Motor vehicle lock assembly for a closure element of a motor vehicle

Abstract

The invention relates to a motor vehicle lock assembly for a closure element (3) of a motor vehicle (4), wherein the motor vehicle lock assembly (1) has a motor vehicle lock (5) with a locking mechanism (6) having a latch (7) and a pawl (8). The motor vehicle lock assembly (1) has a drive assembly (10) with a motor (11) which can generate motor movements in a first motor direction and a second motor direction, and the drive assembly (10) has a first flexible traction means (12), the motor movements in the first motor direction generating traction movements of the first flexible traction means (12). According to the invention, the drive assembly (10) has a second flexible traction means (13), the motor movements in the second motor direction generating traction movements of the second flexible traction means (13), and at least two functions of the functions comprising "lifting the pawl", "closing the latch", and "pushing open the closure element" are divided between the first flexible traction means and the second flexible traction means (13).

Description

[0001] Motor vehicle lock arrangement for a locking element of a motor vehicle

[0002] The present invention relates to a motor vehicle lock arrangement for a locking element of a motor vehicle according to the preamble of claim 1, a locking element arrangement with a locking element and a motor vehicle lock arrangement associated with the locking element according to claim 15, a motor vehicle lock group with at least one first motor vehicle lock according to claim 16 and a method for manufacturing a motor vehicle lock group according to claim 17.

[0003] The term "locking element" is to be understood broadly in this context. It includes, for example, a tailgate, trunk lid, hood, side door, cargo area lid, window, sunroof, or similar components of a motor vehicle. The following discussion focuses on the application of a motor vehicle side door. A locking element can be associated with a motor vehicle lock assembly, which serves to hold the locking element in a closed position and secure it against opening. Motor vehicle locks are increasingly designed to offer convenience features, particularly push-to-open and / or pull-to-close functionality, while minimizing costs and installation space. A motor vehicle lock typically comprises a locking mechanism with a latch and at least one locking pawl.

[0004] When the locking mechanism is pushed open, it is moved into a gap position. This gap position is a position beyond the fully open position of the vehicle lock. The fully open position, in turn, is the position reached when the vehicle lock is opened, specifically when the locking pawl is disengaged. Due to the pressure of the door seal and any spring tension in the latch, the locking mechanism is pushed open slightly by disengaging the locking pawl, and the vehicle lock reaches the fully open position. However, especially with modern handleless side doors, the user should be able to open the side door by reaching into the gap between the vehicle body and the side door. For comfortable access, the gap in the fully open position is insufficient. Therefore, a push-to-open mechanism is provided that pushes the side door, or more generally the locking mechanism, open further.To press the locking element into the gap position, the pressing arrangement has a pressing element and a motor with a motor shaft for adjusting the pressing element.

[0005] When the latch is pulled shut, the lock latch is automatically pulled, typically from a semi-closed position to a fully closed position, meaning it is moved in its closing direction. This eliminates the need for the user to fully close the lock; instead, it can be moved into the semi-closed position with minimal effort. Even when combined with a motorized lock, a pull-shut mechanism can be advantageous, as the drive mechanism then doesn't have to exert the force required to force the lock against the door seal into the fully closed position. Drive mechanisms for locks are generally not designed for such a combination of short travel and high torque.

[0006] The prior art (EP 1 536 090 A2), from which the invention is based, relates to a motor vehicle locking assembly according to the preamble of claim 1. This motor vehicle locking assembly comprises a motor vehicle lock with a locking mechanism including a latch and a pawl, and a drive assembly with a motor capable of generating motor movements in a first motor direction and a second motor direction. The drive assembly also comprises a first flexible traction element, wherein the motor movements in the first motor direction generate traction movements of the first flexible traction element. Drives with flexible traction elements have proven effective for implementing individual functions in motor vehicle locks. The more functions a motor vehicle lock has, the higher its cost and the more space it requires.

[0007] It is a challenge to implement multiple functions of a vehicle lock cost-effectively and while considering installation space requirements. The invention addresses the problem of redesigning and further developing the known vehicle lock arrangement in such a way as to achieve further optimization with regard to this challenge.

[0008] The above problem is solved by the features of the characterizing part of claim 1.

[0009] The fundamental consideration is that a second flexible pull rod can be provided, driven by the same motor, when the motor generates movements in the second direction. Several of the vehicle lock's functions can then be distributed across these flexible pull rods. It is interesting to note that both opening and closing the lock require comparatively high forces. If the pawl release is performed by a high-force motor, the locking mechanism can be designed more efficiently, as measures enabling the pawl release with low force (so-called soft-open locks) are unnecessary. Furthermore, the flexible pull rods eliminate the need to coordinate the motor's functions and placement, allowing them to be adapted to the available installation space, since the flexible pull rods can transmit force around corners.Furthermore, flexible traction elements are more efficient and cost-effective than other power transmission means. This is due to their low friction and the fact that flexible traction elements can tolerate tolerances much better than, for example, gears. Finally, the development of variations in automotive locks is also simplified when multiple functions can be implemented by a single motor and omitted or added accordingly.

