CN117120697A - Lock for motor vehicle - Google Patents

Abstract

The invention relates to a motor vehicle lock having a lock bolt (2) and a locking claw assembly (3), wherein the lock bolt (2) can be pivoted into at least one locking position, in particular a main locking position, in which the lock bolt is in holding engagement with a locking part (4) and an opening position, in particular a pre-locking position, in which the lock bolt releases the locking part (4), wherein the locking claw assembly (3) has a pivotably mounted locking claw (5) which interacts with the lock bolt (2) and can be brought into a falling position and a lifting position, wherein the locking claw (5) locks the lock bolt (2) in the respective locking position in the falling position in order to prevent the lock bolt (2) from being pivoted in its opening direction (8) and releases the lock bolt (2) in its opening direction (8) in the lifting position, wherein the motor vehicle lock (1) has a drive train for moving the locking claw (5) from its falling position, in particular by a motor, into its lifting positionIn position. It is proposed that the drive train has two sequential crank lever mechanisms (K ₁ ,K ₂ ) The actuation of which is accompanied by a movement of the locking pawl (5) between its falling position and its lifting position.

Description

Lock for motor vehicle

Technical Field

The present invention relates to a motor vehicle lock with a latch and pawl assembly according to the preamble of claim 1.

Background

The motor vehicle lock can be associated with any closure element of the motor vehicle. This includes tailgates, front hoods, in particular engine hoods, side doors or the like. These closing elements can be designed to be pivotable or can be designed in accordance with the manner of a sliding door.

The known motor vehicle lock (EP 2 492 B1) from which the invention is based has a latch that can be pivoted about a geometric latch pivot axis, which interacts in the usual manner with a latching element, in particular a latching bow. In order to lock the latch in its respective locking position, the motor vehicle lock has a locking claw assembly, which consists of a locking claw, an intermediate lever and a lever-shaped locking part (also referred to below as a locking lever). The locking pawl, which interacts directly with the locking bolt, is mounted on the intermediate lever so as to be pivotable about the geometric locking pawl pivot axis and thus follows the pivoting movement of the intermediate lever about its geometric intermediate lever pivot axis. The locking lever can be pivoted about a geometric locking element pivot axis between a locking position and a release position. In the locking position, the locking lever locks the intermediate lever in its basic position against pivoting in the direction of its deflection. In the release position, the intermediate lever is released by the locking member. The force exerted by the locking member on the latch (which force is mainly from the door sealing counter pressure) is transmitted from the latch in its locking position via the falling locking claw to the intermediate lever, which can thus be pivoted in its deflection direction when it is released by the locking member. The latch thus presses the locking pawl while the intermediate lever is pivoted in its deflection direction.

Such a mechanism works very reliably and also allows: the locking mechanism is opened by a motor, i.e. the locking claw is lifted out in a motor-driven manner. In such motor vehicle locks, particularly good efficiency is desirable in order to be able to open the locking mechanism at particularly high door sealing counter pressures, for example exceeding 5000N, and in particular with relatively weak drive motors, for example with a current consumption of 7A at maximum.

Disclosure of Invention

The present invention is based on the following problems: the known motor vehicle lock is designed and improved in such a way that the best possible efficiency in opening the locking mechanism is achieved by simple means.

The above-mentioned problem is solved in a motor vehicle lock according to the preamble of claim 1 by the features of the characterizing portion of claim 1.

It is important to consider that two toggle lever mechanisms are provided in a drive train for lifting the locking claw and for this purpose transmitting a manually guided or generated drive force by a drive motor to the locking claw in order to pivot the locking claw from the falling position into the lifted position. They are arranged in sequence, i.e. following one another in terms of drive technology.

The crank lever is a mechanical transmission with two levers connected to one another in an articulated manner, which enables a small input force to be introduced into the lever over a large stroke, which input force is produced according to the lever law in a small stroke with a large output force, wherein the transmission ratio changes, in particular increases, with increasing stroke. In this way, in the motor vehicle lock according to the proposal, a relatively large transmission ratio in the drive train from the drive side to the driven side, i.e. towards the locking pawl, can be achieved. This ensures that the locking mechanism is opened in the event of a relatively weak motor and/or in the event of a relatively high door sealing counter pressure. By providing a plurality of crank mechanisms, a high compactness of the drive train and thus of the motor vehicle lock is also achieved. No particularly large gear ratio is required, which is produced by the gear mechanism between the drive motor and the locking pawl assembly, so that the gear mechanism can also be designed compactly. In particular, the gear wheel on the output side of the transmission downstream of the drive motor can be designed as a gear wheel segment, since the gear wheel only has to be subjected to a small angle of rotation in order to open the locking mechanism.

