CN104420741A

CN104420741A - Vehicle locking member

Info

Publication number: CN104420741A
Application number: CN201410456824.XA
Authority: CN
Inventors: R.约施科; O.赫格; T.克莱姆施泰因; L.格劳特
Original assignee: Brose Schliesssysteme GmbH and Co KG
Current assignee: Brose Schliesssysteme GmbH and Co KG
Priority date: 2013-09-10
Filing date: 2014-09-10
Publication date: 2015-03-18
Anticipated expiration: 2034-09-10
Also published as: EP2845972A2; EP2845972A3; EP2845972B1; ES2641728T3; DE202013104118U1; CN104420741B

Abstract

The invention relates to a vehicle locking member provided with a locking element latch and a stopping claw. The latch can swing to the opened position, the main closed position, and the necessarily pre-closed position around the axis of the latch. The vehicle locking member is arranged in the locking wedge entering direction. The stopping claw can be retrieved by an operation rod. A switchable locking assembly is provided, and the locking assembly is provided with a control rod capable of swinging around the axis of the control rod, and then the operation rod and the locking assembly can act together. The locking assembly is locked, when the operation rod is not used, and the locking assembly can be unlocked by the spring, after the operation rod is used. The pushing of the spring to unlock the locking assembly is behind the operation of the operation rod, which is determined by the inertia, when the operation speed of the operation rod is faster than the limit speed, and the axis of the control rod is arranged basically parallely to the locking wedge entering direction.

Description

Locking piece for motor vehicle

Technical Field

The invention relates to a motor vehicle lock with the features of the preamble of claim 1.

Background

The motor vehicle latch in question is used in all types of motor vehicle doors of a motor vehicle. The term "motor vehicle door" is to be understood here in a broad sense. It comprises, inter alia, a side door, a rear cover plate, a rear cover or a motor cover.

The known motor vehicle locks (EP 2339098 a2) on which the invention is based are equipped with the usual locking elements "latch (schlossfallel)" and "pawl", wherein the latch interacts in the same usual manner with a locking wedge or the like in order to hold the associated motor vehicle door in its closed position. A locking wedge insertion direction is associated with the motor vehicle lock, in which direction the locking wedge or the like is in retaining engagement with the bolt.

In the motor vehicle in question, crash safety is of particular importance. It is first noted here that crash accelerations due to crash situations do not lead to an undesired opening of the motor vehicle door or the like. In particular, it should be ensured that the crash acceleration does not lead to an automatic retraction of the pawl (ausheen).

Known motor vehicle locks are equipped with a switchable locking assembly which, in the locked state, latches the actuation of the actuating lever after a first actuation path. The locking assembly has an adjustable impact element that can deflect due to crash acceleration. This ensures that the retraction of the locking pawl cannot occur in the event of a crash.

However, in the known motor vehicle locks, the reaction time is to be taken into account from the occurrence of the crash acceleration until the pawl-actuated latching, which is due to the necessary adjustment of the crash element.

Disclosure of Invention

The object of the invention is to design and improve the known motor vehicle locks in such a way that the properties in the event of a crash are further optimized.

With a motor vehicle lock according to the preamble of claim 1, the above-mentioned problem is solved by the features of the characterizing part of claim 1.

What is important is the basic idea that the locking assembly is in principle in the locked state without actuating the actuating lever and cannot be spring-urged unlocked until after actuating the actuating lever. By "unlockable" is here meant that unlocking may depend on the position of a central locking element or the like.

The spring-loaded unlocking, in the case of particularly rapid actuation of the actuating lever, lags behind the actuation of the actuating lever due to inertia. In the event of a crash-dependent and correspondingly rapid actuation, a timely unlocking does not occur in a suitable embodiment, so that the actuating lever performs a free travel or is latched after the first actuation path.

First of all, in the solution according to the invention, attention is drawn to the fact that the locking assembly is already in the locked state when a crash situation occurs, since the operating lever is not operated at all times at the beginning of the crash situation. The motor vehicle lock is thus in a crash-proof state without any adjustment of the adjusting elements being necessary.

