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); the locking mechanism (6) has a latch (8), which interacts with a closing part (7), and a pawl (9), which is paired with the latch (8), for locking the latch (8) in a closed position; the motor vehicle lock (5) has a push-open assembly (10) for pushing the closure element (3) into a gap position; the push-open assembly (10) has a push-open element (11) for pushing the closure element (3) into the gap position and a push-open drive (12) comprising a motor (13) with a motor shaft (14) for adjusting the push-open element (11); and during a push-open operation, the motor (13) generates motor movements in a push-open direction of the motor (13), the motor movements being transmitted by the motor (13) to the push-open element (11) by means of the motor shaft (14), whereby the motor (13) moves the push-open element (11) in the push-open direction of the push-open element (15), whereby the push-open element (11) carries out a movement in the push-open direction of the push-open element (15), thus pushing the closure element (3) into the gap position. According to the invention, the push-open element (11) transmits a movement to a pawl (9) in order to lift the pawl (9) during the push-open movement.

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 and to a locking element arrangement comprising a locking element and a motor vehicle lock arrangement associated with the locking element according to claim 13.

[0003] The term "closing element" is to be interpreted broadly in this context. It includes, for example, a tailgate, trunk lid, hood, side door, cargo door, window, sunroof, or similar components of a motor vehicle. The following discussion focuses on the application of this term to the adjustment mechanism of a motor vehicle's side door.

[0004] Several motor vehicle lock arrangements according to the preamble of claim 1 are known, which, in addition to or as part of a motor vehicle lock, include a push-open mechanism for forcing the locking element into a gap position. A motor vehicle lock typically comprises a locking mechanism with the locking components latch and pawl. The gap position is a position beyond the open position of the motor vehicle lock. The open position, in turn, is the position reached when the motor vehicle lock is opened, specifically when the pawl is disengaged. Due to the door seal pressure and any spring tension of the latch, the locking element is slightly forced open by disengaging the pawl, and the motor vehicle lock reaches the open position.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 open position is insufficient. Therefore, a push-to-open mechanism is provided that pushes the side door, or more generally, the locking element, further open. To push the locking element into the gap position, the push-to-open mechanism includes a push-to-open element and a push-to-open drive with a motor and a motor shaft for adjusting the push-to-open element.In a pushing process, the motor generates motor movements in a pushing direction of the motor, which the motor transmits to the pushing element via the motor shaft, thereby adjusting the pushing element in a pushing direction of the pushing element, causing the pushing element to perform a movement in the pushing direction of the pushing element and thus pushing the locking element into the gap position.

[0005] There are also automotive locksmiths who synchronize the motorized release of the locking pawl with the opening of the vehicle door, or even use the same drive. This ensures that the vehicle lock is open when the locking element is pushed open.

[0006] The challenge lies in simplifying the mechanical synchronization and making the overall vehicle lock less complex.

[0007] The invention is based on the problem of designing and further developing known motor vehicle locking arrangements in such a way that further optimization is achieved with regard to the aforementioned challenge.

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

[0009] The fundamental principle is that the motor adjusts the pusher element, and the pusher element adjusts the pawl. The pawl is thus connected downstream of the pusher element in terms of the drive mechanism. This results in a less complex design, as synchronization between the pawl and pusher element can be achieved with very simple mechanical means. Furthermore, the pusher drive is designed to be more powerful than a conventional drive for disengaging the pawl. When this pusher drive is used for disengagement, the disengagement itself can be performed with greater force. This is advantageous in exceptional cases, such as a crash with a deformed or frozen car lock, and also means that a car lock without a soft-open mechanism can be used.Soft-open locks are locks that are easier to open, for example, due to a pre-cut between the locking pawl and the latch, and a second locking pawl to lock the first, but they are more expensive. A less expensive, less smooth-operating lock can be used instead.

[0010] Specifically, it is proposed that the pushing element transmits a movement to a pawl during the pushing motion, thereby disengaging the pawl. It should be noted that the pushing motion from the motor is first transmitted to the pushing element and then to the pawl.