In detail, it is now proposed that the drive train has two sequential toggle lever mechanisms, which are accompanied by a movement of the locking claw between its falling position and its lifting position. Thus, manipulation of the toggle lever mechanism, in particular manual or motor-driven manipulation, causes movement of the locking pawl.

Claim 2 shows a possible movement of the locking pawl, which movement is produced by the actuation of the toggle lever mechanism in one direction or the other. In this way, the locking pawl can be moved in or against its release direction, depending on the actuation direction of the toggle lever mechanism.

Claim 3 relates to an intermediate lever which interacts with the locking pawl, the adjustment of which is accompanied by an adjustment of the locking pawl. The intermediate lever preferably forms one of the toggle lever mechanisms together with the locking pawl.

According to a preferred embodiment of claim 4, the crank lever mechanisms have a common lever. This results in a particularly compact locking pawl assembly. Particularly preferably, the intermediate lever is also an integral part of the respective further toggle lever mechanism. Which together with a further lever, which is also described below, forms a driving-technology first crank-lever mechanism (claim 5). From which the driving force is then transmitted to a second crank lever mechanism connected downstream, which second crank lever mechanism comprises a locking claw.

According to another preferred embodiment of claim 6, the locking claw assembly has: a movably mounted locking element, in particular a pivotably mounted locking lever, and a coupling assembly which is articulated on the one hand at the intermediate lever and interacts with the locking element on the other hand. In the locking position, the locking member allows locking of the intermediate lever against swinging in its deflection direction from its basic position. The locking element is furthermore designed to release the intermediate lever in its deflection direction in the release position. Particularly preferably, the locking means allow a manual or motor-driven driving force to be transmitted to the intermediate lever by means of the coupling assembly, in particular by means of the coupling lever. The coupling assembly and/or the coupling lever then preferably forms a first toggle lever mechanism together with the intermediate lever.

The coupling assembly and/or the coupling lever also has the further advantageous function of achieving a support of the intermediate lever at the abutment surface of the component fixed at the housing (claim 7). The component fastened to the housing may be a locking plate of the lock housing, in particular a section of the locking plate forming the abutment surface, or may be a separate reinforcing plate of the lock housing. Such an intermediate lever resists deformation, in particular of the locking part, by the support of the coupling assembly or the coupling lever, in particular in the event of a crash, and thus ensures a high operational safety of the motor vehicle lock.

Claim 8 defines: the support is preferably present in which positions of which components of the locking claw assembly. In this case, a continuous support is particularly preferably ensured. The intermediate lever is preferably guided so as to be movable over at least one section of its movement, in particular over its entire movement, between a basic position and a pivoted position on the abutment surface.

Claim 9 relates to a profile assembly for a locking part, which profile assembly has a pressing profile and/or a locking profile. The pressing profile allows forces, in particular pressure, to be exerted by the locking element on the coupling assembly and/or the coupling lever and further on the intermediate lever, which also provides advantages (ice breaking function) in terms of possible jamming of the intermediate lever, in particular also when the intermediate lever is frozen for example. The locking contour serves for locking the intermediate lever in the basic position and prevents the coupling assembly and/or the coupling lever from being movable in the direction of deflection thereof in the locking position of the locking part.

Claim 10 relates to a guide block, such as a projection, in particular a lug, of the coupling assembly and/or of the coupling lever, which can be guided along the pressing contour and/or along the locking contour to ensure a force transmission between the locking part and the coupling assembly and/or the coupling lever and from there further to the intermediate lever.

