Motor vehicle lock for an adjustment assembly of a motor vehicle

Abstract

The invention relates to a motor vehicle lock for an adjustment assembly (4) of a motor vehicle, having a locking mechanism (5) which has a pawl (7) for locking engagement with a locking contour (8), and having a sensing arrangement (9) for sensing a contact contour (10), wherein the sensing arrangement (9) has a contact switch (11) and a transmission arrangement (12), which is mounted separately from the contact switch (11), between the contact contour (10) and the contact switch (11), which sensing arrangement has a contact arm (13) for interaction with the contact contour (10) and a switching arm (14) for interaction with the contact switch (11). It is proposed that the transmission arrangement (12) has an elasticity which permits a compensating movement (15) between the contact arm (13) and the switching arm (14), and that a deflection of the switching arm (14) and a compensating movement (15) can be produced via the transmission arrangement (12) by way of a deflection of the contact arm (13) which is caused by the interaction between the contact contour (10) and the contact arm (13).

Description

[0001] Motor vehicle lock for an adjustment assembly of a motor vehicle

[0002] The present invention relates to a motor vehicle lock according to the preamble of claim 1, a seat locking device according to claim 20, a motor vehicle seat according to claim 21 and a use of a motor vehicle lock according to claim 26.

[0003] The vehicle lock in question can be assigned to any adjustment assembly of a motor vehicle. In this case, the adjustment assembly designed as a vehicle seat is the primary focus. However, this is not to be understood as a limitation. In principle, the adjustment assembly could also be a vehicle door assembly or the like.

[0004] The prior art (DE 10 2018 216 473 A1), from which the invention is based, relates to a motor vehicle lock for a motor vehicle seat comprising a backrest assembly and a seat surface assembly. The backrest assembly can be folded from a basic folded position to an entry folded position relative to the seat surface assembly via a backrest swivel fitting of the motor vehicle seat and can be locked in the basic folded position by means of the motor vehicle lock. A scanning arrangement is provided to detect the folded position of the backrest assembly, which interacts with a sensing contour. For this purpose, the scanning arrangement is equipped with a sensing switch that can be switched by means of the sensing contour via a transmission arrangement in the form of a cam disk and a sensing arm arranged thereon.

[0005] The above detection can be used, for example, as part of a comfort function where, upon folding the backrest assembly into an entry-level folding position, the vehicle seat is automatically advanced or enabled to be advanced. Such a comfort function is also known as an "easy-entry function".

[0006] One challenge with the known arrangement is the fact that the push-button switch, often designed as an inexpensive microswitch, typically only switches within a narrow sensing range. This places high demands on the tolerance chain between the sensing contour and the push-button switch. High operational reliability can therefore only be achieved with a significant investment.

[0007] The invention is based on the problem of designing and further developing the known motor vehicle lock in such a way that high operational reliability can be achieved with low costs.

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

[0009] The fundamental principle is that the transmission assembly, which is mounted separately from the touch switch and positioned between the stylus contour and the touch switch, possesses elasticity. This means that excessive deflection of the stylus arm does not damage the touch switch or other components, but merely compensates for the deflection through elastic compression of the transmission assembly. Such excessive deflection of the stylus arm can be caused, for example, by manufacturing tolerances, wear, or misuse. The separate mounting of the transmission assembly allows for the scanning of a stylus contour that can be positioned virtually anywhere relative to the stylus contour. The elasticity of the transmission assembly compensates for geometric tolerances that may arise due to manufacturing, wear, or similar factors.The proposed solution effectively increases operational reliability using simple means. The arrangement is exceptionally robust against geometric deviations, without overloading or even destroying any components.

[0010] Specifically, it is proposed that the transmission arrangement possesses an elasticity that allows for compensating movement between the sensing arm and the switching arm, and that a deflection of the sensing arm, resulting from the interaction between the sensing contour and the sensing arm, can generate a deflection of the switching arm and a compensating movement via the transmission arrangement. According to the proposal, the vehicle lock has a locking mechanism, which in turn has a pawl for locking engagement with a locking contour. In a first alternative, the locking contour is part of the vehicle lock. In a second alternative, the locking contour is designed separately from the vehicle lock and is not part of the vehicle lock. In this second alternative, the vehicle lock and the locking contour are arranged on different, mutually adjustable components.

[0011] In the preferred embodiment according to claim 2, the vehicle lock is associated with a vehicle seat. Given the generally large geometric tolerances between the backrest assembly and the seat surface assembly, the robustness of the proposed scanning arrangement against geometric deviations is particularly advantageous.

[0012] The further preferred embodiment according to claim 3 relates to a locking interaction between the locking pawl and the locking contour of a locking disc of the motor vehicle seat, which is then not part of the motor vehicle lock. For example, the motor vehicle lock can be arranged on the backrest assembly and the locking contour on the seat surface assembly, or vice versa, the motor vehicle lock on the seat surface assembly and the locking contour on the backrest assembly.

[0013] Alternatively, it can also be provided that the locking pawl can be engaged with a rotary latch of the vehicle lock, with the rotary latch providing the locking contour. In this case, the locking contour provided by the rotary latch is part of the vehicle lock.