[0010] Specifically, it is proposed that the drive arrangement has a second flexible traction element, that the motor movements in the second motor direction generate traction movements of the second flexible traction element, and that at least two of the functions 'lifting the pawl', 'tightening the latch' and 'pushing the locking element' are divided between the first and the second flexible traction elements.

[0011] In an embodiment according to claim 2, the pushing action is assigned to the first flexible traction element. In an embodiment according to claim 3, the lifting action of the pawl is assigned to the first flexible traction element. Preferably, therefore, pushing and lifting are performed synchronously via a common flexible traction element. In an embodiment according to claim 4, the pulling action is assigned to the second flexible traction element. The pulling action is temporally / functionally independent of pushing and lifting and is therefore preferably assigned to the opposite motor direction.

[0012] Claim 5 relates to embodiments in which the motor and / or the pressing element form a single unit with the vehicle lock. The flexible traction elements allow for a compact arrangement.

[0013] The flexible traction elements, in particular both of them, can be wound onto and unwound from a winding shaft, especially the same winding shaft, which can be coaxial with the motor shaft. This results in a compact arrangement.

[0014] The first flexible tensioning element can be attached directly to the pressing element, further increasing the compactness of the overall arrangement (claim 7). Furthermore, if the first flexible tensioning element runs along the pressing element, the latter can be moved with minimal lateral forces, thus reducing the risk of tilting.

[0015] Claim 8 relates to preferred embodiments in which the second flexible traction element is attached to a pull lever or the lock latch and can be deflected and twisted several times for this purpose. This demonstrates the particular flexibility of the flexible traction elements.

[0016] According to claim 9, the drive arrangement can have a neutral position. Preferably, in this neutral position, both flexible traction elements are pre-wound onto one, and in particular the same, winding shaft. Particularly to reduce the amount of pre-wound flexible traction element and thus save costs, it can be provided that one or both flexible traction elements flip over (claim 10). If one flexible traction element is unwound, particularly while the other flexible traction element is being wound up and performing a function, this flexible traction element must be able to unwind sufficiently to accommodate the entire stroke of the other flexible traction element. Assuming the same winding radius, the length of pre-wound flexible traction element can be reduced by up to 50% if it flips over after unwinding and is then rewound.

[0017] Claims 11 and 12 relate to possible methods of resetting the functional elements (push-up element, pull-down lever, and pawl) driven by the flexible traction elements. Of particular interest is the possibility according to claim 12 of resetting the push-up element by means of the second flexible traction element. This, or a similar design, allows the push-up element to also be used to tension the second flexible traction element while it is unwound when the first flexible traction element is pulled.

[0018] Claim 13 relates to preferred embodiments of the flexible traction elements, which may each be a band. An unsheathed design, particularly in contrast to a Bowden cable, also increases flexibility and deflection capability. A band can be more robust than a rope while simultaneously being less expensive.

[0019] Since the motor is preferably designed to push open the locking element or lift the locking pawl even after a crash, it can preferably be throttled back (claim 14).

[0020] According to a further teaching according to claim 15, which has independent significance, a locking element arrangement is claimed comprising a locking element and a proposed motor vehicle lock arrangement associated with the locking element.

[0021] Reference may be made to all statements regarding the proposed motor vehicle lock arrangement.

[0022] According to a further teaching according to claim 16, which also has independent significance, a motor vehicle lock group is claimed comprising at least one first proposed motor vehicle lock and at least one further motor vehicle lock, which is derived as a variant from the motor vehicle lock by omitting one of the flexible traction elements and / or one of the functions "tightening the lock latch" and "pressing on the locking element".

[0023] Reference may be made to all statements concerning the proposed motor vehicle lock arrangement and the proposed locking element arrangement.

[0024] According to a further teaching as claimed in claim 17, which also has independent significance, a method for manufacturing a proposed motor vehicle lock assembly is claimed, wherein the first and the further motor vehicle lock are produced as variants of each other using at least some functionally, in particular completely, identical components.

[0025] Reference may be made to all statements concerning the proposed motor vehicle lock arrangement, the proposed locking element arrangement and the proposed motor vehicle lock group.

[0026] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows

[0027] Fig. 1 a) a motor vehicle with a motor vehicle lock in b) an open position and c) a main closed position,

[0028] Fig. 2 shows the proposed motor vehicle lock in a neutral position,

[0029] Fig. 3 shows the motor vehicle lock after the locking pawl has been lifted.

[0030] Fig. 4 shows the motor vehicle lock after the locking element has been pressed down.

[0031] Fig. 5 shows the motor vehicle lock after the latch has been pulled closed, and Fig. 6 shows a variant of the motor vehicle lock in which both flexible pulling elements act on the pushing element.