Claim 11 states that, when the locking element is moved from the locking position into the release position and/or from the release position into the end position, a corresponding force can be exerted by the locking element on the coupling assembly and/or the coupling lever and further on the intermediate lever by the coupling assembly or the coupling lever, as a result of which a torque is generated in the direction of its deflection on the intermediate lever. The end position is a position that is further beyond the release position from the direction of the lock position. It is therefore conceivable that the locking part, when starting its movement, in particular a pivoting movement, comes out of the locking position, not yet exerts a force on the coupling assembly and/or the coupling lever, but rather firstly releases it only and then exerts said force on the coupling assembly and/or the coupling lever and further on the intermediate lever by the coupling assembly or the coupling lever. Alternatively, however, a further embodiment is also conceivable in which, when starting from the locking position, a force is already applied by the locking element to the coupling assembly and/or the coupling lever and is further applied by the coupling assembly or the coupling lever to the intermediate lever.

A particularly preferred arrangement of the individual levers of the locking mechanism of the motor vehicle lock, i.e. the pivot axis of the latch and pawl assembly, is specified in claim 12. The locking pawl pivot axis is preferably arranged on the intermediate lever.

Claim 13 relates to the possibility of pretensioning, in particular spring pretensioning, of the lever of the locking mechanism.

According to a particularly preferred embodiment of claim 14, a drive assembly, in particular a motor-type drive assembly having an electric drive motor, is provided in order to drive the locking pawl. In this case, the locking element drive shaft preferably extends through the housing wall of the motor vehicle lock (claim 15). This has the advantage that if the housing wall forms a separating wall between the wet side and the dry side of the motor vehicle lock, the feedthrough of the drive train passing through the housing wall can be sealed in a simple manner.

Drawings

The invention is explained in more detail below with the aid of the figures, which only show embodiments. In the drawings:

fig. 1 shows a motor vehicle with a motor vehicle lock assembly, which has a motor vehicle lock according to the proposal incorporated into a motor vehicle door,

fig. 2 shows an exploded view of a motor vehicle lock according to the proposal together with a drive assembly, and

fig. 3 shows a schematic view of a motor vehicle lock according to the proposal during the opening process shown in views a) to d).

Detailed Description

Fig. 1 shows an exemplary motor vehicle with an open door as a closing element. The motor vehicle lock assembly is shown in fig. 1 in a perspective view and in a sectional view in an enlarged manner below.

The motor vehicle lock assembly has a motor vehicle lock 1 according to the proposal, comprising a latch 2 and a locking claw assembly 3, wherein the latch 2 can be pivoted into at least one locking position, in particular a main locking position and if appropriate a pre-locking position, in which the latch is in retaining engagement with a locking part 4, and into an open position in which the latch releases the locking part 4.

In the embodiment shown here and preferred in this regard, the motor vehicle lock 1 is associated with a closure element of the motor vehicle, the side door shown here, and the blocking part 4 is associated with the body of the motor vehicle. But in principle the reverse is also conceivable.

As mentioned above, the proposed motor vehicle lock 1 can be associated with any closure element of a motor vehicle. In addition to the side door, a tailgate, a front hood, in particular an engine hood, or the like is also included. All embodiments in this regard apply correspondingly to all other types of closure elements.

The locking claw assembly 3 has a pivotably mounted locking claw 5 which interacts with the latch 2 and can be brought into, in particular pivoted into, a falling position and a raised position. In order to move the locking claw 5 from its lowered position into its raised position, in particular also driven by a motor, additionally or alternatively also manually, a drive train is provided, preferably also in order to move in the reverse direction.

The locking claw assembly 3 also has a pivotally mounted intermediate lever 6, which interacts with the locking claw 5 and can be brought into a basic position and a pivoted position in particular.

Furthermore, the locking claw assembly 3 has a movably mounted locking part 7, in particular a pivotably mounted locking lever, which interacts with the intermediate lever 6, which locking part or locking lever can be brought into, in particular pivoted into, a locking position and a release position. The latter interaction proceeds indirectly, as will be explained further below.

It is preferred here that, from the three components "locking claw 5", "intermediate lever 6" and "locking part 7", intermediate lever 6 and/or locking part 7 cannot be brought into contact with latch 2 and/or that only locking claw 5 can be brought into contact with latch 2. Additionally or alternatively, it is preferable that the locking part 7 cannot be in contact with the locking claw 5 and/or the latch 2 from the two components "intermediate lever 6" and "locking part 7" and/or that only the intermediate lever 6 is in contact with or can be in contact with the locking claw 5.