[0014] Claim 5 describes a particularly compact and easy-to-assemble arrangement in which a supporting structure of the vehicle lock carries not only the locking mechanism but also the scanning arrangement. This allows the scanning arrangement to be mounted together with the vehicle lock in a single assembly step, thereby reducing assembly costs. The sensing switch can be a non-contact switch, such as a Hall sensor, or a contact switch, such as a microswitch. The arrangement is always such that the sensing switch switches to a different switching state depending on the deflection of the switching arm (claim 5).

[0015] The aforementioned design freedom is particularly evident in the preferred embodiment according to claim 7, in which the switching arm is deflected by the stylus contour essentially along the switching direction. This is only possible with the proposed elasticity of the transmission arrangement, since otherwise any geometric tolerance deviation could lead to over-pressing of the stylus switch.

[0016] Particularly good protection of the push-button switch can be achieved according to claim 10 by providing the transmission arrangement, preferably the switching arm, with a switching stop that limits the deflection of the transmission arrangement or the switching arm to a limit deflection. This limit deflection is preferably associated with a switching state of the push-button switch, which transitions to another switching state when the switching arm exceeds the limit deflection. This switching stop protects the push-button switch even if the switching arm is deflected excessively, for example, due to geometric tolerances. In such cases, only the proposed compensating movement occurs, which is accompanied only by an elastic deformation of the transmission arrangement.

[0017] The at least partial embodiment of the transmission arrangement made of an elastic material, in particular an elastic plastic material, according to claim 11, enables, in particular, simple manufacturing and low weight. Especially in the one-piece embodiment, the transmission arrangement can advantageously be manufactured using plastic injection molding.

[0018] A structurally simple, mechanically robust, and simultaneously compact arrangement is achieved according to claim 13 by equipping the transmission arrangement with a transmission lever. In particular, the entire transmission arrangement can be designed as a transmission lever.

[0019] The elasticity of the transmission arrangement can be easily adjusted according to claim 16 by bending the respective arm of the transmission lever or the transmission arrangement, in particular by being bent in a U-shape and / or an S-shape.

[0020] The further preferred embodiments according to claim 17 show various advantageous variants for a multi-armed design of the transmission lever. Depending on the design and spatial constraints, the transmission lever can be adapted to the respective circumstances.

[0021] Claim 18 relates to the spring preload of the transmission lever, which is preferably generated or at least transmitted by a spring preload arm. These variations for generating the spring preload by the transmission lever itself result in a particularly compact and easy-to-assemble arrangement.

[0022] According to a further teaching as per claim 20, which has independent significance, a seat locking mechanism for a motor vehicle seat is claimed as an adjustment assembly of a motor vehicle.

[0023] It is essential that the seat locking mechanism is equipped with a suitable automotive lock and that the sensing arrangement of the automotive lock is designed to detect a folded position of the backrest assembly by interacting with a corresponding sensing contour of the automotive seat. Reference may be made to all details concerning the suitable automotive lock.

[0024] According to a further teaching as claimed in claim 21, which also has independent significance, a motor vehicle seat is claimed as an adjustment assembly of a motor vehicle. Here too, the motor vehicle seat is equipped with a proposed motor vehicle lock, wherein the sensing arrangement of the motor vehicle lock interacts with a sensing contour of the motor vehicle seat to detect a folded position of the backrest assembly. Reference may be made to all descriptions of the proposed motor vehicle lock and the proposed seat locking mechanism.

[0025] Preferred embodiments provide that the vehicle lock and the keypad are alternately arranged on the backrest assembly and the seat assembly. When the vehicle lock is arranged on the backrest assembly, the keypad is preferably provided by a locking disc located on the seat assembly, thus achieving a particularly compact arrangement.

[0026] The further preferred embodiment according to claim 23 assigns corresponding switching states of the push-button switch to the basic folding position and the entry folding position. This simple assignment is sufficient to trigger, for example, a "easy-entry function" mentioned above.

[0027] According to claim 24, a switching stop as described above is provided, wherein the switching arm is in the basic folding position or in the entry folding position at the limit deflection defined by the switching stop. This ensures that the deflection of the switching arm associated with the respective folding position is clearly and simply predetermined.

[0028] Claim 25 emphasizes that the compensating movement is preferably of a similar order of magnitude to the total sensing deflection range. Thus, even considerable tolerances can be compensated for by the elasticity of the transmission arrangement and the resulting compensating movement.

[0029] According to a further teaching as per claim 26, which also has independent significance, the use of a proposed motor vehicle lock for a motor vehicle seat is claimed as such. It is essential that the motor vehicle lock is designed according to one of claims 1 to 19 and that the scanning arrangement of the motor vehicle lock for detecting a folding position, in particular an entry folding position, of the backrest assembly interacts with a sensing contour of the motor vehicle seat.

[0030] Reference may be made to all statements concerning the proposed motor vehicle lock, seat locking mechanism and the proposed motor vehicle seat.

[0031] In a particularly preferred embodiment according to claim 27, the detection of the entry folding position triggers the forward movement of the vehicle seat as part of the easy-entry function. This clearly demonstrates that the proposed use of the proposed vehicle lock can be implemented with exceptionally little effort.

