Motor vehicle lock

Abstract

The invention relates to a motor vehicle lock and in particular a motor vehicle door lock, which is equipped with a locking mechanism substantially comprising a rotary latch and a pawl. In addition, an inner actuation lever chain (3, 5, 6, 7; 1) and an outer actuation lever chain (2, 4; 1) are implemented. Furthermore, two electromotive drives (8, 9). The first electromotive drive (8) is used to act on the outer actuation lever chain (2, 4; 1) to open / close same. The second electromotive drive (9) is used to act on the inner actuation lever chain (3, 5, 6, 7; 1) to open / close same. To this end, at least one coupling slide (10) is designed in an electromotively axially adjustable manner. According to the invention, the coupling slide (10), by way of its axial adjustment, selectively connects a driver (6) for a coupling element (7) to a locking lever (4) or to a safety lever (5), in particular a child safety lever, specifically in a releasable manner.

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, furthermore with an internal operating lever chain and an external operating lever chain, and with two electromotive drives, wherein the first electromotive drive is designed to act on the external operating lever chain to open / close it and the second electromotive drive is designed to act on the internal operating lever chain to open / close it, and wherein for this purpose at least one coupling slide is adjusted axially.

[0004] An external operating lever chain in a motor vehicle lock, and in particular a motor vehicle door lock, is generally used to open the locking mechanism via an outside door handle. For this purpose, the external operating lever chain is generally equipped with a coupling element, which closes the external operating lever chain when engaged and opens it when disengaged. For this purpose, the coupling element can be engaged and disengaged using the first electric motor drive. For this purpose, the first electric motor drive is usually connected to a locking lever, which in turn acts on the coupling element in question, for example, via a driver.

[0005] A similar procedure can be used for the interior operating lever chain. In this case, too, a coupling element is generally implemented, which, when engaged or inserted, ensures that the interior operating lever chain is closed. In this case, the locking mechanism can be opened directly mechanically via an interior door handle. However, if the interior operating lever chain is in its open position, the coupling element is disengaged or disengaged.

[0006] A second electric motor drive is provided to actuate the coupling element for the internal operating lever chain. This may operate via a safety lever on another driver, which is used to engage or disengage the coupling element as part of the internal operating lever chain. This has proven to be generally effective.

[0007] In fact, the generic prior art according to DE 10 2007 049 900 A1 for a motor vehicle door lock operates in such a way that an opening movement is transmitted from the exterior door handle to the lock with the aid of the exterior operating lever chain. A first clutch actuated by an electric motor is provided for this purpose. When the clutch is engaged, the opening movement is transmitted to the lock. When the clutch is disengaged, the opening movement is not transmitted to the lock. In this case, the exterior operating lever chain is open.

[0008] In addition, a second movement transmission link, or the inside operating lever chain, is connected to an inside door handle to transmit the corresponding opening movement from the inside door handle to the lock. In this case, too, a second clutch is provided, which, when engaged, transmits the opening movement to the lock. However, if the second clutch is in a disengaged position, the opening movement is not transmitted to the lock.

[0009] A clutch slide is also provided, which is pivotally driven by an electric drive. For this purpose, the electric motor drive engages a groove in the clutch slide. This allows the respective clutch to be engaged and disengaged. Overall, this results in a relatively complex structure and also means that the clutch element of the internal operating lever chain cannot necessarily be engaged when the external operating lever chain is unlocked and locked. Disengaging the clutch element of the internal operating lever chain is also not easily possible, regardless of the position of the clutch element or the open or closed position of the external operating lever chain.

[0010] However, such functionality is increasingly required in practice. In this context, the second electric motor drive for the interior operating lever chain can be designed, for example, as an electric motor-driven child safety lock. For such an electric motor-driven child safety lock, it is increasingly required that it can be engaged and disengaged in any position of the vehicle lock, i.e., regardless of whether the exterior operating lever chain is in the closed or open position, and therefore in the "unlocked" or "locked" position.