In a manner usual per se, the locking pawl 5 locks the latch 2 in the respective locking position in the falling position (fig. 3 a)) against swinging in its opening direction 8, i.e. in the direction from its locking position to its opening position, to be precise hooked or braced, and releases the latch 2 in its opening direction 8 in the lifting position (fig. 3 c)).

In the locking position (fig. 3 a) and d)), the locking part 7, here the locking lever, locks the intermediate lever 6 in its basic position against swinging in its deflection direction 9, i.e. in the direction from its basic position to its deflection position, and in the release position (fig. 3 b)) releases the intermediate lever 6 in its deflection direction 9. This is achieved by the mentioned indirect interaction between the locking lever 7 and the intermediate lever 6. It is therefore provided here and preferably that the locking element 7 interacts with the intermediate lever 6 via a coupling arrangement 15 articulated at the intermediate lever 6, in particular a coupling lever 16 articulated at the intermediate lever 6. In this case, the locking part 7 locks the intermediate lever 6 in the basic position against pivoting in its deflection direction 9 by locking the coupling assembly 15 and/or the coupling lever 16 in the locking position, and releases the intermediate lever 6 in its deflection direction 9 by releasing the coupling assembly 15 and/or the coupling lever 16 in the release position.

The terms "locking" and "release" relate here only to the interaction between the intermediate lever 6 and the locking part 7, irrespective of other forces which may act, for example, pretensioning forces, holding forces, etc., which act on the locking part 7, i.e. assuming that the locking part 7 is freely movable relative to its locking direction.

In the basic position of the intermediate lever 6, the locking claw 5 is in its falling position, in particular when the latch 2 is in its latching position (fig. 3 a)), or can be pivoted into its falling position, in particular by bringing the latch 2 from its open position into its latching position (fig. 3 d)).

When pivoted from its basic position into its pivoted position, the intermediate lever 6 brings the locking claw 5 into its raised position (fig. 3 c)).

In the course of the pivoting from its deflected position into its basic position, the intermediate lever 6 brings the locking claw 5 into a position from which the locking claw 5 pivots into its falling position (fig. 3 d)) when the latch 2 is brought from its open position into its latched position.

It is now important that the drive train has two sequential toggle lever mechanisms K ₁ ,K ₂ The manipulation of which is accompanied by a movement of the locking claw 5 between its falling position and its lifting position.

Here and preferably, the first toggle lever mechanism K ₁ Along the first crank lever mechanism K ₁ Is operated in a first actuation direction of (a) to cause a second toggle lever mechanism K ₂ Along the second crank lever mechanism K ₂ Which in turn accompanies the movement of the locking claw 5 from its lowered position into its raised position. Further preferably, the first crank lever mechanism K ₁ Along the first crank lever mechanism K ₁ Is actuated in a second opposite actuating direction to cause a second toggle lever mechanism K ₂ Along the second crank lever mechanism K ₂ Is opposite to the second steering directionWhich in turn accompanies the movement of the locking pawl 5 from its raised position into its lowered position. The terms "first" and "second" crank lever means relate to the force transmission direction in the drive train when a conventional manual or motor-driven force is introduced into the drive train on the drive side for moving the locking pawl 5.

Here and preferably, the second crank lever mechanism K ₂ Formed by the intermediate lever 6 together with the locking pawl 5.

Here and preferably, as shown particularly well in fig. 2, it is advantageous if the first and second toggle lever mechanisms K are such that ₁ ,K ₂ With a common lever, here the intermediate lever 6. Here and preferably, the intermediate lever 6 forms a first toggle lever mechanism K together with a further lever 16, which is described further below ₁ . In detail, it is here and preferably provided that the intermediate lever 6 forms, together with the coupling assembly 15 and/or the coupling lever 16, a first toggle lever mechanism K ₁ 。

As already explained above, the locking part 7 interacts with the intermediate lever 6 via the coupling assembly 15 or the coupling lever 16. The locking element 7 thus acts on the coupling assembly 15 or the coupling lever 16, which in turn acts on the intermediate lever 6 as a result of the articulated coupling with the intermediate lever 6, and vice versa, i.e. the intermediate lever 6 acts on the coupling assembly 15 or the coupling lever 16, which in turn acts on the locking element 7. The coupling assembly 15 or the coupling lever 16 thus allows the transmission of movements and forces between the locking member 7 and the intermediate lever 6.