[0011] For the constructive implementation, the pressing element can have a drive contour that acts on the locking pawl. This design, as well as constructively simple implementations, are the subject of claim 2.

[0012] To synchronize between the locking pawl and the pressing element, it can be provided that the pressing element first lifts the locking pawl and then presses down the locking element (claim 3).

[0013] A preferably implemented snow load function is the subject of claim 4. Claim 5 describes a preferred implementation of the snow load function or of at least temporary support of the locking pawl.

[0014] Claim 6 describes a freewheel mechanism that can be provided to allow the pawl to be disengaged, for example, as part of mechanical redundancy. Correspondingly, claim 7 describes a freewheel mechanism for the actuating element, allowing it to be reset while the pawl is still disengaged.

[0015] Claim 8 relates to possible embodiments of a resetting of the pressing element and / or a self-locking embodiment of the pressing drive, which can ensure that the pressing element holds the locking element in the gap position.

[0016] According to claim 9, a flexible power transmission means can be provided by means of which the motor adjusts the pressure element. This results in several advantages. The overall system has fewer components and requires less lubricant than a system with a gearbox for power transmission and is therefore more cost-effective. A compact design can be achieved because a flexible power transmission means can also be routed around several corners, thus decoupling the position of the relatively large pressure element from the position of the motor. Furthermore, a flexible power transmission means can compensate for significant tolerances, unlike, for example, a gear drive. Finally, the friction of a flexible power transmission means is also lower than that of a gear drive, which improves the overall efficiency.

[0017] Embodiments according to claim 10 relate to arrangements of the flexible force transmission means relative to the pressing element. If this runs partially along the pressing element, less tilting moment is introduced into the pressing element and its adjustment is optimized.

[0018] Preferred methods for attaching the flexible force transmission means are the subject of claim 11. Another method for reducing the tilting moment acting on the pressing element is the subject of claim 12. Accordingly, a deflection roller can be arranged such that it overlaps the pressing element in at least one projection, preferably even immersing itself in it.

[0019] According to a further teaching according to claim 13, 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.

[0020] Reference may be made to all statements regarding the proposed motor vehicle lock arrangement.

[0021] The invention will now be explained in more detail with reference to a drawing that illustrates only one embodiment. The drawing shows

[0022] Fig. 1 in a) a motor vehicle lock assembly in the installed state, in b) a perspective view of the motor vehicle lock assembly in the open state and in c) a perspective view of the motor vehicle lock assembly in the main closed state,

[0023] Fig. 2 in a) a perspective view of the motor vehicle lock assembly from the other side and in b) a zero state of the pressing element, from which a pressing process can be started,

[0024] Fig. 3 shows in a) a pushing process, while at the beginning the locking pawl is being lifted, and in b) a partially completed pushing process and

[0025] Fig. 4 shows in a) a completed pressing process and in b) a state after a user has slightly opened the locking element and a reversing process has been carried out.

[0026] The proposed vehicle lock arrangement 1 is associated with a locking element 3 that is adjustably coupled to a vehicle body 2. The locking element 3 is, in this case, preferably a side door of a vehicle 4. However, the proposed vehicle lock arrangement 1 can also be applied to all other conceivable locking elements 3 of a 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.

[0027] 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.

[0028] The vehicle locking assembly 1 includes 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.

[0029] The vehicle lock 5 has a locking mechanism 6 which includes a latch 8 that interacts with a locking element 7. From an open position shown in Fig. 1 b), the latch 8 can be moved in the closing direction (clockwise in Fig. 1) to at least one closed position (Fig. 1 c)), specifically a main closed position and a pre-locking position. In the closed positions, the latch 8 engages with a locking element 7 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.

[0030] Conversely, the latch 8 can be moved from the closed positions to the open position (Fig. 1 b)) by adjusting it in the opening direction, in Fig. 1 counterclockwise, in which the latch 8 releases the locking part 7 in the opening direction of the locking element 3.