[0032] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows

[0033] Fig. 1 shows a motor vehicle with a proposed motor vehicle seat a) with the backrest assembly in a basic folding position and b) with the backrest assembly in an entry folding position,

[0034] Fig. 2 Detailed views of the motor vehicle seat according to Fig. 1 a) with the backrest assembly in a basic folding position and b) with the backrest assembly in an entry folding position and

[0035] Fig. 3 Detailed views of a further embodiment of the motor vehicle seat according to Fig. 1 a) with the backrest assembly in a basic folding position and b) with the backrest assembly in an entry folding position.

[0036] Fig. 4+5 Detailed views of a motor vehicle seat according to a further embodiment, with a different embodiment of a transmission arrangement and Fig. 6 Detailed views of a motor vehicle seat according to a further embodiment, with a further embodiment of a transmission arrangement.

[0037] Figure 1 shows a motor vehicle equipped with a seating arrangement. The seating arrangement comprises a rear row of seats 1 and two front seats 2. Each of the front seats 2 is equipped with a proposed motor vehicle lock 3 to lock the respective adjustment assembly 4, configured as a front seat 2, in a predetermined folding position, here in a basic folding position shown in Figure 1a). Figure 1b shows an entry folding position that allows entry to and exit from the rear row of seats 1.

[0038] The motor vehicle lock 3 shown in Fig. 2 is equipped with a locking mechanism 5, which has a pawl 7 pivotable about a pawl pivot axis 6 for locking engagement with a locking contour 8, and with a scanning arrangement 9 for scanning a tactile contour 10. Fig. 2 shows that the scanning arrangement 9 has a tactile switch 11 and a transmission arrangement 12 mounted separately from the tactile switch 11 between the tactile contour 10 and the tactile switch 11. The mounting of the tactile switch 11 and the mounting of the transmission arrangement 12 are provided separately from each other, so that the tactile switch 11 and the transmission arrangement 12 can be arranged independently of each other.

[0039] The transmission arrangement 12 has a sensing arm 13 for interaction with the sensing contour 10 and a switching arm 14 for interaction with the push-button switch 11. The sensing arm 13 and the switching arm 14 are preferably each elongated.

[0040] It is essential that the transmission arrangement 12 exhibits an elasticity that allows a compensating movement 15 between the sensing arm 13 and the switching arm 14. This compensating movement 15 is indicated in the illustration according to Fig. 2a). The interaction between the sensing contour 10 and the sensing arm 13 causes a deflection of the sensing arm 13, which in turn, via the transmission arrangement 12, generates a deflection of the switching arm 14 and a compensating movement 15. This can be seen from the transition from Fig. 2b) to Fig. 2a), which will be explained later.

[0041] As can be seen from Fig. 2 as a whole, the transmission arrangement 12 can compensate for geometric tolerances between the touch contour 10 on the one hand and the touch switch 11 on the other hand over a wide range by allowing the transmission arrangement 12 to spring back due to its elasticity and perform the compensating movement 15.

[0042] As explained above, the illustrated adjustment assembly 4 is preferably a motor vehicle seat 16, in particular a front seat 2. The invention will now be explained by way of example using the motor vehicle seat 16 on the driver's side, which is designed as a front seat 2.

[0043] Here, and preferably, the locking contour 8 is designed separately from the vehicle lock 3 and is not part of the vehicle lock 3. The vehicle lock 3 on the one hand and the locking contour 8 on the other hand are preferably arranged on different components 17, 18 that are adjustable relative to each other.

[0044] The motor vehicle seat 16 has a backrest assembly 17 and a seat surface assembly 18. Here, and preferably, the motor vehicle lock 3 is arranged on the backrest assembly 17 and the locking contour 8 on the seat surface assembly 18. This can also be arranged in reverse.

[0045] The backrest assembly 17 can be folded relative to the seat surface assembly 18 from a basic folded position (Fig. 1b)) in a folding direction 20 about a backrest pivot axis 21 into an entry folded position (Fig. 1b)) via a backrest swivel fitting 19 of the vehicle seat 16. In the assembled state, the vehicle lock 3 locks the backrest assembly 17 in at least one folded position, here and preferably in the basic folded position, by means of the locking engagement between the locking pawl 7 and the locking contour 8 against folding in the folding direction 20. The vehicle lock 3 and the locking contour 8 thus combine to form a seat locking mechanism 22. The locking mechanism plays only a subordinate role in this case. In the embodiment shown in Fig. 1, which is preferred in this respect, a folding adjustment of the backrest assembly 17 from the entry folding position (Fig. 1 b)) to the basic folding position (Fig.1 a)), i.e., an adjustment of the backrest assembly 17 against the folding direction 20, for the interaction between the sensing contour 10 and the sensing arm 13 such that the sensing arm 13 is deflected from its un-deflected position (Fig. 2b)) to a deflected position (Fig. 2a)). Because the vehicle lock 3 is arranged on the backrest assembly 17 and the sensing contour 10 on the seat surface assembly 18, the vehicle lock 3 together with the transmission arrangement 12 is pivoted about the backrest pivot axis 21 relative to the sensing contour 10, so that the sensing arm 13 slides along the sensing contour 10, scanning it. The tactile contour 10 has a base tactile section 23 and an entry tactile section 24, which each extend, preferably circularly, at different distances or with different radii around the backrest pivot axis 21.The base probe section 23 and the entry probe section 24 transition into each other via a transition probe section 25. Sliding the probe arm 13 between the base probe section 23 and the entry probe section 24 thus results in a corresponding deflection of the probe arm 13.