As shown in fig. 3 a) to d), the intermediate lever 6 is supported or supportable here and preferably by means of a coupling assembly 15 and/or a coupling lever 16 in the deflection direction 9 of the intermediate lever 6 at the housing-fixed components 18a,18b forming the abutment surface 17. The component forming the abutment surface 17 is a locking plate 18a of a lock housing 19 of the motor vehicle lock 1. In addition or alternatively, however, the component also has a reinforcing plate 18b, which is fastened to the housing separately from the locking plate 18a, preferably supported on the locking plate 18a and/or fastened thereto if possible. The locking plate 18a and the reinforcing plate 18b are characterized in that they serve to fix the locking mechanism and/or the single or multiple components of the drive train in a rotationally movable manner in the lock housing 19, in particular for fixing the lock bolt 2 and/or the intermediate lever 6 and/or the locking lever 7 in a rotationally movable manner. This is achieved in particular by corresponding bearing pins for the corresponding components being provided at the locking plate 18a and/or the reinforcing plate 18b.

By "support" is meant that the forces, in particular compressive or tensile forces, introduced by the intermediate lever 6 into the coupling assembly 15 and/or the coupling lever 16 in the direction of deflection 9 thereof are at least partially absorbed by the members 18a and 18b forming the abutment surface 17. The force is preferably more than 50%, more preferably more than 70%, more preferably more than 90% absorbed by the members 18a and 18b. The locking element 7 absorbs in particular a part of the force, in particular the rest of the force. When the latch 2 is in the latched position, this force is introduced in particular by the latch 2 into the intermediate lever 6 via the latching pawl 5. In the normal operating state of the motor vehicle lock 1, this force is generated at least mainly, in particular entirely, by the pretensioning force of the locking bolt 2 in its opening direction 8 and, if appropriate, the door sealing counter pressure. In the event of a crash, this force is also significantly increased by the forces which are caused by the crash acting on the latch 2, the locking claw 5 and/or the intermediate lever 6. In particular, in the latter case, the support can resist deformation, in particular of the locking member 7.

In this connection, it is emphasized that in the exemplary embodiment shown, the coupling assembly 15 or the coupling lever 16 is pressed to the right here against an abutment surface 17 directed toward the intermediate lever 6. For this purpose, the coupling assembly 15 or the coupling lever 16 extends from the intermediate lever 6 to the right, more precisely toward the abutment surface 17. However, according to an alternative embodiment, not shown here, it is also conceivable for the coupling arrangement 15 or the coupling lever 16 to extend to the left from the intermediate lever 6, wherein the coupling arrangement 15 or the coupling lever 16 is supported in a pulling manner on a contact surface arranged on the left side of the intermediate lever 6, which contact surface is directed away from the intermediate lever 6, and the intermediate lever 6 thus introduces a pulling force into the coupling arrangement 15 or the coupling lever 16 in its deflection direction 9.

In the case of the support as explained above, it can be provided that the intermediate lever 6 is supported by the coupling assembly 15 and/or the coupling lever 16 at the members 18a,18b forming the abutment surface 17, at least in the case of the locking part 7 being in its locking position and/or in the case of the locking pawl 5 being in its falling position and/or in the case of the intermediate lever 6 being in its basic position. In this case and preferably even in such a way that the intermediate lever 6 is supported in each position of the locking part 7 and/or the locking claw 5 and/or the intermediate lever 6 by means of a coupling assembly 15 or a coupling lever 16.

In addition or alternatively, as shown in fig. 3 a) to d), the intermediate lever 6 is guided movably on at least one section of its movement, in particular over its entire movement, between its basic position and its deflected position, by means of the coupling assembly 15 and/or the coupling lever 16 at the abutment surface 17 and is thereby supported, in any case to some extent, at the members 18a,18b forming the abutment surface 17 during the movement.

The coupling assembly 15 and/or the coupling lever 16 are in particular in frictional or rolling contact with the contact surface 17, so that when the intermediate lever 6 is moved, sliding or rolling friction exists between the coupling assembly 15 or the coupling lever 16 and the contact surface 17. The support is effected in particular by the free end of the coupling assembly 15 or the coupling lever 16 facing away from the intermediate lever 6, and here and preferably by a rotatable or anti-rotatable roller provided at this end.

