. For this purpose, the two-way link 8 is equipped with a separating stop 81 separating the two paths 11, 12 from one another. According to the exemplary embodiment, two separating stops 81, 82 are provided. In addition to the two separating stops 81, 82, an alternative stop 83 can also be seen.

[0036] The two separating stops 81, 82 are located on both sides of the evasive stop 83, which is provided opposite a recess formed between the two separating stops 81, 82, into which the pin 7 dips at the end of the first path 11 and is held in contact with the separating stop 82 in the first end position according to Figure 6.

[0037] The clutch lever 9 is equipped with a center-zero spring 13, which is only indicated in outline. According to the exemplary embodiment, the center-zero spring 13 is designed as a leg spring, and its coiled section encloses the bearing pin defining the axis 10 of the clutch lever 9. Furthermore, two legs extending from the coiled section are provided. The positioning lever 5, in turn, is equipped with a return spring 14, which ensures that the positioning lever 5 is moved into its home position shown in Figures 1 and 10, or the second stable end position ("locked" of the locking unit or "disengaged" of the clutch lever 9).

[0038] The mechanism works as follows. Starting from the second end position or home position of the coupling lever 9 (shown in Figure 1 as "locked" or "disengaged" in Figure 10), the positioning lever 5 or its actuating arm 5a is actuated by the electric motor drive 15 in the counterclockwise direction indicated in Figure 1 about its axis 6, causing the pin 7 to describe the first path 11 within the guide 8, starting from the second end position or home position in Figure 1. This can be seen in the transition from Figure 1 to Figure 2. The return spring 14 acting on the positioning lever 5 is tensioned. At the same time, the pin 7, during its movement along the first path 11 within the link 8, ensures that the coupling lever 9 carrying the link 8 is pivoted slightly counterclockwise about its axis 10 during the transition from Figure 1 to Figure 2.

[0039] The pin 7 on the pin arm 5b of the positioning lever 5 now travels along the first path 11 until the pin 7 reaches the end position shown in Figure 3 within the guide rail 8. The positioning lever 5 is now maximally deflected about its axis 6 and ultimately reaches the "engaged" position of the clutch lever 9, shown in dash-dotted lines in Figure 1. During the further movement of the pin 7 within the guide rail 8 during the transition from Figure 3 to Figure 4, the center-zero spring 13 acting on the clutch lever 9 ensures that the clutch lever 9 and thus also the guide rail 8 are reset. This is because during the transition from Figure 1 to Figure 2 and further to Figure 3, the clutch lever 9, together with the guide rail 8, has been pivoted counterclockwise about its axis 10, causing the center-zero spring 13 to be deflected.After reaching the functional position shown in Figure 3, the center zero spring 13 ensures that the clutch lever 9 and, with it, the gate 8 are returned counterclockwise, as can be seen from the transition from Figure 3 to Figure 4. Now, the pin 7 rests against the deflection stop 83.

[0040] As a result, the return spring 14 acting on the positioning lever 5 can return the positioning lever 5 clockwise during the transition from Figure 4 to Figure 5 until the pin 7 comes into contact with the recess between the two separating stops 81 and 82. This is shown in Figure 5. During the further transition from Figure 5 to Figure 6, the center zero spring 13 in turn ensures that the coupling lever 9 and with it the link 8 are acted upon clockwise around the axis 10 in the direction of the basic position of the coupling lever 9 and the link 8 as shown in Figure 1. As a result of this, in the final effect and at the end of the first path 11, the pin 7 is moved such that it reaches the first end position, as shown in Figure 6.This end position in Figure 6 is stably assumed because the coupling lever 9 and, with it, the gate 8 are still (slightly) preloaded clockwise with respect to the axis 10 by means of the center-zero spring 13. In order to be able to transition from this stable first end position of the pin 7 in the gate 8 and thus also of the coupling lever 9 in the "engaged" position according to Figure 6 or "unlocked" of the safety unit to the second end position according to the functional position according to Figures 10 and 1, respectively, it is necessary for the positioning lever 5 to be actuated again so that the pin 7 can complete the second path 12 separately from the first path 11 until reaching the second end position in the illustration according to Figure 10. This process can be seen in the transition from Figure 6 to Figure 7.In fact, the actuation of the positioning lever 5 by means of the electric motor drive 15 in this case corresponds to the positioning lever 5 being actuated again about its axis 6 in a counterclockwise direction.