[0046] The above deflection of the probe arm 13 is translated via the transmission arrangement 12 into a corresponding deflection of the switching arm 14 and leads to a switching of the push-button switch 11, which will be explained later. Furthermore, the arrangement is such that this folding adjustment is always accompanied by a corresponding compensating movement 15.

[0047] Furthermore, and preferably, the vehicle seat 16, in particular the seat surface assembly 18, has a locking disc 26 with the locking contour 8, with which the locking pawl 7 of the vehicle lock 3 interacts in a locking manner in the folding direction 20 when the backrest assembly 17 is in a basic folded position. The locking disc 26 preferably also provides the tactile contour 10, as can be seen in the illustration according to Fig. 2. Furthermore, and preferably, the vehicle lock 3 has a support structure 27, in particular a lock housing 28, which supports the locking mechanism 5 and the sensing arrangement 9. This allows the vehicle lock 3 to be easily mounted as a whole on the vehicle seat.

[0048] As explained above, the push-button switch 11 can be designed as either a contact switch or a non-contact switch, depending on the sensor principle. The push-button switch 11 can switch to different states depending on the deflection of the switching arm 14. The separate mounting of the push-button switch 11 and the transmission arrangement 12 allows for a particularly flexible design of the push-button switch 11.

[0049] Here, and preferably, the push-button switch 11 is a simple microswitch which, depending on the deflection of the switching arm 14, can be switched to the "unactuated" switching state shown in Fig. 2b) and to the "actuated" switching state shown in Fig. 2a). The push-button switch 11 is equipped with a switching plunger 29 which is adjustable along a switching direction 30 by the switching arm 14 to change the switching state.

[0050] As mentioned above, the push-button switch 11 is preferably assigned a switching direction 30, along which the switching arm 14 acts on the push-button switch 11. Here, and preferably, the deflection of the switching arm 14, which results from the interaction between the tactile contour 10 and the tactile arm 13, occurs with respect to the switching direction 30, either towards or away from the push-button switch 11. Notwithstanding this, the switching arm 14 can perform a linear movement or, as in this case, a pivoting movement, as long as it interacts with the push-button switch 11, here via the switching plunger 29, along the switching direction 30.

[0051] The deflection of the switching arm 14 towards or away from the push-button switch 11 is easily achievable, since the transmission arrangement 12 exhibits the proposed elasticity. It also allows for a particularly high degree of design flexibility with regard to the position and configuration of the transmission arrangement 12. Furthermore, and preferably, it is provided here that the transmission arrangement 12, and in particular the switching arm 14, is assigned a switching stop 31, which limits the deflection of the transmission arrangement 12, and in particular of the switching arm 14, resulting from the interaction between the sensing contour 10 and the sensing arm 13, to a limit deflection. Any further deflection of the sensing arm 13 is thus accompanied by a compensating movement 15 of the transmission arrangement 12. This can be seen in the transition from Fig. 2b) to Fig. 2a).

[0052] After the initial deflection of the probe arm 13 from the un-deflected position shown in Fig. 2b), the transmission arrangement 12, here the switching arm 14, engages in a blocking engagement with the switching stop 31, thus protecting the push-button switch 11 from further deflection of the probe arm 13. This further deflection of the probe arm 13 then generates a compensating movement 15 with the switching arm 14 stationary, under elastic compression of the transmission arrangement 12. Here, the robustness of the arrangement with respect to any geometric tolerances becomes particularly evident.

[0053] Several advantageous variants for the elastic design of the transmission arrangement 12 are conceivable. One particularly compact variant provides that the transmission arrangement 12 is at least partially, preferably completely, made of an elastic material, preferably a plastic material, in order to provide the elasticity of the transmission arrangement 12. For this purpose, the transmission arrangement 12 can be designed in multiple parts. For example, the transmission arrangement 12 can be composed of components with different elasticities.

[0054] In a particularly preferred embodiment, the transmission arrangement 12 is designed as a single piece, which can be advantageous from a manufacturing perspective. In particular, it is proposed that the transmission arrangement 12, as shown in Fig. 2, be designed as a single-piece plastic part, especially as a plastic injection-molded part. It is conceivable that the plastic part consists of one and the same material. Alternatively, it is also possible for the plastic part to consist of different materials with different elasticities. The single-piece nature of the plastic part allows the entire transmission arrangement 12 to be manufactured using the plastic injection molding process. If more than one material is to be used, a multi-component injection molding process is suitable.

[0055] The transmission arrangement 12 also offers interesting alternatives from a design perspective. Here, and preferably, the transmission arrangement 12 has a transmission lever 33 that pivots about a transmission lever pivot axis 32, on which the sensing arm 13 and the switching arm 14 are arranged. To bridge larger distances between the sensing arm 13 and the switching arm 14, several such levers can also be connected in series. Preferably, the transmission arrangement 12 has a single transmission lever 33, which results in a structurally robust and compact arrangement. All related embodiments apply accordingly to a multi-part transmission arrangement 12.

[0056] Fig. 2 shows a transmission arrangement 12 with a two-armed transmission lever 33, while Fig. 3 shows an alternative embodiment with a three-armed transmission lever 33. Otherwise, the two embodiments are functionally identical in many respects, so that all descriptions of the embodiment shown in Fig. 2 apply accordingly to the embodiment shown in Fig. 3.