In the embodiment shown here and preferred in this regard, it is furthermore provided that the locking part 7, here the locking lever, has a profile assembly 10 with a pressing profile 11, and that when the locking part 7 is moved, in particular pivoted, in its release direction 12, in particular driven by a motor, a force, in particular a pressure, can be exerted by the locking part 7 via its pressing profile 11 on the coupling assembly 15 and/or the coupling lever 16 and from there further on the intermediate lever 6, as a result of which a torque exerted on the intermediate lever 6 is generated about its central lever pivot axis 6a in its deflection direction 9. Here, the release direction 12 refers to a direction from the lock position of the lock member 7 to the release position thereof.

A significant advantage of such an assembly is that two functions, namely a blocking function on the one hand and a driving function and in particular a breaking or ice breaking function, can be achieved with the same locking element 7 and/or with the same profile assembly 10. Thus, on the one hand, the intermediate lever 6 can be locked by the profile assembly 10 against swinging in its deflection direction 9. On the other hand, however, if the intermediate lever is no longer locked by the locking element 7, in particular if the intermediate lever 6 is jammed, for example due to icing, the intermediate lever 6 can also be forced to move in its deflection direction 9 by means of the same contour assembly 10.

In order to provide a locking, i.e. blocking function, the profile assembly 10 additionally or alternatively, as in the present case, has a locking profile 13, in the locked position the intermediate lever 6 in the basic position being locked by the coupling assembly 15 and/or the coupling lever 16 via the locking profile in order to prevent a pivoting movement in the direction of its deflection 9. This is schematically shown in fig. 3 a). Thus, a holding force is exerted from the locking part 7 onto the intermediate lever 6 by the locking contour 13. In this case and preferably, it is provided that the pressing contour 11 and the locking contour 13 are spaced apart from one another and in particular face one another.

From this state shown in fig. 3 a), i.e. the closed state of the motor vehicle lock 1 according to the proposal, the motor vehicle lock 1 is opened. This is schematically shown in fig. 3 b) to d).

In the closed state of the motor vehicle lock 1, the latch 2 is in its closed position and the locking pawl 5 is in its falling position, i.e. the latch 2 is locked in its opening direction 8. In this case and preferably, the latch 2 is not in contact with the intermediate lever 6. The intermediate lever 6 is in its basic position and the locking part 7 is in its locking position.

As shown in fig. 3 b), to open the motor vehicle lock 1, the locking part 7 is now moved from its locking position into its release position, in which it is pivoted in a clockwise direction relative to the locking position. The intermediate lever 6 is here and preferably still in its basic position at all times or is slightly deflected from the basic position in the direction of its deflected position. The pivoting of the intermediate lever 6 takes place here and in a further development of the opening process, for example, by a pivoting movement directed in the clockwise direction. In the state shown in fig. 3 b), the locking claw 5 is pivoted slightly relative to the falling position shown in fig. 3 a), in this case counter to the clockwise direction, wherein the locking claw 5 is still falling in all times and the latch 2 is accordingly still locked in all times. The locking claw 5 moves here from a position in which the locking claw does not stop at the intermediate lever 6 to a position in which the locking claw now stops at the intermediate lever 6.

In fig. 3 c), the intermediate lever 6 is moved further here in the clockwise direction into its deflected position. This can be achieved by the force exerted by the latch 2 via the locking claw 5 on the intermediate lever 6 and/or by a rotational movement of the locking part 7, which is driven by a motor, for example, in the clockwise direction. By moving the intermediate lever 6 into its deflected position, the locking claw 5 is brought into its lifted position. The locking claw 5 then always remains stopped at the intermediate lever 6, but is lifted out by the deflection of the intermediate lever 6 and thus releases the latch 2. Thus, in comparison with the state in fig. 3 b), the locking claw 5 does not move relative to the intermediate lever 6. The locking element 7 is moved out of the release position in fig. 3 b), i.e. into the end position, in particular by a motor. The end position is here and preferably the final position of the locking element 7. The latch 2 is pivoted about the geometric latch pivot axis 2a relative to the latched position, in this case in the clockwise direction, by a pretensioning force acting on the latch. The blocking member 4 is no longer in engagement with the latch 2.