[0031] It can be seen from the figures that a locking pawl 9 associated with the latch 8 is provided for locking the latch 8 in a closed position. The locking pawl 9 can be moved into a locked position, in which it prevents the latch 8 from pivoting in the opening direction in a closed position (in Fig. 1c). Furthermore, the locking pawl 9 can be lifted, preferably by a motor, into a release position, in which it releases the latch 8 in its opening direction, allowing the latch 8 to pivot into its open position. Lifting the locking pawl 9 into the release position is shown in Fig. 1c) by pivoting the locking pawl 9 counterclockwise. The release position of the locking pawl 9 is shown in Fig. 1b).

[0032] While the locking pawl 9 is spring-loaded against the latch 8, the latch 8, also spring-loaded, forces itself into its open position. The spring arrangements required for this are not shown here for the sake of clarity. The vehicle lock assembly 1 further comprises a push-up arrangement 10 for pushing the locking element 3 into a gap position. The push-up arrangement 10 includes a push-up element 11, preferably linearly adjustable and designed as a slide, for pushing the locking element 3 into the gap position, and a push-up drive 12 with a motor 13 and a motor shaft 14 for adjusting the push-up element 11. The push-up element 11 is supported here preferably against the vehicle body 2 when it pushes the locking element 3 into the gap position. Fig. 2 a) shows another perspective view of the vehicle lock assembly 1.Based on this, Figures 2b) to 4 show a sequence of the opening process, in which, here and preferably, as will be explained later, the locking pawl 9 is disengaged first (transition from Fig. 2b) to Fig. 3a)). Figure 3b) then shows a state during the opening process, and Fig. 4a) shows the end of the opening process. In Fig. 4b), a user has reached into the engagement gap and manually opened the locking element 3 further.

[0033] 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 8 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.

[0034] 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.In a pressing operation, the motor 13 generates motor movements in a pressing direction of the motor 13, here one of the rotation directions of the motor shaft 14, which the motor 13 transmits to the pressing element 11 by means of the motor shaft 14, whereby the motor 13 adjusts the pressing element 11 in a pressing direction of the pressing element 15, whereby the pressing element 11 performs a movement in the pressing direction of the pressing element 15 and thus presses the locking element 3 into the gap position.

[0035] It is essential that the pushing element 11 transmits a movement to a pawl 9 during the pushing motion, disengaging the pawl 9. This process can be seen in the transition from Fig. 2 b) to Fig. 3 a). In Fig. 2 a), the pushing process begins, with a gap visible between the pushing element 11 and the vehicle body 2.

[0036] The pushing element 11, which here and preferably has a drive contour 16 by means of which the pushing element 11 lifts the pawl 9, is moved to the right towards the vehicle body 2 and lifts the pawl 9. The pawl 9 then engages in the drive contour 16, which in turn moves the pawl 9.

[0037] It is therefore preferably the case that the drive contour 16 acts directly on the pawl 9 or directly on an element firmly connected to the pawl 9. It is particularly preferred that the pawl 9 has a metal core and a plastic component firmly connected to the metal core, and that the drive contour 16 acts directly on the plastic component.

[0038] It is particularly evident from Figures 2b) to 4a) that, here and preferably during the pushing process, the pushing element 11 undergoes a first movement phase (from Fig. 2b) to Fig. 3a)) and a subsequent second movement phase (from Fig. 3a) to Fig. 4a) with Fig. 3b) as an intermediate position). In the first movement phase, the pushing element 11 lifts the locking pawl 9 without pushing open the locking element 3, and in the second movement phase, the pushing element 11 pushes open the locking element 3. As can be seen from Fig. 4a), for example, it is evident that, here and preferably, after lifting the locking pawl 9, the pushing element 11 holds the locking pawl 9 in a release position. This allows the latch 8 and the locking part 7 to move freely.Preferably, the pushing element 11 releases the locking pawl 9 from the release position only when the pushing element 11 is reset in a reversing process, in particular by the pushing drive 12. Depending on the specific design, such a function is known as a snow load function.