[0041] For this purpose, the associated actuating arm 5a of the positioning lever 5 can be actuated manually or, according to the exemplary embodiment, with the aid of the electric motor drive 15, as explained in the introduction to the description. This means that, comparable to the ballpoint pen principle already explained, a renewed actuation of the positioning lever 5 ensures that the previously achieved locking or the reaching of the first end position in the illustration according to Figure 6 after the pin 7 has completed the first path 11 is canceled and can also be canceled. The actuation of the positioning lever 5 on its actuating arm 5a in a counterclockwise direction about its axis 6 during the transition from Figure 6 to Figure 7 now results in the pin 7 being able to leave the lower separating stop 82.As a result, the center-zero spring 13 is able to act on the clutch lever 9 about its axis 10 in a counterclockwise direction, so that the pin 7 changes from the functional position according to Figure 7 to the position according to Figure 8.

[0042] Starting from the functional position in Figure 8 on the part of the pin 7, the return spring 14 acting on the positioning lever 5 now ensures that the positioning lever 5 is pivoted clockwise about its axis 6 and is thereby moved along the second path 12 towards its second end position as shown in Figures 10 and 1. This can be seen in the transition from Figure 8 to Figure 9. During this process, the return spring 14 acting on the positioning lever 5 ensures that the positioning lever 5 is pivoted clockwise about its axis 6. In addition, the pin 7 moved along the second path 12 at the end of the pin arm 5b of the positioning lever 5 pivots the coupling lever 9 and with it the link 8 about the axis 10 in a clockwise direction beyond the basic position shown in Figure 1, as can be seen in the transition from Figure 8 to Figure 9.

[0043] As soon as the pin 7 has reached a free area at the end of the second travel 12, the clutch lever 9 can be reset with the help of the center-zero spring 13, which corresponds to the clutch lever 9 and with it the link 8 pivoting counterclockwise about the associated axis 10, as can be seen in the transition from Figure 9 to Figure 10. The positioning lever 5 or the clutch lever 9 has now reached its second end position corresponding to the basic position in Figure 1, as is also shown in Figure 10 at the end of the second travel 12.

[0044]

[0045] Rotary latch Pawl Locking bolt Release lever Positioning lever a Operating arm b Pin arm c Optional third arm Common axis Pin

[0046] Two-way gate 1 Separating stop 1 2 Separating stop 23Escape stop Clutch lever 0 Rotation axis 1 First way 2 Second way 3 Center zero spring 4 Return spring 5 Electric motor drive

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism (1, 2) consisting essentially of a rotary latch (1) and a pawl (2), and with an actuating lever chain (4, 5, 9) acting on the locking mechanism (1, 2) with a coupling lever (9), wherein the coupling lever (9) closes the actuating lever chain (4, 5, 9) in the engaged state to act on the locking mechanism (1, 2) and opens it in the disengaged state, and wherein the coupling lever (9) interacts with a positioning lever (5) controlling it to change between at least two stable end positions in the sense of "engaged" and "disengaged", characterized in that the positioning lever (5) engages with a pin (7) in a two-way guide (8) of the coupling lever (9), wherein the two-way guide (8) is designed in such a way is,that by acting on the positioning lever (5) the pin (7) reaches its first end position along a first path (11) and its second end position along a second path (12) separate therefrom.

2. Motor vehicle lock according to claim 1, characterized in that the two-way link (8) has at least one separating stop (81, 82) separating the two ways (11, 12) from each other.

3. Motor vehicle lock according to claim 2, characterized in that in addition to the separating stop (81, 82) an evasive stop (83) is provided.

4. Motor vehicle lock according to claim 2 or 3, characterized in that two separating stops (81, 82) and one evasive stop (83) are provided in the interior of the link (8).

5. Motor vehicle lock according to one of claims 1 to 4, characterized in that the coupling lever (9) is equipped with a center-zero spring (13).

6. Motor vehicle lock according to claim 5, characterized in that the center-zero spring (13) is designed as a leg spring arranged on a bearing pin of the clutch lever (9) defining a rotation axis (10) with a winding section and two legs extending therefrom.

7. Motor vehicle lock according to one of claims 1 to 6, characterized in that the positioning lever (5) has a return spring (14).

8. Motor vehicle lock according to one of claims 1 to 7, characterized in that the positioning lever (5) is equipped with a drive, for example an electric motor drive (15).

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the positioning lever (5) is equipped with at least two arms, with a pin arm (5b) carrying the pin (7) and an actuating arm (5a) as well as an optional third arm (5c).

10. Motor vehicle lock according to claim 9, characterized in that the actuating arm (5a) and the pin arm (5b) are mounted rotatably about a common axis (6).

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