The simple release of the locking claw 5 from its lowered position and the movement into its raised position are facilitated here by the lever arm of the intermediate lever 6 between its contact surface for engagement with the locking contour 13 and the intermediate lever pivot axis 6a being longer than the lever arm between the locking claw pivot axis 5a and the intermediate lever pivot axis 6 a.

Fig. 3 d) finally shows the final state in which the locking part 7 is moved back into its locking position and the intermediate lever 6 is moved back into its basic position. The latch 2 here continues to be in its open position. The locking claw 5 continues to be lifted out, but now no longer stops at the intermediate lever 6, but is deflected relative to the intermediate lever 6, in particular further than in its lifted-out position and in particular further than in its lowered-in position. In contrast to the state shown in fig. 3 c), the locking claw 5 is thus pivoted relative to the intermediate lever 6, in this case in the clockwise direction, more precisely in particular beyond the position shown in fig. 3 a) relative to the intermediate lever 6. The locking claw 5 is in this case brought into contact with the latch 2 in the open position. If the latch 2 is now pivoted about its geometric latch pivot axis 2a, the locking pawl 5 is again brought into the corresponding position against the clockwise direction until the state in fig. 3 a) is reached again. When the locking claw 5 is inserted, the locking part 7 and the intermediate lever 6 do not move, and the locking claw is initially inserted into the pre-locking position and then into the main locking position.

Here and preferably, the guide blocks 14, preferably the projections, in particular the cams, of the coupling assembly 15 and/or of the coupling lever 16 can be guided along the pressing contour 11 (when the locking part 7 is moved in its release direction 12) and/or along the locking contour 13 (when the locking part 7 is moved from its release position into its locking position). Here and preferably, this is a common guide block 14, which can be guided along the pressing contour 11 as well as along the locking contour 13.

When the guide block 14 is guided along the pressing contour 11, a force is exerted by the locking part 7 on the coupling assembly 15 and/or the coupling lever 16 and further on the intermediate lever 6 by said coupling assembly or said coupling lever, as a result of which a torque is generated which is exerted on the intermediate lever 6 in its deflection direction 9. When the guide block 14 is brought into contact with the locking contour 13 and guided along the locking contour 13, a retaining force is produced which locks the intermediate lever 6 against pivoting in its pivoting direction 9.

It can furthermore be provided that a corresponding force (as a result of which a torque is generated which is applied to the intermediate lever 6 in its deflection direction 9) can already be applied by the locking part 7 to the coupling assembly 15 and/or the coupling lever 16 and further to the intermediate lever 6 when the locking part 7 is moved from the locking position, in particular motor-driven, into the release position. However, it is provided that only when the locking element 7 is moved from its release position into its end position, a force can be exerted by the locking element 7 on the coupling assembly 15 and/or the coupling lever 16 and further on the intermediate lever 6 by the coupling assembly or the coupling lever. It is also conceivable that the force can be applied by the entire movement of the locking member 7.

In the exemplary embodiment shown, the profile arrangement 10 of the locking part 7 has a closed slide groove, which forms the pressing profile 11 and the locking profile 13. Such a slot results in a high degree of form stability in the locking part 7, in particular in the event of a crash.

Furthermore, as shown in fig. 3 a), it is provided here and preferably that, when the motor vehicle lock 1 is installed, in particular in a motor vehicle door, when the latch 2 is in the latched position, in particular in the main latched position and/or in the pre-latched position, and the latch claw 5 is in the falling position, the latch claw 5 is in supporting engagement with the latch 2 via the supporting surface 23, and a force line 20 of the contact force between the latch 2 and the latch claw 5 extends through the latch claw pivot axis 5a.

According to a further variant (which, for the sake of completeness, should also be mentioned), it is also conceivable in principle that the force line 20 of the contact force between the latch 2 and the locking claw 5 extends past the locking claw pivot axis 5a in such a way that, as a result of the force transmitted by the locking part 4 to the latch 2, a torque is always produced in its lifting direction 24, i.e. in a direction away from its falling position, onto the locking claw 5. Thereby, the lock pawl 5 is driven in the raising direction 24 by the latch 2 through the supporting engagement. The above-described supporting engagement between the latch 2 and the locking pawl 5 is also referred to as "engagement with an opening tendency" or "engagement with a front cut design" in this particular design.