[0039] During the pushing process, the drive contour 16 acts first on the pawl 9 (Fig. 2 b) up to just before Fig. 3 b)), and subsequently, during the pushing process, a support contour 17, functionally separate from the drive contour 16, acts on the pawl 9 (starting just before Fig. 3 b) and in Fig. 4 a)).

[0040] Preferably, the drive contour 16 points at least partially in the direction of pressure of the pressure element 15 and is, in particular, arranged transversely to the direction of pressure of the pressure element 15. Here, the drive contour 16 is arranged orthogonally to the direction of pressure of the pressure element 15. During the pivoting of the pawl 9, a projection 18 of the pawl 9 moves along the drive contour 16 until it finally leaves the drive contour 16 and is no longer moved along the direction of pressure of the pressure element 15, but is only supported orthogonally to the direction of pressure of the pressure element 15, here upwards. Preferably, the support contour 17 extends along the pressing direction of the pressing element 15. During the reversing process, the pawl 9 runs along the support contour 17 and then engages in the drive contour 16, thereby releasing the pawl 9 to engage during the further retraction of the pressing element 11.

[0041] Generally speaking, a contour change preferably takes place here, in which the pawl 9 switches back and forth between two contours of the pressing element 11. Furthermore, it is preferably provided here that the pressing element 11 is in a neutral position before the start of a pressing operation, and that the pawl 9 can be lifted freely relative to the pressing element 11 when it is in the neutral position, in particular by means of a mechanical redundancy. The pressing element 11 has a chamfer 19 relative to the drive contour 16, which provides sufficient space for the pawl 9 to be lifted. Of course, a chamfer 19 is not required; any other free movement, in particular simply sufficient space, is adequate.

[0042] Furthermore, it is preferably the case here that the pushing element 11 can be returned to the neutral position after a pushing operation without the locking pawl 9 engaging. If the locking pawl 9 cannot yet engage during the reversing operation because it is in contact with the latch 8 and the latter is still in an open position, the extension 18 of the locking pawl 9 remains below the pushing element 11 and the latter can move freely.

[0043] Preferably, the actuating drive 12 resets the actuating element 11 after a predetermined time period if the locking element 3 has not been opened by a user. It is conceivable, but not necessary, that the locking mechanism 6 then engages automatically.

[0044] The push-up drive 12 is preferably designed to be self-locking. Preferably, the push-up drive 12 has a gearbox 20 that is also designed to be self-locking. Self-locking here means that the push-up drive 12 cannot be reversed by the push-up element 11. The position shown in Fig. 4 a) is therefore maintained automatically even when the push-up drive 12 is de-energized. Furthermore, the gearbox 20 preferably has a worm gear 21, which is driven, in particular, directly by the motor shaft 14. The winding shaft 22 can then be formed by a bearing axis 23 of the worm gear 21.

[0045] Accordingly, it is preferably provided here that the push-button actuator 12 is deactivated, in particular de-energized, at the end of the pushing process, and that the push-button element 11 remains in an end position of the pushing process due to the self-locking mechanism of the push-button actuator 12, so that the locking element 3 remains in the gap position. This state is preferably maintained until a user manually opens the locking element 3 and / or until a predetermined time period has elapsed. Furthermore, an end stop can be provided for the push-button element 11 on the housing 24, so that the push-button element 11 cannot, for example, be manually pulled out of the housing 24.

[0046] From a control engineering perspective, the vehicle lock assembly 1 can be provided with a switch for detecting a zero position of the push-up element 11 (Fig. 2a)) and / or a switch for detecting an open position of the push-up element 11 (Fig. 4a)), and that, based on signals from the switch(es), the push-up drive 12 is controlled during, and in particular at the end of, the push-up process and / or the reversing process. Preferably, the motor 13 does not operate in block mode during either the push-up or reversing process. The switch can be connected to the motor 13 via a gear transmission, in particular a cam drive, which is coupled to the worm gear 21, and thus be arranged upstream of the flexible traction element in terms of the drive mechanism. This eliminates the need to directly query the position of the push-up element 11, and a single switch could easily query multiple positions, for example, the zero position and the open position.