The hysteresis mechanism is responsible for the inertia-dependent hysteresis of the unlocking, the function of which according to the invention is mainly due to the inertia of the control lever of the locking assembly (Massentr ä gheit). When designing a motor vehicle lock, a corresponding mass distribution can be provided at the control rod.

The solution according to the invention is optimized with regard to crash situations in which an impact occurs in the closing direction of the associated motor vehicle door or the like. For the side door, the side impact is correspondingly referred to here. In order that the above-mentioned hysteresis mechanism for hysteresis unlocking can be decoupled from the crash acceleration, it is provided according to the invention that the lever axis of the lever is oriented substantially parallel to the insertion direction of the locking wedge. It is thereby ensured that the crash acceleration, which acts in the closing direction of the associated motor vehicle door or the like, does not exert a torque on the control rod which interferes with the hysteresis mechanism.

In a preferred embodiment according to claim 3, the coupling of the actuating lever to the locking assembly is due to the coupling of the actuating lever to the control rod. In a particularly compact design variant, the coupling is a coupling with a control slide (steuerkulsess) and a slide follower (Kulissenfolger).

In a particularly preferred embodiment according to claim 8, a locking element is provided for achieving the locking state, which is designed as a resiliently bendable wire or strip. Such a locking element can be realized cost-effectively and in a further preferred embodiment offers the possibility of being pretensioned into the unlocking position by its own elasticity.

In a further preferred embodiment according to claim 9, the control lever is used in duplicate, namely, on the one hand, for the inertia-dependent hysteresis of the unlocking of the motor vehicle lock and, on the other hand, for the locking or unlocking of the motor vehicle lock according to normal operation. This dual use results in a structurally distinct overall structure.

A particularly high flexibility in the arrangement of the motor vehicle lock, in particular of the components of the actuating drive, is achieved according to claim 10 in that the control rod is designed to transmit a pivoting movement. The concept "transmitting the rocking section" is to be understood broadly here. It is important that the transmitting rocking section has a rocking axis, a rocking arm on the drive side and a rocking arm on the locking element side. The two rocker arms extend in opposite directions in the first approach starting from the pivot axis. It is not necessary for the two rocker arms to extend straight here. Furthermore, it is not essential that the two rocker arms have the same length. Finally, the transmission rocker is an elongated structure in the sense of the invention, which converts a drive-side adjustment at the drive-side rocker into an output-side adjustment at the coupling-element-side rocker. The elongate shape of the transmission rocker can bridge a relatively large distance between the actuating drive and the locking element within the motor vehicle lock. This results in particular in the transmission of the pivoting movement past the latch pawl axis and the latch axis.

Drawings

The invention is further elucidated below by means of the drawing showing only one embodiment. Wherein,

figure 1 shows a motor vehicle lock according to the invention in a perspective top view obliquely,

fig. 2 shows the motor vehicle lock according to fig. 1 in a side view II, and

fig. 3 shows the motor vehicle lock according to fig. 1 in a perspective bottom view in an oblique manner.

Detailed Description

Only the components that are important to the motor vehicle lock according to the teachings of the present invention are shown in the figures. For example, the illustration of the lock housing is eliminated.

The motor vehicle lock according to the invention can be used for all types of motor vehicle doors. Reference should be made to the exemplary enumeration in the introductory part of the description. The main focus here is on the application of the side door of a motor vehicle. The embodiments in this connection are correspondingly suitable for all other types of motor vehicle doors.

Fig. 1 shows a motor vehicle lock equipped with a locking element latch 1 and a pawl 2, wherein the latch 1 can be pivoted about a latch axis la into an open position (not shown), a main closed position (fig. 1) and a pre-closed position (not shown). In fig. 1, the adjustment of the latch 1 from the open position into the main closed position is accompanied by a swinging movement of the latch 1 in the clockwise direction.

For the motor vehicle lock, a locking wedge insertion direction 3 is associated in which a locking wedge 4 or the like can be engaged with the bolt 1, wherein the bolt 1 is adjusted from an open position into a closed position. With the latch 1 in the closed position, the latch 1 is in retaining engagement with a latching wedge 4 or the like, so that the associated motor vehicle door is held in its closed position. In the assembled state, the motor vehicle lock is usually arranged on a motor vehicle door or the like, while the locking wedge 4 or the like is fastened to the vehicle body, in particular to the B pillar of the motor vehicle body.