[0011] Other child safety lock systems are known, for example, from the further prior art according to DE 10 2020 128 302 A1, but also do not allow the previously specified functionality. In this context, a child safety lock state detector is provided, which can be used to determine whether the child safety lock mechanism is in the unlocked or locked state. In this case, a control is carried out to execute a child safety lock priority mode. In this mode, it is not possible to drive the locking mechanism if the child safety lock state detector detects the locked state. This means that the previously specified prior art makes it clear that, in the prior art, an electrical child safety lock in particular is linked to specific functional states and cannot be configured and configured arbitrarily. The invention aims to remedy this situation.The invention is based on the technical problem of further developing such a motor vehicle lock and in particular a motor vehicle door lock such that the inside operating lever chain can be selectively opened and closed, regardless of the state of the outside operating lever chain.

[0012] To solve this technical problem, a generic vehicle lock and in particular motor vehicle door lock is characterized in the context of the invention in that the axially adjustable coupling slide, by means of its axial adjustment, optionally releasably connects a driver for a coupling element to a locking lever or a safety lever, in particular a child safety lever.

[0013] This means that the axially adjustable coupling slide ensures that the driver for the coupling element is connected to either the locking lever or the safety lever. This allows the locking lever or, optionally, the safety lever to act on the driver and thus adjust the coupling element, for example, between its two basic positions: "engaged" and "disengaged."

[0014] In detail, the design is such that the locking lever is formed as a component of the external operating lever chain and is actuated by the first electric motor drive. In contrast, the safety lever is a component of the internal operating lever chain. Furthermore, the safety lever in question is actuated by the second electric motor drive.

[0015] Both the locking lever and the safety lever are generally and particularly advantageously designed as worm gears. The two worm gears can be made of plastic and, in particular, can be injection-molded plastic parts. In this way, according to a further advantageous embodiment, it is possible for both worm gears to be mounted coaxially to one another around a common axis. Furthermore, the procedure is such that both worm gears are each designed with a guide contour for the common clutch slide. In each case, the guide contour is a curved opening.

[0016] This means that the two respective guide contours in the worm gears accommodate the shared clutch slider within them. Because the clutch slider can be adjusted axially, a coupling with either one worm gear or the other can be realized and implemented. The two worm gears are generally a locking worm gear and a safety worm gear.

[0017] The locking worm gear is equipped with a locking contour for at least one locking pin on the clutch slide. The clutch slide usually has two locking pins that are essentially diametrically opposed or at least arranged at an angle to each other. The locking contour is equipped with a corresponding locking recess for the corresponding locking pin.

[0018] In contrast, the locking worm gear has at least one support contour for at least one support pin on the clutch slide. Usually, two diametrically opposed support pins are provided on the clutch slide, specifically on the base side. Accordingly, the locking worm gear is equipped with two corresponding support contours. The two support contours generally extend parallel or in the same arcuate extension as the corresponding guide contour in the locking worm gear. The clutch slide is generally designed as a clutch sleeve. A control pin of the driver is accommodated inside the clutch sleeve. Furthermore, the design is such that the control pin extends through the clutch sleeve with the interposition of a spring. The spring rests on a head of the clutch sleeve and on a round stop of the control pin.The spring is preferably a coil spring.

[0019] In this way, it is possible for the coupling element, as an exemplary component of the interior operating lever chain, to be engaged and disengaged via the driver, regardless of the state ("locked / unlocked") of the exterior operating lever chain. This is particularly convenient and enables effective protection, especially for children, who in this context are usually located on a rear seat. For this reason, at least the two rear side door locks in a motor vehicle are designed according to the invention. In principle, of course, any motor vehicle lock can be equipped with the respective locking lever and the described functionality, for example, to implement and implement an anti-theft function.

[0020] All this is achieved while maintaining a particularly compact design, as the inner operating lever chain and the outer operating lever chain can be controlled simultaneously by the two worm gears mounted coaxially around a common axis. The two worm gears are each controlled by the first and second electric motor drives, respectively, which consequently engage the corresponding gearing on the outer circumference of the worm gears. Since the two worm gears are arranged coaxially to each other, the two corresponding electric motor drives can also be placed on the outer circumference and, for example, parallel or at a small angle to each other inside a lock housing. This facilitates a compact

[0021] Construction.