[0047] Furthermore, and preferably, the pressing arrangement 10 includes a flexible force transmission means 25 for transmitting movements, in particular tensile movements, of the pressing drive 12 to the pressing element 11. While Fig. 1 shows the underside of the locking mechanism 6, the flexible force transmission means 25 is clearly visible from Fig. 2 a) onwards. The flexible force transmission means 25 is preferably suitable for transmitting tensile forces, but not compressive forces.

[0048] In the pressing process, the motor 13 generates motor movements in the pressing direction of the motor 13, here one of the rotation directions of the motor shaft 14, which the motor 13 transmits to the flexible force transmission means 25 by means of the motor shaft 14, whereby the flexible force transmission means 25 adjusts the pressing element 11 in the pressing direction of the pressing element 15 and thus presses the locking element 3 into the gap position.

[0049] During the pressing process, the flexible force transmission element 25 is preferably attracted, causing it to pull on the pressing element 11 and adjust it towards the vehicle body 2. The maximum pressing force of the pressing element 11 is preferably at least 800 N, and more preferably at least 1000 N. The flexible force transmission element 25 can also be part of a pulley system to amplify the engine force.

[0050] Furthermore, and preferably, it is provided that the pressing element 11 has a return spring 26 which returns the pressing element 11 to its original position after pressing. For this purpose, but also more generally, it can be provided that the motor 13 generates motor movements in a reversing process opposite to the pressing direction of the motor 13, thus relaxing the flexible force transmission element 25, which preferably allows the return spring 26 to return the pressing element 11 to its original position.

[0051] As can be inferred from the perspective drawings, the push-on actuator 12 and / or the push-on element 11, and in particular the push-on assembly 10 as a whole, can form a single, individually handleable assembly with the vehicle lock 5. This assembly can then be mounted as such. Preferably, the vehicle lock 5 and the push-on actuator 12 and / or the vehicle lock 5 and the push-on element 11 are supported by a common carrier, in particular a carrier plate. The common carrier can, for example, be a carrier of a door module.

[0052] In a preferred embodiment, the vehicle lock 5 has a housing 24 on or in which the push-up drive 12 and / or the push-up element 11 are arranged. The housing 24 can, of course, also be provided independently of the design of the push-up arrangement 10. Here, and preferably, the flexible force transmission element 25 is arranged completely or at least to more than 50% of its length within the housing 24. Such an arrangement is particularly compact and utilizes the flexibility in the placement of the motor 13.

[0053] As can be seen from the figures, the pressing direction of the pressing element 15 is preferably linear, meaning that the pressing element 11 is linearly adjustable, as already mentioned. Alternatively, a pivotable pressing element 11 is also conceivable. In one embodiment, the pressing element 11 is moved out of the housing 24 of the vehicle lock 5 when pressed. It is conceivable that the pressing element 11 already protrudes partially from the vehicle lock 5 and is simply moved further out. It should also be noted that the pressing element 11 is preferably designed separately from the lock latch 8.

[0054] In general, the term "flexible" in connection with the force transmission means that the flexible force transmission means 25 is flexible orthogonally to the direction of tension. In the direction of tension, the flexible force transmission means 25 is preferably stable such that the tensile forces occurring do not cause any relevant change in length of the flexible force transmission means 25.

[0055] Thus, the flexible force transmission element 25 has a longitudinal direction along which the movements transmitted by the flexible force transmission element 25 are transferred, and the flexible force transmission element 25 is flexible transversely to this longitudinal direction. In the longitudinal direction, the flexible force transmission element 25 is length-stable during the transmission of a movement.

[0056] It is also evident from the figures, particularly 2 to 4, that the flexible force transmission means 25 is here, and preferably, a band and / or sheathless. A sheath, as in a Bowden cable, reduces the flexibility of the flexible force transmission means 25 but increases its resistance to external influences. A band can also be flexibly wrapped around several corners and exhibit high stability.