[0032] The proposed motor vehicle lock arrangement 1 is associated with a locking element 3 that is adjustably coupled to a motor vehicle body 2. The locking element 3 is, in this case, preferably a side door of a motor vehicle 4. However, the proposed motor vehicle lock arrangement 1 can also be applied to all other conceivable locking elements 3 of a motor vehicle 4. These include, in particular, rear doors, tailgates, trunk lids, or hoods. Here, and preferably, the locking element 3, designed as a side door, is pivotable about a substantially vertically oriented pivot axis. In principle, however, the locking element 3 can also be designed in the manner of a sliding door.

[0033] The embodiment shown in the figures, which is preferred in this respect, relates to a motor vehicle lock arrangement 1 for a locking element 3 of a motor vehicle 4.

[0034] The vehicle locking assembly 1 comprises a vehicle lock 5, which, in the assembled state, is arranged on the locking element 3. Alternatively, the vehicle lock 5 can also be arranged on the vehicle body 2. The vehicle lock 5 is equipped with a locking mechanism 6, a latch 7, and a locking pawl 8.

[0035] The latch 7 can be moved from an open position shown in Fig. 1 b) by turning it in the closing direction (clockwise in Fig. 1) to at least one closed position (Fig. 1 c)), here a main closed position and a pre-locking position. In the closed positions, the latch 7 engages with a locking element 9 or the like to transmit door holding forces. These door holding forces act on the locking element 3 in its closing direction to prevent the locking element 3 from opening. Conversely, the latch 7 can be moved from the closed positions to the open position (Fig. 1 b)) by turning it in the opening direction (counterclockwise in Fig. 1), in which the latch 7 releases the locking element 9 in the opening direction of the locking element 3.

[0036] It can be seen from the figures that the locking pawl 8 is associated with the latch 7, and that the locking pawl 8 can be moved into a locking position in which it locks the latch 7 in a closed position (in Fig. 1c) in the main closed position) against pivoting in the opening direction of the latch 7. Furthermore, the locking pawl 8 can be lifted, preferably by a motor, into a release position in which it releases the latch 7 in its opening direction, so that the latch 7 can pivot into its open position. Lifting the locking pawl 8 into the release position is shown in Fig. 1) by pivoting the locking pawl 8 counterclockwise. The release position of the locking pawl 8 is shown in Fig. 1b).

[0037] While the locking pawl 8 is spring-loaded against the latch 7, the latch 7, also spring-loaded, forces itself into its open position. The spring arrangements required for this are not shown here for the sake of clarity.

[0038] The vehicle locking assembly 1 comprises a drive assembly 10 with a motor 11, which can generate motor movements in a first motor direction and a second motor direction. As will be explained later, several functions can be implemented by means of the motor 11. The drive assembly 10 further comprises a first flexible traction element 12. The motor movements in the first motor direction generate traction movements of the first flexible traction element 12.

[0039] It is essential that the drive arrangement 10 has a second flexible traction element 13, wherein the motor movements in the second motor direction generate traction movements of the second flexible traction element 13. Furthermore, at least two of the functions 'releasing the locking pawl', 'tightening the latch', and 'pressing the locking element' are distributed between the first and second flexible traction elements 13. Each of the at least two functions is thus assigned to one of the two flexible traction elements 11, 12. Preferably, all three functions are performed by the motor 11 and, more preferably, by the two flexible traction elements 11, 12. For this purpose, two functions are assigned to one of the flexible traction elements 11, 12, and one further function is assigned to the other flexible traction element 11, 12.However, it is also conceivable, for example in the course of vanant formation, that a proposed motor vehicle lock 5 does not implement the function of pulling or pushing open.

[0040] In general, it is preferably the case that the first flexible traction element 12 and / or the second flexible traction element 13 has a longitudinal direction along which the movements transmitted by the respective flexible traction element 11, 12 are transmitted, and that the respective flexible traction element 11, 12 is flexible transversely to the longitudinal direction, and / or that the respective flexible traction element 11, 12 is longitudinally stable during the transmission of a movement. An advantage of a flexible traction element 11, 12 is also that a pulley system can be implemented. Accordingly, the first flexible traction element 12 and / or the second flexible traction element 13 is preferably part of a pulley system.

[0041] In general, the term "flexible" in connection with the tensile elements means that they are flexible orthogonally to the direction of tension. In the direction of tension, the respective flexible tensile element 11, 12 is preferably stable such that the tensile forces occurring do not cause any relevant change in length of the flexible tensile element 11, 12.

[0042] The following section will first consider the pushing function. Here, and preferably, the vehicle lock assembly 1 has a pushing mechanism for pushing the locking element 3 into a gap position. The pushing mechanism includes a pushing element 14, preferably linearly adjustable and designed as a slide, for pushing the locking element 3 into the gap position. The function "pushing the locking element" then consists of adjusting the locking element 3 into the gap position.