An entry opening 5, which is only illustrated in fig. 1, is preferably associated with the locking wedge 4, which forms a type of passage 6 for the locking wedge 4 or the like to enter in the locking wedge entry direction 3.

The latch pawl 2 is swingable about a latch pawl axis 2a into an embedded position (fig. 1) in which the latch pawl 2 holds the latch 1 in the respective closed position and a retracted position (not shown) in which the latch pawl 2 is disengaged from the latch 1. The retraction of the latch pawl 2 is associated with the pivoting of the latch pawl 2 in fig. 1 against the clockwise direction.

To retract the holding pawl 2, a lever 7 is provided. Here and preferably, the actuating lever 7 is coupled to an outer actuating lever, not shown, which in turn is coupled to the door outer handle, and to an inner actuating lever, not shown, which in turn is coupled to the door inner handle. In this way, the actuating lever 7 can be actuated by the door outer handle or the door inner handle in the assembled state of the motor vehicle lock.

The motor vehicle lock according to the invention is furthermore equipped with a switchable locking assembly 8, which can be brought into different locking states. In a particularly preferred embodiment, the locking assembly 8 is a central locking assembly, which, as will also be explained, can be brought into different locking states by motor.

In the exemplary embodiment shown and preferred in this respect, the drive-related connection between the actuating lever 7 and the locking pawl 2 is disconnected in the locked state, and the drive-related connection between the actuating lever 7 and the locking pawl 2 is established in the unlocked state. This means that the operating lever 7 is free-wheeling in normal operation as long as the locking assembly 8 is in the locked state.

Alternatively, however, it can also be provided that the locking assembly 8 latches the actuation of the actuating lever 7 after the first actuation path in the locked state, while the locking assembly 8 cancels the latching of the actuating lever 7 in the unlocked state.

First of all, it is essential to the teaching according to the invention that the locking assembly 8 for setting the locked state has a control rod 9 which can be pivoted about a control rod axis 9a which is fixed in particular at the lock housing. Starting from the concept "fixed to the latch housing", the motor vehicle latch has a latch housing which receives the locking element latch 1 and the pawl 2 anyway, and the control rod axis 9a is arranged in a positionally fixed manner at the latch housing.

The control rod 9 is of considerable particular significance for the crash safety of the motor vehicle lock according to the invention. This relates in particular to the inertial behavior of the control rod 9 in the event of a crash, as will be explained further below.

For the crash characteristic according to the invention, the actuating lever 7 interacts with the locking assembly 8 in the manner to be explained, in that the locking assembly 8 is locked without actuating the actuating lever 7, as is shown in fig. 1 to 3. The locking assembly 8 cannot be spring-urged unlocked until after the actuation of the actuating lever 7 (in fig. 3 by pivoting the actuating lever 7 about the actuating lever axis 7 a). For spring-assisted unlocking, a separate spring assembly can in principle be provided, which acts on the control rod 9. Preferred alternatives to this will be further elucidated below.

Now, attention is drawn to the fact that the spring-urged unlocking lags behind the actuation of the actuating lever 7 in an inertia-dependent manner in the case of actuating the actuating lever 7 at an actuation speed above a predetermined limit speed. Of particular interest here is the fact that the hysteresis determined by inertia is substantially (i.e. largely) due to the inertia of the control rod 9. The adjustment of the inertia characteristics of the control rod 9, which can be seen from the figures, can be achieved in a particularly simple and at the same time flexible manner by the longitudinally extending shaping of the control rod 9.

Furthermore, as explained above, the motor vehicle lock according to the invention is optimized with regard to a crash situation in which the impact of a crash acts substantially in the direction of the closing direction of the associated motor vehicle door. For the side door, a side impact is referred to here. For the rear door, a rear impact is referred to here. In the sense of this optimization, it is now proposed that the control rod axis 9a is oriented substantially parallel to the locking wedge insertion direction 3 of the motor vehicle lock, which generally corresponds to the closing direction of the associated motor vehicle door.

As explained above, the control rod axis 9a is preferably arranged in a stationary manner at the lock housing. This can be used to minimize the tolerance chain in order to reduce the idle travel that may be necessary if the actuating lever 7 is actuated.