[0057] Preferably, the flexible force transmission element 25 has a width that is at least 1.5 times, preferably at least 4 times, and more preferably at least 8 times, its thickness. Here, and preferably, the thickness of the flexible force transmission element 25 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 perpendicular to the longitudinal direction. Additionally or alternatively, the flexible force transmission element 25 may have an oval or rectangular cross-section. The cross-section is also perpendicular to the longitudinal direction. The flexible force transmission element 25 may be made of a textile material.

[0058] As the transition from Fig. 2 b) to Fig. 4 a) shows, the flexible power transmission element 25 is wound onto and unwound from a winding shaft 22 during its movements. This allows for the use of a rotary drive without a linear gear. Preferably, the flexible power transmission element 25 is wound onto the winding shaft 22 in multiple layers. Alternatively, the flexible power transmission element 25 can be wound onto the winding shaft 22 in a helical fashion. Winding the layers one on top of the other is particularly advantageous for a belt and saves space. Furthermore, this reduces friction. A preferred embodiment of the winding shaft 22 is explained below; however, in principle, any shaft, especially the motor shaft 14, can be used.It is also conceivable that the flexible power transmission element 25 is not wound up, but rather that a contour engages with the flexible power transmission element 25 and deflects it laterally. If one end of the flexible power transmission element 25 is then fixed in place, the other end is adjusted. Here, one end of the flexible power transmission element 25 is attached to the winding shaft 22, preferably embedded in it.

[0059] Regarding the other end, the flexible force transmission element 25 is preferably attached directly to the pressing element 11 at a fastening point 27. As can be seen from Fig. 2 b), the flexible force transmission element 25 can be looped around the fastening point 27. Preferably, the flexible force transmission element 25 is attached to the pressing element 11 in a space-saving manner. The flexible force transmission element 25 extends from the fastening point 27 along the pressing element 11 in the pressing direction of the pressing element 15 and is preferably subsequently deflected at least once, and in particular several times.

[0060] Furthermore, and preferably, it is provided here that the strip is overmolded to form a strip attachment point, and / or that the strip has a hole in it, in particular a reinforced hole, to form a strip attachment point. Preferably, the strip with the strip attachment point is attached to the attachment point 27.

[0061] Furthermore, it is preferably such that the flexible force transmission means 25 is deflected by a deflecting roller 28, and that the deflecting roller 28, in a projection onto a plane in which the pressing direction of the pressing element 15 runs, overlaps the pressing element 11 in at least one position of the pressing element 11. The plane is preferably orthogonal to an axis of rotation of the deflecting roller 28, such as the plane in Fig. 2 b). It can be seen particularly from Fig. 2 b) that the deflecting roller 28 here preferably dips into the pressing element 11. For this purpose, the pressing element 11 can be designed to be open on at least one side. For example, a slide underside of the pressing element 11 can be designed to be open. In principle, the flexible force transmission means 25 can also be deflected by a housing-fixed, non-rotating element 24, for example a pin or an axle.

[0062] According to a further teaching, which has independent significance, 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.

[0063] Reference may be made to all statements concerning the proposed motor vehicle lock arrangement 1.

Claims

Patent claims 1. Motor vehicle lock assembly for a locking element (3) of a motor vehicle (4), wherein the motor vehicle lock assembly (1) comprises a motor vehicle lock (5) with a locking mechanism (6), wherein the locking mechanism (6) comprises a latch (8) cooperating with a locking part (7) and a locking pawl (9) associated with the latch (8) for locking the latch (8) in a closed position, wherein the motor vehicle lock (5) comprises a push-up assembly (10) for pushing the locking element (3) into a gap position, wherein the push-up assembly (10) comprises a push-up element (11) for pushing the locking element (3) into the gap position and a push-up drive (12) with a motor (13) with a motor shaft (14) for adjusting the push-up element (11), wherein the motor (13) generates motor movements in a push-up direction of the motor (13) during a push-up operation, which the motor (13) transmits by means of the motor shaft (14) transfers to the pressure element (11),wherein the motor (13) adjusts the pressing element (11) in a pressing direction of the pressing element (15), whereby the pressing element (11) performs a movement in the pressing direction of the pressing element (15) and thus presses the locking element (3) into the gap position, characterized in that the pressing element (11) transmits a movement to a pawl (9) during the pressing movement to disengage the pawl (9).