[0043] The pushing element 14 rests against the vehicle body 2 when it pushes the locking element 3 into the gap position. The function of the pushing element 14 can be seen in Fig. 1 a) in conjunction with Figs. 1 b) and c). The vehicle lock 5 is shown in the same orientation in Figs. 1 a) to c). When the pushing element 14 is moved linearly to the left, it presses against the body, thus opening the side door. A user can then reach into the resulting gap in the gap position and manually open the locking element 3 further.

[0044] Typically, a gap of less than 10 mm, preferably about 6 mm, remains between the locking element 3 and the vehicle body 2 when viewed in the opening direction, when the lock latch 7 is in the pre-locked position. This gap is therefore dimensioned precisely so that a user cannot reach behind it, which would pose a considerable risk of pinching.

[0045] Preferably, the pre-closing position of the locking element 3 lies between the main closing position and the gap position of the locking element 3. This means that the engagement gap resulting from the gap position of the locking element 3 is larger than the aforementioned gap between the locking element 3 and the vehicle body 2 corresponding to the pre-closing position. Preferably, the width of the engagement gap is greater than 18 mm and more preferably greater than 22 mm. In a particularly preferred embodiment, the width of the engagement gap is between approximately 26 mm and approximately 31 mm. These values ​​have proven particularly advantageous for the user's hand reaching behind the engagement gap.

[0046] To perform the function 'pressing open the locking element', the motor 11 generates motor movements in the first motor direction, which in turn generate pulling movements of the first flexible pull element 12. This causes the first flexible pull element 12 to adjust the pressing element 14 in a pressing direction, thus pressing the locking element 3 into the gap position. The pressing of the locking element 3 is shown starting in Fig. 2, with an intermediate position in Fig. 3, and ending in Fig. 4. During the pressing process, the first flexible pull element 12 is pulled, causing it to pull on the pressing element 14 and adjust it towards the vehicle body 2. A maximum pressing force of the pressing element 14 is preferably at least 800 N, and more preferably at least 1000 N.

[0047] It can be seen that the pressing direction of the pressing element 14 is linear. Additionally or alternatively, the pressing element 14 is preferably designed separately from the lock latch 7. The stroke of the pressing element 14, and thus of the first flexible pull element 12, can be at least 30 mm, preferably at least 40 mm, and more preferably at least or approximately 50 mm. Preferably, the stroke is at most 150 mm, and more preferably at most 100 mm.

[0048] Particularly with regard to Figures 2 and 3, it is preferably provided that the motor 11, for performing the function 'releasing the pawl', generates motor movements in the first motor direction, which in turn generate pulling movements of the first flexible pull element 12. This causes the first flexible pull element 12 to move the pawl 8 into an opening direction, thus releasing the pawl 8. Therefore, preferably, the releasing and pressing actions occur mechanically synchronized. This can be seen in Figure 3. Preferably, during the function 'pressing the locking element', the pressing element 14 transmits a movement to the pawl 8 to release it. Preferably, the pressing element 14 has a drive contour 15 by means of which it releases the pawl 8.

[0049] It is therefore preferably the case that the drive contour 15 acts directly on the pawl 8 or directly on an element firmly connected to the pawl 8. It is particularly preferred that the pawl 8 has a metal core and a plastic component firmly connected to the metal core, and that the drive contour 15 acts directly on the plastic component.

[0050] It is particularly evident from Figures 2 to 4 that here, and preferably during the pressing action, the pressing element 14 goes through a first movement phase (from Fig. 2 to Fig. 3) and a subsequent second movement phase (from Fig. 3 to Fig. 4). In the first movement phase, the pressing element 14 lifts the locking pawl 8 without pressing the locking element 3 open, and in the second movement phase, the pressing element 14 presses the locking element 3 open.

[0051] As can be seen from Fig. 4, for example, the pushing element 14 preferably holds the pawl 8 in a release position after it has been lifted. This allows the latch 7 and the locking element 9 to move freely. Preferably, the pushing element 14 only releases the pawl 8 from the release position when the pushing element 14 is reset in a reversing process, particularly by the motor. Depending on the specific design, such a function is known as a snow load function.

[0052] During the pushing process, the drive contour 15 acts first on the pawl 8 (Fig. 2 to Fig. 3) and subsequently, during the pushing process, a support contour 16, which is functionally separate from the drive contour 15, acts on the pawl 8 (Fig. 4).

[0053] Preferably, the drive contour 15 points at least partially in the direction of travel of the pressure element 14 and is, in particular, arranged transversely to the direction of travel of the pressure element 14. Here, the drive contour 15 is arranged orthogonally to the direction of travel. During the pivoting of the pawl 8, a projection 17 of the pawl 8 moves along the drive contour 15 until it finally leaves the drive contour 15 and is no longer moved along the direction of travel, but is only supported orthogonally to the direction of travel, here upwards. Preferably, the support contour 16 therefore extends along the direction of travel of the pressure element 14. During the reversing process, the pawl 8 moves along the support contour 16 and then engages the drive contour 15, thereby allowing the pawl 8 to engage during the further reversal of the pressure element 14.