[0057] The embodiments of the transmission arrangement 12 according to Figures 4-6 differ from the embodiments of Figures 2 and 3 in that, instead of pivoting the transmission arrangement 12 about the transmission lever pivot axis 32, a translational adjustment takes place. For this purpose, the transmission arrangement 12 has at least one linear guide 41, which is slidably mounted along a guide track 42. The transmission lever 33 is thus linearly adjustable. The sensing arm 13 and the switching arm 14 are also arranged on the transmission lever. The transmission arrangement 12 is otherwise similar to the previously described variants, so that here too at least the sensing arm 13 is at least partially elastic. Essentially, the type of adjustment of the transmission arrangement 12 relative to the push-button switch 11 is changed to a linear adjustment instead of a rotary adjustment.In the illustrated and thus preferred embodiments, the sensing arm 13 is at least partially elastically designed to provide the elasticity of the transmission arrangement 12. The material and shape of the sensing arm 13 are selected accordingly for this purpose. Alternatively or additionally, the switching arm 14 can also be at least partially elastically designed to provide the elasticity of the transmission arrangement 12. In principle, however, it is also possible for a portion of the transmission arrangement 12 outside of the sensing arm 13 and switching arm 14 to be elastically designed.

[0058] The drawing shows that the proposed motor vehicle lock 3 has a particularly flat design, which is especially advantageous for the illustrated application of the motor vehicle seat 16. This is due, for example, to the fact that the key pivot axes are aligned parallel to each other. This applies, for example, to the parallelism of the backrest pivot axis 21 of the backrest assembly 17 to the transmission lever pivot axis 32 and / or the parallelism of the pawl pivot axis 6 to the transmission lever pivot axis 32. A similarly space-saving variant can also be achieved by designing the transmission arrangement 12 with at least one linear guide 41.

[0059] As mentioned above, the design of the sensing arm 13 and / or switching arm 14 can influence the generation of elasticity in the transmission arrangement.

[0060] 12 be aligned. In detail, in the embodiment shown in Fig. 2, the sensing arm 13 is bent, here and preferably U-shaped, to provide the elasticity of the transmission arrangement 12. In the embodiment shown in Fig. 3, the sensing arm

[0061] 13 is even bent in an S-shape to provide the elasticity of the transmission arrangement 12. Other designs for adjusting the elasticity of the transmission arrangement 12 are conceivable. Alternatively or additionally, the switching arm 14 of the transmission arrangement 12 can be designed accordingly to adjust the elasticity of the transmission arrangement 12 and thus ensure the aforementioned spring action of the transmission arrangement 12.

[0062] The arrangement of the probe arms 13 on the transmission assembly 12 can vary depending on the design constraints. Preferably, the probe arm 13 and / or the switching arm 14 extend from the transmission lever pivot axis 32 of the transmission lever 33. This is the case in the embodiment shown in Fig. 3. This allows for particularly easy adjustment of the transmission behavior of the transmission assembly 12 with respect to the translation of the deflection of the probe arm 13 into the deflection of the switching arm 14. Alternatively, for example, the probe arm 13 can also extend from the switching arm 14, as shown in Fig. 2. This allows for particularly good utilization of installation space with an optimal design of the probe arm 13 that supports the elasticity of the transmission assembly 12.Conversely, it can also be advantageous for the switching arm 14 to extend from the sensing arm 13.

[0063] In the configuration of the transmission arrangement 12 according to Figures 4 and 5, two linear guides 41 are provided, which are connected to each other by the switching arm 14, with the sensing arm 13 being arranged on one of the aforementioned. The sensing arm 13 can thus be arranged on the switching arm 14 and / or on the transmission lever 33 and / or on the at least one linear guide 41.

[0064] In the embodiment according to Fig. 6, only a linear guide 41 is provided to slidably mount the transmission arrangement 12 along the guide track 42. In some cases, the restoring force of a push-button switch 11 may be insufficient to ensure linear return of the transmission arrangement 12, especially in the event of contamination. In such cases, and as shown in Fig. 6, a spring element 34 can assist this return. The transmission arrangement 12 has a spring preload arm 35 that interacts with the spring element 34. The spring element 34 can generally be considered optional; in particular, the restoring force of the push-button switch 11 should be sufficiently large.

[0065] To ensure a consistently defined position of the transmission arrangement 12 and reliable scanning of the stylus contour 10 by the stylus arm 13, the transmission arrangement 12 is preferably spring-loaded. Specifically, the transmission lever 33 is preferably spring-loaded with respect to the switching direction 30 towards or away from the stylus switch 11. In particular, the spring preload ensures that the stylus arm 13 is biased against the stylus contour 10 to guarantee reliable scanning of the stylus contour 10 by the stylus arm 13.

[0066] In both embodiments, a spring element 34 is associated with the transmission arrangement 12, which biases the transmission lever 33, here and preferably in the un-displaced position (Fig. 2a), Fig. 3a). Depending on the design constraints, the spring element 34 can follow any spring principle. Here and preferably, the spring element 34 is a helical compression spring.