[0022] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0023] Fig. 1 shows the motor vehicle lock according to the invention schematically,

[0024] Fig. 2 the arrangement of locking lever and safety lever including axially adjustable coupling slide and driver in a perspective,

[0025] Fig. 3A to 3E individual perspective views of the locking lever and safety lever including coupling slide in different functional positions and

[0026] Fig. 4A to 4E another view of the locking lever and safety lever including driver in corresponding functional positions.

[0027] Fig. 1 first shows a motor vehicle lock. In the exemplary embodiment, the motor vehicle lock is a motor vehicle door lock, specifically a motor vehicle side door lock. This is equipped with a locking mechanism (not expressly shown), essentially consisting of a rotary latch and pawl. The locking mechanism is mounted in a lock case which, compared to the plane of the drawing shown in Fig. 1, extends perpendicular to it. The locking mechanism, essentially consisting of a rotary latch and pawl, can be acted upon and, in particular, opened using a release lever 1. An opening movement of the locking mechanism corresponds to the release lever 1, in the illustration according to Fig. 1, performing a pivoting movement around its axis in the clockwise direction indicated here.As a result, an indicated and vertically projecting edge of the release lever 1 can lift the pawl from its engagement with the rotary latch and the locking mechanism opens with spring support.

[0028] The previously described clockwise movement of the release lever 1 can be realized and implemented with the aid of an external operating lever chain 2, 4; 1 or alternatively an internal operating lever chain 3, 5, 6; 7; 1. For this purpose, the external operating lever chain 2, 4; 1 is equipped with an external operating lever 2 and a locking lever 4. In contrast, the internal operating lever chain 3, 5, 6; 7; 1 has an internal operating lever 3, a safety lever 5, and a driver 6. Furthermore, a coupling element 7 is implemented. Both lever chains 2, 4; 1 on the one hand and 3, 5, 6; 7; 1 on the other hand work together on the aforementioned release lever 1, which in turn ensures the opening of the locking mechanism.

[0029] However, this requires that the respective lever chain 2, 4; 1 on the one hand, and 3, 5, 6; 7; 1 on the other hand, is closed. The closed state of the respective operating lever chain 2, 4; 1 or 3, 5, 6; 7; 1 corresponds to the closure of a corresponding coupling element inside the respective lever chain. For this purpose, coupling element 7 is shown in Fig. 1 merely as an example as a component of the internal operating lever chain 3, 5, 6, 7; 1.

[0030] The external operating lever chain 2, 4; 1 is also equipped with such a coupling element. However, for the sake of clarity, this is not explicitly shown. Also not shown is a driver that works on the coupling element in question as a component of the external operating lever chain 2, 4; 1 in order to transfer the coupling element into the "engaged" position corresponding to the closed position of the external operating lever chain 2, 4; 1 and "disengaged" position, which corresponds to the open state of the external operating lever chain 2, 4; 1 in question. According to the exemplary embodiment, the coupling element of the external operating lever chain 2, 4; 1 is controlled with the aid of the locking lever 4, which will be discussed in more detail in Figs. 3A to 3E and 4A to 4E and is a component of the external operating lever chain 2, 4; 1. For this purpose, the locking lever 4 is actuated by means of a first electric motor drive 8.

[0031] In contrast, the coupling element 7, as a component of the interior operating lever chain 3, 5, 6, 7; 1, is transferred into its "engaged" and "disengaged" positions via the driver 6. The engaged state of the coupling element 7 means that the interior operating lever chain 3, 5, 6, 7; 1 is closed, so that actuating an interior door handle via the interior operating lever chain 3, 5, 6, 7; 1 in question corresponds to the release lever 1 being pivoted clockwise, thereby opening the locking mechanism (not shown). If, on the other hand, the coupling element 7, as a component of the interior operating lever chain 3, 5, 6, 7; 1, assumes its "disengaged" state, this means the open position of the interior operating lever chain 3, 5, 6, 7; 1 .In this functional position, the inside door handle is acted upon in relation to the inside operating lever chain 3, 5, 6, 7; 1, so that in this case the release lever 1 is not acted upon and consequently the locking mechanism is not opened.