[0054] Generally speaking, a contour change preferably takes place here, in which the pawl 8 switches back and forth between two contours of the pressing element 14. Furthermore, it is preferably provided here that the pressing element 14 is in a neutral position before the start of a pressing operation, and that the pawl 8 can be lifted freely relative to the pressing element 14 when it is in the neutral position, in particular by means of a mechanical redundancy. The pressing element 14 has a chamfer 18 relative to the drive contour 15, which provides sufficient space for the pawl 8 to be lifted. Of course, a chamfer 18 is not required; any other free movement, in particular simply sufficient space, is adequate.

[0055] Furthermore, it is preferably the case here that the pushing element 14 can be returned to the zero position after a pushing operation without the locking pawl 8 engaging. If the locking pawl 8 cannot yet engage during the reversing operation because it is in contact with the latch 7 and the latter is still in an open position, the extension 17 of the locking pawl 8 remains below the engagement contour 15 and the pushing element 14 can move freely.

[0056] With regard to the transition from Fig. 2 to Fig. 5, it is preferably provided here that the motor 11, in order to perform the function "closing the latch", generates motor movements in the second motor direction, which in turn generate pulling movements of the second flexible pull element 13. This causes the second flexible pull element 13 to move the latch 7 in a closing direction, thus closing the latch 7, in particular from the pre-closing position and / or into the main closed position. The stroke of the second flexible pull element 13 during closing can be 20 to 40 mm, here preferably about 25 mm.

[0057] As can be inferred from the perspective drawings, the motor 11 and / or the push-button element 14 can form a single, separately handleable assembly with the vehicle lock 5. This assembly can then be mounted as such. Preferably, the vehicle lock 5 and the motor 11 and / or the vehicle lock 5 and the push-button element 14 are supported by a common carrier, in particular a carrier plate. The common carrier can, for example, be a carrier of a door module.

[0058] In a preferred embodiment, the vehicle lock 5 has a housing 19 on or in which the motor 11 and / or the actuating element 14 are arranged. The housing 19 can, of course, also be provided independently. Here, and preferably, the first flexible traction element 12 and / or the second flexible traction element 13 are arranged completely or at least to more than 50% of their length within the housing 19. Such an arrangement is particularly compact and takes advantage of the flexibility in positioning the motor 11. Furthermore, it can be provided that the actuating element 14 is moved out of the housing 19 of the vehicle lock 5 when the lock is actuated.

[0059] The figures show that here, and preferably, the first flexible traction element 12 and the second flexible traction element 13 are coupled to the motor 11 such that when motor movements are generated in the first motor direction, the first flexible traction element 12 is wound up and the second flexible traction element 13 is unwound. The reverse occurs when motor movements are generated in the second motor direction.

[0060] Preferably, the first flexible traction element 12 and / or the second flexible traction element 13 is wound onto and unwound from a winding shaft 20, particularly the same one, during its movement. Preferably, the first flexible traction element 12 and / or the second flexible traction element 13 is wound onto the winding shaft 20 in multiple layers. More preferably, the winding shaft 20 is coaxial with a motor shaft 21 of the motor 11; in particular, the winding shaft 20 is the motor shaft 21 itself, an extension of the motor shaft 21, or an attachment to the motor shaft 21. It is conceivable that the winding radii of the flexible traction elements 11, 12 are the same or different. Different winding shafts 20 are also conceivable.

[0061] Furthermore, and preferably, the first flexible tension element 12 is attached directly to the pressing element 14 at a fastening point 22. Preferably, the first flexible tension element 12 extends from the fastening point 22 along the pressing element 14 in the pressing direction of the pressing element 14 and is preferably subsequently deflected at least once. A deflection pulley 23 is provided for this purpose.

[0062] Here, and preferably, the motor is designed to be self-locking. Preferably, the motor has a gearbox that is also designed to be self-locking. Thus, the motor can be switched to inactive, in particular de-energized, mode at the end of the pressing action, and the pressing element 14 can remain in an end position of the pressing process due to the self-locking of the motor, so that the locking element 3 remains in the gap position.

[0063] The figures show that the second flexible pull element 13 is attached here, and preferably, to a pull lever 24 for the lock latch 7. Alternatively, the second flexible pull element 13 can be attached to the lock latch 7. Preferably, the second flexible pull element 13 is deflected at least once, and preferably several times. The second flexible pull element 13 and / or the first flexible pull element 12 can be deflected at a housing-fixed element, in particular pin 25. This is particularly easy to implement. Here, and preferably, the second flexible pull element 13 is twisted between two deflections. This demonstrates the high flexibility in guiding the flexible pull elements 11, 12 through the vehicle lock 5. Torsion can also be provided additionally or alternatively for the first flexible pull element 12.