2. Motor vehicle lock arrangement according to claim 1, characterized in that the pushing element (11) has a drive contour (16) by means of which the pushing element (11) lifts the locking pawl (9), preferably that the drive contour (16) acts directly on the locking pawl (9) or directly on an element firmly connected to the locking pawl (9), further preferably that the locking pawl (9) has a metal core and a plastic component firmly connected to the metal core, and that the drive contour (16) acts directly on the plastic component.

3. Motor vehicle lock arrangement according to claim 1 or 2, characterized in that in the pushing process the pushing element (11) goes through a first movement section and a subsequent second movement section, that in the first movement section the pushing element (11) lifts the locking pawl (9) without pushing on the locking element (3), and that in the second movement section the pushing element (11) pushes on the locking element (3).

4. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the pushing element (11 ) holds the locking pawl (9) in a release position after the pawl (9) has been lifted, preferably that the pushing element (11 ) only releases the locking pawl (9) from the release position when the pushing element (11 ) is reset in a reversing process, in particular by the pushing drive (12).

5. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that during the pushing process the drive contour (16) first acts on the locking pawl (9) and subsequently, during the pushing process, a support contour (17) functionally separate from the drive contour (16) acts on the locking pawl (9), preferably that the drive contour (16) points at least partially in the pushing direction of the pushing element (15), in particular is arranged transversely to the pushing direction of the pushing element (15), and that the support contour (17) runs along the pushing direction of the pushing element (15).

6. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the pushing element (11 ) is in a neutral position before the start of a pushing process, and that the locking pawl (9) can be lifted freely relative to the pushing element (11 ) when the pushing element (11 ) is in the neutral position, in particular by means of a mechanical redundancy.

7. Motor vehicle lock arrangement according to claim 6, characterized in that the pushing element (11 ) can be returned to the neutral position after a pushing operation without the locking pawl (9) engaging. - 18 - 8. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the push-up drive (12) resets the push-up element (11) after a predetermined period of time if the locking element (3) has not been opened by a user, and / or that the push-up drive (12) is designed to be self-locking, preferably that the push-up drive (12) has a gearbox (20) which is designed to be self-locking.

9. Motor vehicle lock arrangement according to one of the preceding claims, characterized in that the push-up arrangement (10) has a flexible force transmission means (25) for transmitting movements, in particular pulling movements, of the push-up drive (12) to the push-up element (11), and that the motor (13) generates motor movements in the push-up direction of the motor (13) during the push-up process, which the motor (13) transmits to the flexible force transmission means (25) by means of the motor shaft (14), whereby the flexible force transmission means (25) adjusts the push-up element (11) in the push-up direction of the push-up element (15) and thus pushes the locking element (3) into the gap position.

10. Motor vehicle lock arrangement according to claim 9, characterized in that the flexible force transmission means (25) is attached directly to the pressing element (11) at a fastening point (27), preferably that the flexible force transmission means (25) is attached in the pressing element (11), and / or that the flexible force transmission means (25) extends from the fastening point (27) along the pressing element (11) in the pressing direction of the pressing element (15) and is preferably subsequently deflected at least once, in particular several times.

11. Motor vehicle lock arrangement according to claim 9 or 10, characterized in that the flexible force transmission means (25) is a band, and that the band is overmolded to form a band attachment point, and / or that the band has a hole in the band, in particular a reinforced hole, to form a band attachment point, preferably that the band with the band attachment point is attached to the attachment point (27).

12. Motor vehicle lock arrangement according to one of claims 9 to 11, characterized in that the flexible force transmission means (25) is deflected on a deflecting roller (28), and that the deflecting roller (28) overlaps the pressing element (11) in at least one position of the pressing element (11) in a projection onto a plane in which the pressing direction of the pressing element (15) runs, preferably that the deflecting roller (28) dips into the pressing element (11).

13. 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.

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