[0032] 1, 2 and 3A to 3E as well as 4A to 4E, it becomes clear that, in the exemplary embodiment, a coupling slide 10 is implemented which is designed to be axially adjustable. The axial adjustment of the coupling slide 10 corresponds to the fact that the coupling slide 10 optionally releasably connects the driver 6 for the coupling element 7 to the locking lever 4 or the safety lever 5. According to the exemplary embodiment, the safety lever 5 is a child safety lever 5. However, an anti-theft lever could just as well be implemented at this point. This is not shown, however. As already explained, the locking lever 4 represents a component of the external operating lever chain 2, 4; 1. In addition, the locking lever 4 is acted upon by the first electric motor drive 8.In contrast, the safety lever 5 is designed as a component of the internal operating lever chain 3, 5, 6, 7; 1. The safety lever 5, in turn, is actuated by the second electric motor drive 9. Fig. 1 shows that, in the exemplary embodiment and not restrictively, both electric motor drives 8, 9 run essentially parallel to one another and mesh on the outer circumference with the locking lever 4 on the one hand and the safety lever 5 on the other. For this purpose, both levers 4, 5 according to the exemplary embodiment are each equipped as worm gears with a toothing on the outer circumference (not expressly shown). Furthermore, both worm gears 4, 5 are formed as plastic injection-molded parts. The same applies to the clutch slide 10 and the driver 6.

[0033] The two electric motor drives 8, 9 are arranged parallel or predominantly parallel to each other in such a way that their worm gears, each provided on an output shaft, engage on the outer circumference with the locking lever 4 and the safety lever 5, respectively, to rotate them. The associated worm gears run predominantly parallel to each other and are diametrically opposed with respect to a common axis 11 of the locking lever 4 and the safety lever 5, as can be seen from Fig. 1.

[0034] It can be seen that both worm gears 4, 5 are mounted coaxially to one another and with respect to the common axis 11. In addition, both worm gears 4, 5 have an associated guide contour 12, 13. The common clutch slide 10 engages in the guide contour 12, 13. This is because both guide contours 12, 13 are each designed as a curved opening. This can be seen from the different functional positions in Figs. 3A to 4E. The two worm gears 4, 5 are designed, depending on their function, on the one hand as a locking worm gear 4 and on the other hand as a securing worm gear 5. The locking worm gear 4 has the guide contour 12, whereas the securing worm gear 5 is equipped with the additional guide contour 13.

[0035] Particularly from the illustration in Figs. 4A to 4E, it can be seen that the safety worm gear 5 or its guide contour 13 is equipped with at least one support contour 13a. In fact, two support contours 13a are provided at this point, extending on both sides of the guide contour 13. Since the guide contour 13 is arcuate and covers an angle of approximately 180°, the two support contours 13a are also correspondingly circular and also cover the previously mentioned circular arc angle of approximately 180°.

[0036] The support contours 13a can interact with individual support pins 14a, 14b on the coupling slide 10, as can be seen by comparing, for example, Fig. 4E with the illustrations in Figs. 3A to 3E. According to the exemplary embodiment, the coupling slide 10 is designed as a coupling sleeve 10. According to the exemplary embodiment, the coupling sleeve 10 is designed as a hollow cylinder. This allows the coupling slide or the coupling sleeve 10 to accommodate a control pin 6a within it, which is formed as a component of the driver 6. The control pin 6a has a round stop 6b on the head side. In this way, a spring 15 can be placed between the round stop 6b and a head-side end of the coupling sleeve 10. The spring 15 is a helical spring which, with its individual coils, encloses the cylindrical control pin 6a and rests against the round stop 6b on the one hand and the head of the coupling sleeve 10 on the other hand.In this way, an axial movement of the control pin 6a, including the connected driver 6, causes the spring 15 to be compressed or relaxed, respectively. The function of the worm gears 4, 5, or rather the locking worm gear 4 and the safety worm gear 5, is explained in detail below, specifically in connection with the resulting functional positions of the motor vehicle lock. Starting in Figs. 3A and 4A, respectively, the "unlocked" and "child safety lock off" states are shown here. This means that the locking worm gear 4 assumes its "unlocked" state. The driver connected to the locking worm gear 4 and not shown consequently ensures that the coupling element, as a component of the external operating lever chain 2, 4; 1, assumes its "engaged" state, and consequently, the external operating lever chain 2, 4; 1 is closed.