[0064] Here, and preferably further, the drive assembly 10 has a zero position, in particular a zero position of the motor shaft 21. The zero position corresponds to Fig. 2. After the function 'releasing the pawl' and / or 'tightening the latch' and / or 'pressing the locking element' has been executed, the drive assembly 10 is returned to the zero position. The drive assembly 10 also starts the function 'releasing the pawl' and / or 'tightening the latch' and / or 'pressing the locking element' from the zero position. Preferably, and as can also be seen in Fig. 2, the first flexible traction element 12 and / or the second flexible traction element 13 are pre-wound onto the winding shaft 20 in the zero position.

[0065] It may be provided that the motor vehicle locking arrangement 1 has a switch for detecting the zero position of the pressure element 14 and / or a switch for detecting a pressure position of the pressure element 14, and that, based on signals from the switch(es), the motor is controlled during, in particular to terminate, one of the functions.

[0066] As can also be seen from Fig. 2, when one of the flexible tension members 11, 12 is wound up, the other is unwound. Accordingly, this other flexible tension member 11, 12 is sufficiently pre-wound in the neutral position to be able to be unwound far enough. A guide can be provided for unwinding one or both of the flexible tension members 11, 12, which in particular prevents the respective flexible tension member 11, 12 from assuming uncontrolled positions during unwinding. The guide can, for example, be provided laterally to the flexible tension member 11, 12, so that unwinding is preferably guided in a reproducible manner. Additionally or alternatively, a band tensioner can be provided for one or both of the flexible tension members 11, 12. The band tensioner tensions the flexible tension member during unwinding and can, for example, be provided by the leg of a spring, preferably also used for other purposes.This ensures that the respective flexible traction element is guided in a reproducible manner.

[0067] To reduce the pre-winding distance required for the flexible pull cords 11 and 12, it can be provided that the first flexible pull cord 12 and / or the second flexible pull cord 13 are folded over on the winding shaft 20 during at least one of the functions 'releasing the locking pawl', 'closing the latch', and 'pressing the locking element'. This variant can be explained using the exemplary strokes of 50 mm for pressing and 25 mm for closing. During pressing, the first flexible pull cord 12 is wound up, and the second is unwound accordingly. For this to work, the second flexible pull cord 13 must also allow a stroke of 50 mm when unwinding. One possibility would be to pre-wind the second flexible pull cord 13 by 50 mm. However, it is also possible to pre-wind the second flexible pull cord 13 by only about 25 mm, plus any necessary tolerance.Then, the second flexible traction element 13 unwinds, for example, 25 mm, flips over, and rewinds 25 mm, while the first flexible traction element 12 completes a 50 mm stroke. During this time, the second flexible traction element 13 does not act on the draw lever 24. This flipping action results in less of the flexible traction element 11, 12 being unwound and released, meaning less flexible traction element 11, 12 is required, and the winding radius of the flexible traction element 11, 12 becomes smaller, thus increasing efficiency.

[0068] It is therefore provided here, and preferably, that the first flexible traction element 12 and / or the second flexible traction element 13 is pre-wound to between 50% and 90%, preferably between 60% and 80% of a maximum stroke of the respective other flexible traction element 11, 12.

[0069] Preferably, the first flexible traction element 12 is folded over on the winding shaft 20 during the function "closing the lock latch" and / or the second flexible traction element 13 during the function "lifting the locking pawl" and / or "pressing on the locking element".

[0070] It is possible that the pressing element 14 is spring-loaded after pressing and / or the closing lever 24 after closing and / or the locking pawl 8 after lifting, preferably while the drive assembly 10 is returned to the zero position. Due to the self-locking mechanism, the motor 11 preferably rotates in the opposite direction to that associated with the respective function.

[0071] Alternatively or additionally, the second flexible tension member 13 can also interact with the pressing element 14. Fig. 6 shows this variant. Preferably, the second flexible tension member 13 resets the pressing element 14, particularly when the motor 11 generates motor movements in the second motor direction. Additionally or alternatively, and also implemented in Fig. 6, the pressing element 14 tensions the second flexible tension member 13 while it is unwound during the "pressing open the locking element" function. With suitable adjustment, this prevents the second flexible tension member 13 from having too much free movement during the stroke of the pressing element 14 and eliminates the need for a return spring for the pressing element 14. In this case, the second flexible tension member 13 preferably does not flip over. However, flipping over can still be provided for the first flexible tension member.Generally speaking, and preferably, the first flexible traction element 12 and / or the second flexible traction element 13 is a band and / or sheathless. A sheath, as in a Bowden cable, reduces the flexibility of the flexible traction element 11, 12, but increases its resistance to external influences. A band can also be flexibly wrapped around several corners and exhibit high stability.