The interaction of the actuating lever 7 with the locking element 8 is preferably such that the actuating lever 7, when adjusted into its non-actuated state, locks the unlocked locking element 8 and, in the locked state, holds the locking of the locking element 8 and, during its non-actuated state, locks the unlocking of the locking element 8 and, only during its actuation, releases the unlocking. This means that the locking assembly 8 is always in the locked state without actuating the actuating lever 7, which ensures a high level of crash safety in the event of a crash without having to adjust components, such as a crash bar, for example.

In the embodiment shown and preferred in this regard, the interaction according to the invention between the actuating lever 7 and the locking assembly 8 is due to the interaction of the actuating lever 7 with the control rod 9. The control lever 9 can be pivoted into a control locking position, which is shown in solid lines in fig. 2, and into a control unlocking position, which is shown in broken lines in fig. 2. The control-locked position corresponds to the locked state of the locking assembly 8, while the control-unlocked position corresponds to the unlocked state. The control rod 9 is pretensioned into the control-locking position in a manner that will also be explained.

In the case of no actuation of the actuating lever 7, as shown in fig. 3, the actuating lever 7 holds the control rod 9 in the control-locking position. For this purpose, the operating lever 7 has a control slide 10, while the control lever 9 correspondingly has a slide follower 11 associated with the control slide 10. When the actuating lever 7 is actuated, the actuating lever 7 is pivoted about the actuating lever axis 7a in the clockwise direction in fig. 3, so that the slide plate follower 11 of the control rod 9 is guided along the control slide plate 10 of the actuating lever 7. Whereby the control lever 9 is spring-urged to its control-unlocking position. Thus, in normal operation, further manipulation of the lever 7 causes retraction of the holding pawl 2.

It should be noted that other types of co-action between the operating lever 7 and the control lever 9 are possible. In particular, the operating lever 7 can be equipped with a slide follower, while the control lever 9 can be equipped with a corresponding control slide.

The synchronization of the actuating movement with the unlocking of the locking assembly 8 is of considerable particular significance here. In this case and preferably during the actuation of the actuating lever 7, the locking assembly 8 is spring-biased so as to be unlocked in such a way that the pawl 2 can be retracted in normal operation by actuating the actuating lever 7 in particular further. Furthermore, it is preferred that when actuating the actuating lever 7 at an actuating speed above a predetermined limit speed, in particular due to a crash acceleration occurring in the event of a crash, the actuating lever 7 effects a free travel due to the inertially delayed unlocking of the locking assembly 8. In the alternative locking assembly 8 mentioned above, a latch may also be provided in this case after the first actuation path of the actuation lever 7.

The locking assembly 8 shown originating from the coupling mechanism is further explained below.

First of all, the locking assembly 8 has a locking element 12, here and preferably a coupling element, which is adjustable by means of the control rod 9. The locking element 12 is adjustable into an unlocked position corresponding to the unlocked state (in fig. 1, the upper position of the locking element 12) and a locked position corresponding to the locked state (in fig. 1, the lower position of the locking element 12).

As mentioned above, the locking element 12 is here a coupling element. Accordingly, the locking element 12 can be jointly engaged in the unlocked position between the actuating lever 7 and the holding pawl 2 (holding pawl lever 12 here associated with the holding pawl 2). In the locking position, the locking element 12 is outside the movement range of the latch pawl 2 or latch pawl lever 13. Alternatively, it can also be provided that the locking element 12 is outside the movement region of the actuating lever 7 in the locking position.

In particular, the engagement surface 14 of the actuating lever 7 carries the locking element 12 in the actuating direction here and preferably in the case of actuating the actuating lever 7. In the upper position in fig. 1, i.e. in the unlocked position of the locking element 12, the locking element 12 then engages with the latching pawl 2 or the engagement surface 15 of the latching pawl lever 13, so that the latching pawl 2 is also carried in the actuating direction. This corresponds to the retracting movement of the latch claw 2.