[0037] In the same way, the internal operating lever chain 3, 5, 6, 7; 1 is also closed because, via the driver 6, the coupling element 7 or the coupling lever 7 assumes its "engaged" position as shown in Fig. 1. As a result, the release lever 1 can also be actuated clockwise via the internal operating lever 3 during a clockwise pivoting movement via the closed coupling lever or the coupling element 7 in order to open the closed locking mechanism - as described.

[0038] In the previously described "unlocked" functional position of the locking worm gear 4 or "child safety lock off" and consequently the "off" functional position of the safety worm gear 5, according to Figs. 4A, 3A, the design according to the invention is such that the coupling slide or the coupling sleeve 10 is in engagement with the locking worm gear 4, but no mechanical coupling is observed with respect to the safety worm gear 5. This can be attributed to the fact that the locking pins 14a, 14b at the end of the coupling sleeve 10 are not in engagement with the support contour 13a or guide contour 13 in the safety worm gear 5, or a spacing thereof is observed. In contrast, the coupling sleeve 10 engages with its locking pin 10a in a locking contour 12a of the guide contour 12 on the locking worm gear 4. Starting from this functional position in Fig.3A and 4A, however, when the child safety lock is to be engaged, a pivoting movement of the safety worm gear 5 corresponds to this, whereby the coupling sleeve 10 is axially adjusted with the aid of a control ramp 16 arranged on the safety worm gear 5 and is lifted off its previously assumed engagement with the locking worm gear 4. In fact, the coupling sleeve 10 in the illustration according to Fig. 3A or 4A is in engagement with the locking worm gear 4 because the coupling sleeve 10 engages with its locking pin 10a provided on the outer circumference or at least one of these locking pins 10a in the locking contour 12a of the locking worm gear 4. Therefore, the locking contour 12a is realized on the edge or in the area of ​​the guide contour 12 of the locking worm gear 4.

[0039] If, based on this, the coupling sleeve 10 is axially adjusted using the control ramp 16 in the illustration according to Figs. 3A and 4A, or "raised" in the illustrations according to Fig. 3A, the locking pins 10a on the coupling sleeve 10 are thereby released from the associated locking contour 12a as part of the guide contour 12 and thus from the locking lever or locking worm gear 4 as a whole. Furthermore, the associated pivoting movement of the locking worm gear 5 pivots the coupling sleeve 10 as a whole, specifically in the clockwise direction indicated during the transition from Fig. 4A to Fig. 4B.

[0040] The result is that, in the illustration according to Figs. 3B and 4B, the locking worm gear 4 has retained its position, but the child safety lock has been engaged. This is because the engaged child safety lock is linked to the pivoting movement of the locking worm gear 5 as described and is connected to the axial movement of the coupling sleeve 10, which simultaneously releases the mechanical connection to the locking worm gear 4. At the same time, the axial adjustment of the coupling sleeve 10 results in the two support pins 14a, 14b on the base side of the coupling sleeve 10 being able to engage the guide contour 13 of the locking worm gear 5. Furthermore, the two support pins 14a, 14b come into contact with the support contours 13a of the guide contour 13 on both sides of the locking worm gear 5.