[0072] Preferably, the first flexible tensile element 12 and / or the second flexible tensile element 13 has a width that is at least 1.5 times, preferably at least 4 times, and more preferably at least 8 times, the thickness of the respective flexible tensile element 11, 12. Here, and preferably, the thickness of the first flexible tensile element 12 and / or the second flexible tensile element 13 is between 0.5 mm and 1.5 mm, here 1 mm, and / or the width is between 6 mm and 14 mm, preferably between 8 mm and 12 mm, here 10 mm. The width and thickness are arranged orthogonally to the longitudinal direction. Additionally or alternatively, the first flexible tensile element 12 and / or the second flexible tensile element 13 may have an oval or rectangular cross-section. The cross-section is also to be considered orthogonally to the longitudinal direction. The first flexible tensile element 12 and / or the second flexible tensile element 13 may be made of a textile material.

[0073] Furthermore, and preferably, the vehicle locking assembly 1, in particular the vehicle lock 5, includes a control unit that controls the motor 11 to provide different output power depending on the function and / or application of the function, for example by means of PWM (pulse width modulation). The control unit can be arranged in the housing 19. When pressing down, a force of 100 to 300 N, for example 150 N, is preferably provided under normal circumstances. In the event of icing of the locking element 3, a force of 400 to 700 N, for example 500 N, is preferably provided. After a crash, which can be indicated, for example, by a crash signal, a force of at least 800 N, for example at least 1000 N, is preferably provided.According to a further teaching, a locking element arrangement is proposed with a locking element 3 and a proposed motor vehicle lock arrangement 1 associated with the locking element 3.

[0074] Reference may be made to all statements concerning the proposed motor vehicle lock arrangement 1.

[0075] According to a further teaching, a motor vehicle lock group is proposed, comprising at least one first proposed motor vehicle lock 5 and at least one further motor vehicle lock 5, which is derived as a variant from the motor vehicle lock 5 by omitting one of the flexible pull elements 11, 12 and / or one of the functions "tightening the lock latch" and "pressing open the locking element". Such variant formation is a further advantage of the proposed motor vehicle lock arrangement 1, in which, for example, one of the flexible pull elements 11, 12 can be omitted with minimal effort. In return, other, up to all, components of the motor vehicle lock 5 can be used for multiple variants. This significantly simplifies purchasing, warehousing, and production.

[0076] Reference may be made to all statements concerning the proposed motor vehicle lock arrangement 1 and the proposed locking element arrangement.

[0077] According to a further teaching, a method for manufacturing a proposed motor vehicle lock assembly is presented, wherein the first and the subsequent motor vehicle lock 5 are produced as variants of each other using at least some functionally, and in particular completely, identical components. Functionally identical means that minor visual changes are conceivable that do not affect the described functions. In particular, the variants may feature a housing 19 with identical housing mounting points for attachment to the locking element 3 or the vehicle body. Furthermore, the same motor 11 may be used. The same motor shaft 21 and / or the same first flexible pull rod 12 and / or second flexible pull rod 13 are also conceivable.Reference may be made to all statements concerning the proposed motor vehicle lock arrangement 1, the proposed locking element arrangement and the proposed motor vehicle lock group.

Claims

Patent claims 1. Motor vehicle locking arrangement for a locking element (3) of a motor vehicle (4), wherein the motor vehicle locking arrangement (1) comprises a motor vehicle lock (5) with a locking mechanism (6) with a latch (7) and a pawl (8), wherein the motor vehicle locking arrangement (1) comprises a drive arrangement (10) with a motor (11) which can generate motor movements in a first motor direction and a second motor direction, wherein the drive arrangement (10) comprises a first flexible traction element (12), wherein the motor movements in the first motor direction generate traction movements of the first flexible traction element (12), characterized in that the drive arrangement (10) comprises a second flexible traction element (13), that the motor movements in the second motor direction generate traction movements of the second flexible traction element (13), and that at least two of the functions 'releasing the pawl'"Close the latch" and "push the locking element" are divided between the first and second flexible pulling elements (13).

2. Motor vehicle lock assembly according to claim 1, characterized in that the motor vehicle lock assembly (1) has a push-up arrangement for pushing the locking element (3) into a gap position, that the push-up arrangement has a push-up element (14) for pushing the locking element (3) into the gap position, that the function "push up the locking element" is an adjustment of the locking element (3) into the gap position, and that the motor (11) for performing the function "push up the locking element" generates motor movements in the first motor direction, which generate pulling movements of the first flexible pulling element (12), whereby the first flexible pulling element (12) adjusts the push-up element (14) in a pushing direction of the push-up element (14) and thus pushes the locking element (3) into the gap position.

3. Motor vehicle lock arrangement according to claim 1 or 2, characterized in that the motor (11) generates motor movements in the first motor direction to perform the function "releasing the locking pawl". The first flexible traction element (12) generates pulling movements, whereby the first flexible traction element (12) adjusts the locking pawl (8) in an opening direction and thus lifts the locking pawl (8), preferably that the pushing element (14) transmits a movement to a locking pawl (8) to lift the locking pawl (8) during the function 'pushing open the locking element', preferably that the pushing element (14) has a drive contour (15) by means of which the pushing element (14) lifts the locking pawl (8).

4. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the motor (11) generates motor movements in the second motor direction to perform the function "tightening the lock latch", which generate pulling movements of the second flexible pull element (13), whereby the second flexible pull element (13) adjusts the lock latch (7) in a closing direction and thus closes the lock latch (7), in particular from a pre-closing position and / or into a main closing position.

5. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the motor (11 ) and / or the push-on element (14) form a single-unit assembly with the motor vehicle lock (5) that can be handled individually, preferably that the motor vehicle lock (5) and the motor (11 ) and / or the motor vehicle lock (5) and the push-on element (14) are supported by a common carrier, in particular a carrier plate, and / or that the motor vehicle lock (5) has a housing (19) on or in which the motor (11 ) and / or the push-on element (14) are arranged.

6. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the first flexible traction element (12) and / or the second flexible traction element (13) is wound onto and unwound from a winding shaft (20) during its movements, preferably that the first flexible traction element (12) and / or the second flexible traction element (13) is wound onto the winding shaft (20) in multiple layers, further preferably that the winding shaft (20) is coaxial to a motor shaft (21) of the motor (11), in particular the motor shaft (21) itself or an extension of the motor shaft (21) or an attachment to the motor shaft (21).

7. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the first flexible traction element (12) is attached directly to the pressing element (14) at a fastening point (22), preferably that the first flexible traction element (12) extends from the fastening point (22) along the pressing element (14) in the pressing direction of the pressing element (14) and preferably is subsequently deflected at least once.

8. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the second flexible traction element (13) is attached to a pull lever (24) for the lock latch (7) or the lock latch (7), preferably that the second flexible traction element (13) is deflected at least once, preferably several times, further preferably that the second flexible traction element (13) is twisted between two deflections.

9. Motor vehicle lock assembly according to one of the preceding claims, characterized in that the drive assembly (10) has a zero position, in particular a zero position of the motor shaft (21), that the drive assembly (10) is returned to the zero position after the function 'releasing the locking pawl' and / or 'tightening the lock latch' and / or 'pressing the locking element' has been performed, and the function 'releasing the locking pawl' and / or 'tightening the lock latch' and / or 'pressing the locking element' is started from the zero position, preferably that the first flexible traction element (12) and / or the second flexible traction element (13) is pre-wound onto the winding shaft (20) in the zero position.

10. Motor vehicle lock arrangement according to one of claims 6 to 9, characterized in that the first flexible traction element (12) and / or the second flexible traction element (13) is folded over on the winding shaft (20) during at least one of the functions "lifting the locking pawl", "tightening the lock latch" and "pressing on the locking element", preferably that the first flexible traction element (12) is folded over on the winding shaft (20) during the function "tightening the lock latch", and / or that the second flexible traction element (13) is folded over on the winding shaft (20) during the function "lifting the locking pawl" and / or "pressing on the locking element".

11. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the pushing element (14) is spring-driven after pushing and / or the pulling lever (24) after pulling and / or the locking pawl (8) is spring-driven back, preferably while the drive arrangement (10) is returned to the zero position.

12. Motor vehicle lock arrangement according to one of claims 2 to 11, characterized in that the second flexible traction element (13) also interacts with the pressing element (14), preferably that the second flexible traction element (13) resets the pressing element (14), and / or that the pressing element (14) tensions the second flexible traction element (13) while it is unwound during the function 'pressing on the locking element'.

13. Motor vehicle locking arrangement according to one of the preceding claims, characterized in that the first flexible traction element (12) and / or the second flexible traction element (13) is a strip and / or sheathless, preferably that the first flexible traction element (12) and / or the second flexible traction element (13) has a width that is at least 1.5 times, preferably at least 4 times, further preferably at least 8 times, as the thickness of the respective flexible traction element (11, 12), and / or that the first flexible traction element (12) and / or the second flexible traction element (13) has an oval or rectangular cross-section.

14. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the motor vehicle lock arrangement (1), in particular the motor vehicle lock (5), has a control unit, and that the control unit controls the motor (11) depending on the function and / or depending on the application of the function to provide a different output power.

15. Locking element arrangement comprising a locking element (3) and a motor vehicle lock arrangement (1) associated with the locking element (3) according to one of the preceding claims.

16. Motor vehicle lock group comprising at least one first motor vehicle lock (5) according to one of the preceding claims, and at least one further motor vehicle lock (5) derived as a variant from the motor vehicle lock (5) by omitting one of the flexible traction elements (11 , 12) and / or one of the functions "tightening the lock latch" and "pressing on the locking element".

17. Method for manufacturing a motor vehicle lock assembly according to claim 16, wherein the first and the further motor vehicle lock (5) are under The use of at least some functionally, and in particular completely, identical components as variants of each other.

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