[0067] In Fig. 2, the spring element 34 engages the shift arm 14 in a space-saving manner, while in the embodiment shown in Fig. 3, the transmission lever 33 has a spring preload arm 35 for interaction with the spring element 34, designed to be particularly flexible. Alternatively, such a spring element 34 can be omitted if the spring elasticity of the transmission arrangement 12, in particular of the transmission lever 33, is used for the spring preload of the transmission arrangement 12 itself. For example, the spring preload arm 35 itself can be equipped with a corresponding elasticity.

[0068] Preferably, a return stop 36 is associated with the transmission arrangement 12, wherein the transmission arrangement 12 is spring-biased in the direction of the return stop 36, as mentioned above. In the embodiment shown in Fig. 2, the return stop 36 acts on the switching arm 14, while in the embodiment shown in Fig. 3, the return stop 36 acts on the spring-biased arm 35.

[0069] According to a further teaching, which has independent significance, a seat locking device 22 mentioned above for a motor vehicle seat 16 is proposed as an adjustment assembly 4 of a motor vehicle.

[0070] The seat locking mechanism 22 comprises a proposed vehicle lock 3 and a locking contour 8, wherein the vehicle lock 3 has a locking pawl 7 for locking engagement with the locking contour 8, and wherein the vehicle lock 3 locks the backrest assembly 17 in at least one folding position, in particular in the basic folding position, against folding in the folding direction 20 by means of the locking engagement between the locking pawl 7 and the locking contour 8. It is essential that the scanning arrangement 9 of the vehicle lock 3 for detecting a folding position, in particular an entry folding position, of the backrest assembly 17 interacts with a tactile contour 10 of the vehicle seat 16.

[0071] Reference may be made to all statements concerning the proposed motor vehicle lock 3.

[0072] In a further, independent teaching, a motor vehicle seat 16 is also proposed as an adjustment assembly 4 of a motor vehicle, wherein the motor vehicle seat 16, as mentioned above and shown in Fig. 1, comprises a backrest assembly 17 and a seat surface assembly 18. Accordingly, the backrest assembly 17 can be folded from a basic folded position into an entry folded position in a folding direction 20 relative to the seat surface assembly 18 via a backrest swivel fitting 19 of the motor vehicle seat 16.The motor vehicle seat 16 has a proposed motor vehicle lock 3 and a locking contour 8, wherein the motor vehicle lock 3 has a locking pawl 7 for locking engagement with the locking contour 8, and wherein the motor vehicle lock 3 locks the backrest assembly 17 in at least one folding position, in particular in the basic folding position, against folding in the folding direction 20 by means of the locking engagement between the locking pawl 7 and the locking contour 8. It is also essential here that the scanning arrangement 9 of the motor vehicle lock 3 for detecting a folding position, in particular an entry folding position, of the backrest assembly 17 interacts with a tactile contour 10 of the motor vehicle seat 16.

[0073] Reference may also be made here to all the explanations regarding the proposed motor vehicle lock 3.

[0074] The correct arrangement of the vehicle lock 3 is of particular importance for the optimal utilization of the available installation space. Accordingly, it is preferably the case that the vehicle lock 3 is arranged on the backrest assembly 17 and the push-button contour 10 on the seat surface assembly 18. Depending on the installation space requirements, this can also be arranged the other way around.

[0075] Furthermore, and preferably, it is provided here that the switching arm 14 is in a basic switching deflection in the basic folding position, and thus the push-button switch 11 is in a basic switching state (Fig. 2b)), and in the entry folding position, it is in an entry switching deflection, and thus the push-button switch 11 is in an entry switching state (Fig. 2b)). Furthermore, and preferably, the push-button arm 13 is in a basic switching deflection in the basic folding position and in an entry switching deflection in the entry folding position (Fig. 2a)). This is due to the scanning of the basic sensing section 23 or the entry sensing section 24 by the push-button arm 13.

[0076] Furthermore, and preferably, it is provided here that the transmission arrangement 12, in particular the switching arm 14, is assigned a switching stop 31 as mentioned above, which limits the deflection of the transmission arrangement 12, in particular of the switching arm 14, which is due to the interaction between the sensing contour 10 and the sensing arm 13, to a limit deflection, so that a further deflection of the sensing arm 13 is accompanied by a compensating movement 15 of the transmission arrangement 12 (Fig. 2a)).

[0077] Furthermore, and preferably, it is provided here that when the switching arm 14 is in its limit deflection position, a further adjustment of the backrest assembly 17 into the basic folding position or the entry folding position generates a compensating movement 15 of the sensing arm 13 relative to the stationary switching section, the angular extent of which, with reference to the transmission lever pivot axis 32, is at least 10%, and more preferably at least 20%, of the angular extent of the sensing deflection range between basic sensing deflection and entry sensing deflection.

[0078] Finally, it is proposed that a proposed motor vehicle lock 3 be used for a proposed motor vehicle seat 16. It is essential here that the scanning arrangement 9 of the motor vehicle lock 3 for detecting a folding position, in particular an entry folding position, of the backrest assembly 17 interacts with a tactile contour 10 of the motor vehicle seat 16.

[0079] Reference may be made to all descriptions of the proposed motor vehicle lock 3, the proposed seat locking mechanism 22, and the proposed motor vehicle seat 16. In a particularly preferred embodiment, the motor vehicle seat 16 has a seat rail 37 with a seat rail drive 38, and when the scanning arrangement 9 detects an entry-folding position, the motor vehicle seat 16 is moved into a forward-positioned state in the direction of travel 39 of the motor vehicle by means of the seat rail drive 38, or is released into the forward-positioned state. For this purpose, an electronic control unit 40 is preferably provided, which is electrically coupled to the push-button switch 11 on the one hand and the seat rail drive 38 on the other.