[0041] The overall consequence of this pivoting movement is that not only the coupling sleeve 10 is moved clockwise during the transition from Fig. 4A to Fig. 4B, but also the control pin 6a located inside the coupling sleeve 10. Since the control pin 6a has been moved clockwise, this directly leads to the connected driver 6 also experiencing a movement, namely "downward" during the transition from Fig. 4A to Fig. 4B. Applied to Fig. 1, this means that the "downward" moving driver 6 "disengages" the coupling lever or coupling element 7. As a result, the internal operating lever chain 3, 5, 6, 7; 1 is interrupted, and the child safety lock is in its "engaged" state.

[0042] The transition from Fig. 3B or Fig. 4B to Fig. 3C or 4C corresponds to the locking worm gear 4 transitioning to its "locked" position. This corresponds to a clockwise pivoting movement of the locking worm gear 4 from Fig. 4B to Fig. 4C. In contrast to the sequence in Fig. 4A and Fig. 4B, in this case the locking worm gear 4 has been pivoted clockwise, whereas during the transition from Fig. 4A to Fig. 4B the safety worm gear 5 has undergone a comparable clockwise movement, while the locking worm gear 4 remains stationary.

[0043] By moving the locking worm gear 4 clockwise from Fig. 4B to Fig. 4C, the coupling sleeve 10 with its locking pins 10a moves into the area in which the corresponding locking contours 12a of the guide contour 12 are arranged inside the locking worm gear 4. Starting from this, in order to disengage the child safety lock, it is therefore only necessary for the control ramp 16 and, with it, the locking worm gear 5 to be pivoted accordingly and to leave the coupling gap 10, as can be seen in the transition from Fig. 3B to Fig. 3C. The pivoting movement of the locking worm gear 5 occurs counterclockwise in the illustration and during the transition from Fig. 4B to Fig. 4C, so that then and as a result, the coupling sleeve 10 with its locking pins 10a can snap into the locking contour(s) 12a. This is ensured by the spring 15, which relaxes during this process.In fact, the spring 15 was initially compressed when the coupling sleeve 10 was "lifted" by means of the control ramp 16 and can now relax as the locking pin(s) 10a (re)engage in the locking contours 12a.

[0044] It can be seen that the previously described process, i.e., the transition from "child safety lock on" to the "child safety lock off" functional position, involves a two-stroke operation. This requires that the locking worm gear 4 first performs the clockwise pivoting movement seen in Fig. 4B to Fig. 4C during the transition. Furthermore, and as a second stroke, the control ramp 16 must then release the coupling sleeve 10 so that the coupling sleeve 10 can subsequently engage with its locking pins 10a in the corresponding locking contours 12a.

[0045] Looking at the transition from Fig. 3C and 4C to Fig. 3D and 4D, respectively, the change in the functional position is shown in the sense of "child safety lock engaged." The same applies to Fig. 3E and 4E, where the transition of the child safety lock is shown in the sense of engaging it while the locking worm gear 4 is simultaneously locked.

[0046] Starting from Fig. 3C or 4C, the locking worm gear 4 initially maintains its "locked" position. This means that the locking worm gear 4 does not move during the transition from Fig. 3C, 4C to Fig. 3D or 4D. In contrast, the child safety lock is engaged. This corresponds to the fact that the safety worm gear 5 is controlled, specifically in such a way that the safety worm gear 5 performs a clockwise movement during the transition from Fig. 4C to Fig. 4D. According to the illustration in Fig. 3C and 3D, this corresponds to the control ramp 16 moving under the coupling sleeve 10 and "lifting" it during the described movement sequence. The coupling sleeve 10 or its locking pins 10a mounted on the outer circumference are consequently released from the locking contours 12a as components of the guide contour 12 of the locking worm gear 4 and as a result the coupling sleeve 10 as a whole is released from the locking worm gear 4.Simultaneously, during this process, the two support pins 14a, 14b on the base side of the coupling sleeve 10 engage the guide contour 13 in the safety worm gear 5. At the same time, the two support pins 14a, 14b come into contact with and rest on the support contour 13a as part of the guide contour 13 inside the safety worm gear 5. As a result, the safety worm gear 5 and thus the child safety lock are in the "engaged" state, which means that the coupling element or the coupling lever 7 is acted upon via the driver 6 in the sense of "disengaged." A corresponding opening movement of the internal actuating lever 3 is therefore ineffective compared to the release lever 1, and the locking mechanism cannot be opened.