Of particular interest in the exemplary embodiments shown and preferred in this respect is the fact that the locking element 12 is designed as a resiliently bendable wire or strip which can be bent between an unlocking position and a locking position. The elastically bendable wire may be designed to comprise a metal material, a plastic material, etc. Particularly advantageous is the cost-effective realizability and the simple support, since the adjustability of the locking element 12 is due to its flexibility.

The locking element 12 shown in the figures here not only functions as a coupling element, but also as a spring assembly. First, the own elasticity of the locking element 12 causes the locking element 12 to be pretensioned into its unlocking position. Since the locking element 12 is supported in the illustrated and in this respect preferred embodiment on the control rod 9, the locking element 12 furthermore assumes a spring-biasing of the control rod 9 into its control-unlocked position. Here and preferably, therefore, the spring-urged unlocking of the locking assembly 8 is due to the elasticity of the locking element 12. It is also conceivable, however, to provide the control rod 9 with a separate spring assembly, as already mentioned.

In view of the geometric machining tolerances which are always present, it is particularly advantageous if the locking element 12 is supported not only on the control rod 9 but also on the engagement surface 14 of the actuating lever 7. The locking element 12 therefore always bears against the engagement surface 14 of the actuating lever 7, so that no play has to be provided between the engagement surface 14 and the locking element 12, which is always subject to the above-mentioned machining tolerances. Finally, the support by the locking element 12 and the resultant abutment of the locking element 12 at the abutment surface 14 compensate for possible production tolerances.

As is evident from the operating principle of the locking assembly 8 explained above according to the invention, the synchronization between the actuating movement and the unlocking of the locking assembly 8 as already mentioned is of particular significance. In the exemplary embodiment shown in the figures and preferred in this respect, in particular in the first section of the actuating movement, the control slide 10 of the actuating lever 7 releases the slide follower 11 of the control lever 9, so that the control lever 9 can be pivoted into the control-release position. This means that the locking element 12 is recessed from the lower position in fig. 1 into the upper position in fig. 1. The adjustment of the locking element 12 must be carried out so quickly in normal operation that the locking element 12 can also engage with the latching pawl 2 or the engagement surface 15 of the latching pawl lever 13. If the locking element 12 is not set quickly enough, the locking element 12 travels in fig. 1 under the catch pawl 13, so that the actuating lever 7 performs a free stroke, without the catch pawl 2 being retracted. This is the case according to the invention for a particularly rapid actuation of the actuating lever 7, which is dependent on the crash conditions.

In the motor vehicle lock according to the invention, the control rod 9 does not only obtain a function in the context of crash safety of the motor vehicle lock. While the control rod 9 also assumes the switching function in the region of the locking element. In the exemplary embodiment shown and preferred in this respect, a motorized adjustment drive 16, in particular a central locking drive, is provided. In principle, it is conceivable to design the adjustment drive 16 as a manually actuable drive, which can be actuated, for example, by means of an internal safety button or the like.

Of course, the control rod 9 is preferably adjustable by means of an adjustment drive 16. For this purpose, the actuating drive 16 has a drive motor 17 and a downstream adjusting element 18, which is here and preferably a central locking element 18. The central locking element 18 acts on the control rod 9 in a manner which will also be explained. For engaging the control rod 9, the central locking element 18 is equipped with a central locking contour 19 which can engage the control rod 9 depending on the position of the central locking element 18. In this case, attention is drawn to the fact that the unlocking of the locking assembly 8 can in principle only take place when the central locking element 18 is in a position corresponding to the unlocked state.

The control rod 9 is here and preferably designed as a transmission rocker 20 with a rocker axis 20a, a drive-side rocker 21 and a locking-element-side rocker 22. As mentioned above, the locking element 12 is elastically pretensioned onto the control rod 9 (here the rocker arm 22 on the locking element side). The actuating drive 16 can be drivingly engaged with its central latching contour 19 with a drive-side rocker arm 21. The central locking element 18 therefore acts as an eccentric in the first approach on the drive-side rocker arm 21.