Claims

Patent claims 1. Motor vehicle lock for an adjustment assembly (4) of a motor vehicle, comprising a locking mechanism (5) having a pawl (7) for locking engagement with a locking contour (8), and a scanning arrangement (9) for scanning a tactile contour (10), wherein the scanning arrangement (9) comprises a tactile switch (11) and a transmission arrangement (12) mounted separately from the tactile switch (11) between the tactile contour (10) and the tactile switch (11), the transmission arrangement (12) having a sensing arm (13) for interaction with the tactile contour (10) and a switching arm (14) for interaction with the tactile switch (11), characterized in that the transmission arrangement (12) has an elasticity that allows a compensating movement (15) between the sensing arm (13) and the switching arm (14) and that a deflection of the sensing arm (13), which is due to the interaction between the touch contour (10) and touch arm (13)via the transmission arrangement (12) a deflection of the switching arm (14) and a compensating movement (15) can be generated.

2. Motor vehicle lock according to claim 1, characterized in that the adjustment assembly (4) is a motor vehicle seat (16), preferably, wherein the motor vehicle seat (16) has a backrest assembly (17) and a seat surface assembly (18), wherein the backrest assembly (17) can be folded from a basic folding position in a folding direction (20) into an entry folding position relative to the seat surface assembly (18) via a backrest swivel fitting (19) of the motor vehicle seat (16), wherein the motor vehicle lock (3) in the mounted state locks the backrest assembly (17) in at least one folding position, in particular in the basic folding position, against folding adjustment in the folding direction (20) by the locking engagement between locking pawl (7) and locking contour (8).

3. Motor vehicle lock according to claim 1 or 2, characterized in that the motor vehicle seat (16), in particular the seat surface assembly (18), has a locking disc (26) with the locking contour (8) with which the locking pawl (7) of the motor vehicle lock (3) interacts in a locking manner in the folding direction (20) when the backrest assembly (17) is in a basic folding position.

4. Motor vehicle lock according to claim 3, characterized in that the locking disc (26) provides the tactile contour (10).

5. Motor vehicle lock according to one of the preceding claims, characterized in that the motor vehicle lock (3) has a support structure (27), in particular a lock housing (28), which supports the locking mechanism (5) and the scanning arrangement (9).

6. Motor vehicle lock according to one of the preceding claims, characterized in that the motor vehicle lock (3) has a lock housing (28) which carries the locking mechanism (5) and the scanning arrangement (9).

7. Motor vehicle lock according to one of the preceding claims, characterized in that, depending on the deflection of the switching arm (14), the push-button switch (11) switches to a different switching state.

8. Motor vehicle lock according to claim 7, characterized in that the push-button switch (11) is designed as a microswitch with at least two switching states, preferably exactly two switching states.

9. Motor vehicle lock according to one of the preceding claims, characterized in that a switching direction (30) is assigned to the push button (11 ) and that the deflection of the switching arm (14), which is due to the interaction between the push button contour (10) and the push button arm (13), is directed towards or away from the push button (11 ) with respect to the switching direction (30).

10. Motor vehicle lock according to one of the preceding claims, characterized in that a switching stop (31) is assigned to the transmission arrangement (12), in particular to the switching arm (14), which limits the deflection of the transmission arrangement (12), in particular of the switching arm (14), which is due to the interaction between the sensing contour (10) and the sensing arm (13), to a limit deflection, so that a further deflection of the probe arm (13) is accompanied by a compensating movement (15) of the transmission arrangement (12).

11. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission arrangement (12) is designed at least partially, preferably completely, from an elastic material, preferably from a plastic material, in order to provide the elasticity of the transmission arrangement (12).

12. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission arrangement (12) is designed as a one-piece plastic part, in particular as a plastic injection molded part.

13. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission arrangement (12) has a transmission lever (33) pivotable about a transmission lever pivot axis (32), on which the sensing arm (13) and the switching arm (14) are arranged.

14. Motor vehicle lock according to one of the preceding claims, characterized in that the sensing arm (13) and / or the switching arm (14) is / are at least partially elastically designed to provide the elasticity of the transmission arrangement (12).

15. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission arrangement (12) has at least one linear guide (41) by means of which the transmission arrangement (12) is linearly adjustable along a guide track (42).

16. Motor vehicle lock according to one of the preceding claims, characterized in that the sensing arm (13) and / or the switching arm (14) is / are bent, in particular U-shaped and / or S-shaped, to provide the elasticity of the transmission arrangement (12).

17. Motor vehicle lock according to one of the preceding claims, characterized in that the sensing arm (13) and / or the switching arm (14) extends from the transmission lever pivot axis (32) of the transmission lever (33), or that the sensing arm (13) extends from the switching arm (14), or that the switching arm (14) extends from the sensing arm (13).

18. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission lever (33) is spring-biased with respect to the switching direction (30) towards or away from the push button (11).

19. Motor vehicle lock according to one of the preceding claims, characterized in that the transmission lever (33) has a spring preload arm (35) for generating and / or transmitting the spring preload.