[0047] The described process, namely that a clockwise movement of the safety worm gear 5 causes the control ramp 16 to move under the coupling sleeve 10 and, as it were, lift it off the locking worm gear 4, respectively, removing the previously observed mechanical connection, can also be understood from Figs. 3E and 4E. It becomes clear that the child safety lock or the safety worm gear 5 can be engaged and disengaged, both when the locking worm gear 4 is in its "unlocked" position and when the locking worm gear 4 assumes its "locked" functional position. This can be seen in the transition from Figs. 3A and 4A to Figs. 3B and 4B, where the transition from "child safety lock off" to "child safety lock on" is shown with the locking worm gear 4 simultaneously in the unlocked state. In contrast, the process in the transition from Fig. 3C or 4C to Fig. 3D or4D, that in this case, in the "locked" state of the locking worm gear 4, the child safety lock can be moved from its previously occupied "off" position to the "on" position.

[0048] During the transition from Fig. 4A, 3A to Fig. 4B, 3B (child safety lock on in the unlocked state), the coupling sleeve 10 is releasably coupled to the locking worm gear 5. During the transition, for example, from Fig. 4A, 3C to Fig. 4A, 3A, ie, "locked" to "unlocked" with the child safety lock engaged, the coupling sleeve 10 is releasably coupled to the locking worm gear 4.

[0049] Instead of operating the child safety lock motorically, it can also be activated manually using a child safety lock button 17. This button works directly on the clutch lever 7.

[0050] List of reference symbols

Claims

Patent claims 1. Motor vehicle lock, in particular motor vehicle door lock, with a locking mechanism consisting essentially of a rotary spring and a pawl, furthermore with an internal operating lever chain (3, 5, 6, 7; 1 ) and an external operating lever chain (2, 4; 1 ), and with two electromotive drives (8, 9), wherein the first electromotive drive (8) is designed to act upon the external operating lever chain (2, 4; 1 ) for opening / closing it and the second electromotive drive (9) is designed to act upon the internal operating lever chain (3, 5, 6, 7; 1 ) for opening / closing it, and wherein for this purpose at least one coupling slide (10) is axially adjusted, characterized in that the coupling slide (10) by its axial adjustment optionally has a driver (6) for a coupling element (7) with a locking lever (4) or a safety lever (5), in particular a child safety lever (5), releasably connected.

2. Motor vehicle lock according to claim 1, characterized in that the locking lever (4) is designed as a component of the external operating lever chain (2, 4; 1) and is acted upon by the first electric motor drive (8).

3. Motor vehicle lock according to claim 1 or 2, characterized in that the safety lever (5) is designed as a component of the internal operating lever chain (3, 5, 6, 7; 1 ) and is acted upon by the second electric motor drive (9).

4. Motor vehicle lock according to one of claims 1 to 3, characterized in that the locking lever (4) and the securing lever (5) are each designed as worm wheels (4, 5).

5. Motor vehicle lock according to claim 4, characterized in that both worm gears (4, 5) are mounted coaxially to one another around a common axis (1).

6. Motor vehicle lock according to claim 4 or 5, characterized in that both worm gears (4, 5) are equipped with a respective guide contour (12, 13) for the common clutch slide (10).

7. Motor vehicle lock according to one of claims 4 to 6, characterized in that a locking worm gear (4) has a locking contour (12a) for at least one locking pin (10a) on the coupling slide (10).

8. Motor vehicle lock according to one of claims 4 to 7, characterized in that a securing worm gear (5) has a support contour (13a) for at least one support pin (14a, 14b) on the coupling slide (10).

9. Motor vehicle lock according to one of claims 1 to 8, characterized in that the coupling slide (10) is designed as a coupling sleeve (10) for a control pin (6a) of the driver (6) received in the interior.

10. Motor vehicle lock according to claim 9, characterized in that the control pin (6a) passes through the coupling sleeve (10) with the interposition of a spring (15).

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