In the embodiment shown and preferred for this purpose, the central locking element 18 is in a position corresponding to the unlocked state of the locking assembly 8. Since the actuating lever 7 is not actuated in the figures, the actuating lever 7 assumes, via the control slide 10, that the control rod 9 is held in the control-locking position, so that the drive-side rocker arm 21 is disengaged from the central locking element 18. Adjustment of the central locking element 18 in fig. 3 against the clockwise direction causes the central locking contour 19 to engage with the drive-side rocker arm 21. In this state, the manipulation of the operating lever 7 does not affect the position of the control rod 9, since the central locking element 18 holds the control rod 9 in the control-locking position.

The illustration according to fig. 3 shows that the actuating drive 16 acts unidirectionally on the drive-side rocker arm 21, i.e., in contrast to the spring bias of the control rod 9, which is provided here and preferably by the own elasticity of the locking element 12. Tolerance problems due to possible backlash do not occur here advantageously.

A large number of variants are conceivable for the design of the control rod 9, in particular for the material design of the control rod 9. Here and preferably, the control rod 9 is designed to comprise a plastic material, which in particular represents advantageous manufacturing costs. However, it is also conceivable to provide an insert (Einleger) made of metal or the like in the control lever 9 for adjusting the inertial characteristics of the control lever 9.

It is also noticeable in the shown design that the control rod 9 is designed to a large extent independently of the coupling assembly based on the locking element 12. The locking element 12, which is in particular designed as an elastic wire or strip, has no noticeable effect on the inertial properties of the locking assembly 8, so that the design of the control rod 9 is particularly simple in this respect.

It should also be noted that not only the above-mentioned outer lever but also the above-mentioned inner lever acts on the lever 7. This ensures that the crash function according to the invention acts not only on the outer actuating lever but also on the inner actuating lever. In order to ensure that the actuation of the inner actuating lever always causes the unlocking of the locking assembly 8, a coupling between the inner actuating lever and the central locking element 18 is provided here and preferably. For this coupling, the central locking element 18 has an Override contour (Override-kontrur) 23, by means of which the inner actuating lever forces the central locking element 18 into a position corresponding to the unlocked state upon actuation thereof.

According to a further teaching which is likewise independent of the meaning, a motor vehicle door with a motor vehicle lock according to the invention is claimed. Reference should be made to all embodiments of a motor vehicle lock according to the present invention.

The motor vehicle door according to the invention is equipped with a door cavity in which a motor vehicle latch is preferably arranged. Motor vehicle doors are equipped with a flat outer door side, which is oriented substantially vertically and along the longitudinal axis of the motor vehicle when the motor vehicle door is fitted and closed. The direction of the impact, which is essentially perpendicular to the flat door outside impact, corresponds essentially to the locking wedge insertion direction 3 of the motor vehicle lock. In this respect, the orientation of the control rod axis 9a according to the invention is optimized with regard to such a crash impact oriented perpendicular to the flat door outer side.

The motor vehicle door according to the invention can be designed in completely different ways. In a particularly preferred embodiment, the motor vehicle door is a side door, so that the motor vehicle latch is optimized according to the invention for a side impact. Alternatively, the motor vehicle door can be a rear door, so that the motor vehicle lock according to the invention is optimized for rear impacts.

Finally, it should be noted that the motor vehicle door according to the invention can be designed as a swing door or as a sliding door. In both cases, it is preferred that the locking wedge insertion direction 3 is oriented substantially perpendicular to the respective flat door outer side, so that the inventive optimization of the motor vehicle lock is ensured with regard to the respective impact direction in the event of a crash.

Claims

1. A motor vehicle lock with a locking element latch (1) and a pawl (2), wherein the latch (1) can be pivoted about a latch axis (la) into an open position, a main closed position and optionally a pre-closed position, wherein a latching wedge insertion direction (3) is associated with the motor vehicle lock, in which direction a latching wedge (4) or the like can be brought into engagement with the latch (1), wherein the latch (1) is adjusted from the open position into the closed position, wherein the pawl (2) can be pivoted about a pawl axis (2a) into a nested position, wherein the pawl (2) holds the latch (1) in the closed position and can be pivoted into a retracted position, wherein the pawl (2) is disengaged from the latch (1), wherein a lever (7) is provided for retracting the pawl (2), wherein a switchable locking assembly (8) is provided which, in a locked state, decouples the drive-related connection between the actuating lever (7) and the catch pawl (2) or after a first actuation path, latches the actuation of the actuating lever (7), and in an unlocked state, the locking assembly (8) establishes the drive-related connection between the actuating lever (7) and the catch pawl (2) or cancels the latching of the actuating lever (7), characterized in that the locking assembly (8) has, for setting the locked state, a control lever (9) which can be pivoted about a control lever axis (9a) which is in particular fixed at the lock housing, the actuating lever (7) interacting with the locking assembly (8) in such a way that the locking assembly (8) is locked without actuating the actuating lever (7) and can only be unlocked by spring force after actuating the actuating lever (7), and the spring-loaded unlocking is delayed by inertia with respect to the actuation of the actuating lever (7) when the actuating lever (7) is actuated at an actuation speed above a predetermined limit speed, mainly due to the inertia of the control lever (9), and the control lever axis (9a) is oriented substantially parallel to the locking wedge insertion direction (3).