20. Seat locking mechanism for a motor vehicle seat (16) as an adjustment assembly (4) of a motor vehicle, wherein the motor vehicle seat (16) comprises a backrest assembly (17) and a seat surface assembly (18), wherein the backrest assembly (17) can be folded from a basic folded position into an entry folded position in a folding direction (20) relative to the seat surface assembly (18) via a backrest swivel fitting (19) of the motor vehicle seat (16), wherein the seat locking mechanism (22) comprises a motor vehicle lock (3) and a locking contour (8), wherein the motor vehicle lock (3) comprises a locking pawl (7) for locking engagement with the locking contour (8), and wherein the motor vehicle lock (3) locks the backrest assembly (17) in at least one folded position, in particular in the basic folded position, against folding adjustment in the folding direction (20) by means of the locking engagement between the locking pawl (7) and the locking contour (8). locks, characterized by this,that the motor vehicle lock (3) is designed according to one of the preceding claims and the scanning arrangement (9) of the motor vehicle lock (3) for detecting a folding position, in particular an entry folding position, of the backrest assembly (17) interacts with a tactile contour (10) of the motor vehicle seat (16) in the furthermore.

21. Motor vehicle seat as an adjustment assembly (4) of a motor vehicle, wherein the motor vehicle seat (16) comprises a backrest assembly (17) and a seat surface assembly (18), wherein the backrest assembly (17) can be folded from a basic folded position into an entry folded position in a folding direction (20) relative to the seat surface assembly (18) via a backrest swivel fitting (19) of the motor vehicle seat (16), wherein the motor vehicle seat (16) comprises a motor vehicle lock (3) and a locking contour (8), wherein the motor vehicle lock (3) comprises a locking pawl (7) for locking engagement with the locking contour (8), and wherein the motor vehicle lock (3) locks the backrest assembly (17) in at least one folded position, in particular in the basic folded position, against folding adjustment in the folding direction (20) by means of the locking engagement between the locking pawl (7) and the locking contour (8), characterized in thatthat the motor vehicle lock (3) is designed according to one of claims 1 to 19 and the scanning arrangement (9) of the motor vehicle lock (3) for detecting a folding position, in particular an entry folding position, of the backrest assembly (17) interacts with a tactile contour (10) of the motor vehicle seat (16) in the furthermore.

22. Motor vehicle seat according to claim 21, characterized in that the motor vehicle lock (3) is arranged on one of the backrest assembly (17) and the seat surface assembly (18) and the touch contour (10) is arranged on the other of the backrest assembly (17) and the seat surface assembly (18).

23. Motor vehicle seat according to claim 21 or 22, characterized in that the switching arm (14) in the basic folding position is in a basic switching deflection and thus the push button (11) is in a basic switching state and in the entry folding position is in an entry switching deflection and thus the push button (11) is in an entry switching state, and / or that the push button arm (13) in the basic folding position is in a basic push button deflection and in the entry folding position is in an entry push button deflection.

24. Motor vehicle seat according to one of claims 21 to 23, characterized in that a switching stop (31) is assigned to the transmission arrangement (12), in particular to the switching arm (14), which controls the deflection of the transmission arrangement (12), in particular of the switching arm (14), which is directed onto the The interaction between the stylus contour (10) and the stylus arm (13) is limited to a limit deflection, so that any further deflection of the stylus arm (13) is accompanied by a compensating movement (15) of the transmission arrangement (12).

25. Motor vehicle seat according to one of claims 21 to 24, characterized in that an adjustment of the backrest assembly (17) between the basic folding position and the entry folding position generates a compensating movement (15) between the sensing arm (13) and the switching arm (14), the angular extent of which, with reference to the transmission lever pivot axis (32), is at least 10% of the angular extent of the sensing deflection range between basic sensing deflection and entry sensing deflection of the sensing arm (13).

26. Use of a motor vehicle lock for a motor vehicle seat, wherein the motor vehicle seat (16) has a backrest assembly (17) and a seat surface assembly (18), wherein the backrest assembly (17) can be folded from a basic folded position into an entry folded position in a folding direction (20) relative to the seat surface assembly (18) via a backrest swivel fitting (19) of the motor vehicle seat (16), wherein the motor vehicle lock (3) has a locking pawl (7) for locking engagement with the locking contour (8) and wherein the motor vehicle lock (3) locks the backrest assembly (17) in at least one folded position, in particular in the basic folded position, against folding adjustment in the folding direction (20) by means of the locking engagement between locking pawl (7) and locking contour (8), characterized in thatthat the motor vehicle lock (3) is designed according to one of claims 1 to 19 and the scanning arrangement (9) of the motor vehicle lock (3) for detecting a folding position, in particular an entry folding position, of the backrest assembly (17) interacts with a tactile contour (10) of the motor vehicle seat (16) in the furthermore.

27. Use of a motor vehicle lock for a motor vehicle seat according to claim 26, characterized in that the motor vehicle seat (16) has a seat rail (37) with a seat rail drive (38) and that, upon detection of an entry folding position by the scanning arrangement (9), the motor vehicle seat (16) is moved into a folded position by means of the seat rail drive (38) by means of the seat rail drive (38). direction of travel (39) of the motor vehicle is transferred to the advanced state or is released into the advanced state.

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