2. Motor vehicle lock according to claim 1, characterized in that the actuating lever (7) interacts with the locking assembly (8) in such a way that the actuating lever (7), when adjusted into its non-actuated state, locks the unlocked locking assembly (8) and holds the locked locking assembly (8) in the locked state, and during its non-actuated state locks the unlocking of the locking assembly (8), and does not release the unlocking of the locking assembly (8) until during the actuation of the actuating lever (7).

3. Motor vehicle lock according to claim 1 or 2, characterized in that the actuating lever (7) interacts with the control lever (9) in such a way that the locking assembly (8) is locked without actuating the actuating lever (7) and is unlocked only by spring force after actuating the actuating lever (7), preferably in that the actuating lever (7) has a control slide (10) or a slide follower for this purpose, and in that the control lever (9) has a slide follower (11) associated with the control slide (10) or a control slide associated with the slide follower, respectively.

4. Motor vehicle lock according to one of the preceding claims, characterized in that the locking assembly (8) is spring-biased to unlock during actuation of the actuating lever (7) in such a way that the pawl (2) can be retracted in normal operation by, in particular, continuing actuation of the actuating lever (7).

5. Motor vehicle lock according to one of the preceding claims, characterized by the component that, when the actuating lever (7) is actuated at an actuating speed above a predetermined limit speed, in particular by a crash acceleration occurring in the event of a crash, the actuating lever (7) executes a free travel or is locked after the first actuating path as a result of an inertially delayed unlocking of the locking component (8).

6. Motor vehicle lock according to one of the preceding claims, characterized in that the locking assembly (8) has a locking element (12), in particular a coupling element, which is adjustable by means of the control rod (9) into an unlocked position corresponding to the unlocked state and into a locked position corresponding to the locked state.

7. Motor vehicle lock according to claim 6, characterized in that the locking element (12) can be jointly engaged in the unlocked position between the actuating lever (7) and the pawl (2) or a pawl lever (13) which is connected to the pawl (2), and in that the locking element (12) is outside the movement region of the actuating lever (7) and/or the pawl (2) or the pawl lever (13) in the locked position.

8. Motor vehicle lock according to claim 6 or 7, characterized in that the locking element (12) is designed as a resiliently bendable wire or strip which can be bent between an unlocked position and a locked position, preferably in that the locking element (12) is pretensioned into the unlocked position, in particular by its own resilience.

9. Motor vehicle lock according to one of the preceding claims, characterized in that an in particular motorized adjustment drive (16), in particular a central locking drive, is provided, by means of which the control rod (9) can be adjusted, preferably the adjustment drive (16) has a drive motor (17) and a downstream adjusting element (18), in particular a central locking element, which acts on the control rod (9).

10. Motor vehicle lock according to one of the preceding claims, characterized in that the control rod (9) is designed as a transmission rocker (20) with a rocker axis (20a), a drive-side rocker arm (21) and a locking-element-side rocker arm (22), preferably in that the locking element (12) is resiliently pretensioned onto the locking-element-side rocker arm (22).

11. A motor vehicle door with a motor vehicle lock according to any one of the preceding claims.

12. The motor vehicle door as claimed in claim 11, characterized in that it is designed as a side door or as a rear door.

13. The motor vehicle door as claimed in claim 11 or 12, characterized in that it is designed as a swing door or a sliding door.