According to a further variant, it is also conceivable that the force line 20 of the contact force between the latch 2 and the locking claw 5 extends through the locking claw pivot axis 5a in such a way that, as a result of the force transmitted by the locking part 4 to the latch 2, a torque is always generated against its lifting direction 24 to the locking claw 5. The locking pawl 5 is thereby driven by the latch 2 against the lifting direction 24 by this supporting engagement.

In the two last-mentioned variants, it is in principle also possible to provide that the force line 20 extends inside or outside the friction cone of the two friction pairs "latch 2" and "locking claw 5".

As shown in particular in fig. 2, the geometric latch pivot axis 2a of the latch 2 and/or the geometric intermediate lever pivot axis 6a of the intermediate lever 6 and/or the geometric locking lever pivot axis 7a of the locking lever 7 are fastened to the housing. "fixed to the housing" here means a rigid arrangement at the lock housing 19, for example at the locking plate 18a and possibly the reinforcing plate 18b. In this case and preferably, the geometric detent pawl pivot axis 5a of the detent pawl 5 is arranged on the intermediate lever 6 and follows this movement. In principle, according to an embodiment not shown here, the locking claw pivot axis 5a can also be fixed at the housing.

In the embodiment shown and preferred in this regard, it is furthermore the case that the latch 2 is preloaded, in particular spring-preloaded, in its opening direction 8 and/or the locking claw 5 against its lifting direction 24 and/or the intermediate lever 6, in particular by the locking claw 5 in its basic position and/or the locking part 7 in its locking direction. The same spring 25 pretensions the locking claw 5 and/or the intermediate lever 6 and/or the locking element 7. It is conceivable here for the spring 25 to pretension the respective components, in particular the locking claw 5 and the intermediate lever 6, by means of the same spring leg of the spring 25. It is also conceivable for the spring 25 to pretension the respective components, in particular the locking claw 5 and/or the intermediate lever 6 on the one hand and the locking part 7 on the other hand, by means of different spring legs of the spring 25.

In addition or alternatively, provision may be made here for the coupling arrangement 15 and/or the coupling lever 16 to be prestressed, in particular spring prestressed, against the abutment surfaces 17 of the components 18a,18b fixed to the housing. This is advantageous in order to ensure that: the intermediate lever 6 can be guided in a movable manner on at least one section of its movement, in particular on its complete movement, between its basic position and its pivoted position via a coupling assembly 15 and/or a coupling lever 16 on a contact surface 17. Additionally or alternatively, further abutment surfaces may also be provided which are spaced apart to the left in the illustration shown from abutment surfaces 17, so that coupling assembly 15 and/or coupling lever 16 can be guided with free ends along both abutment surfaces.

As already mentioned above, a drive assembly 21, in particular a motor-type drive assembly 21 with an electric drive motor 22, can be provided in order to drive the locking element 7. The drive assembly 21 is preferably designed to drive the locking element 7 in its release direction 12 and/or counter to its release direction 12. However, in addition or alternatively, it is also conceivable to perform the manual actuation by means of a manually actuable actuating lever, in particular an actuating lever coupled to door handle 26, for example an inner door handle or an outer door handle.

Fig. 2 furthermore shows that, here and preferably, a locking element drive shaft 27 (which is arranged in a rotationally fixed manner relative to its locking element 7 and extends coaxially to the geometric locking element pivot axis 7 a) which transmits a rotational movement from the drive assembly 21, in particular from the drive motor 22, extends from the locking element 7 along the geometric locking element pivot axis 7a through the housing wall 28 of the motor vehicle lock 1 to the drive assembly 21. Here and preferably, the housing wall 28 forms a separating wall, also referred to as wet/dry space separation, between the wet side 29 and the dry side 30 of the motor vehicle lock 1. Such a feed-through guide of the drive train between the wet side 29 and the dry side 30 can be particularly easily sealed. In this way, only one rotary shaft 27 is guided through the housing wall 28, which can be sealed in a simple manner by means of an annular sealing element in the housing wall 28. In this way, the electric drive motor 22 and, if present, the micro-switches on the dry side 30 of the motor vehicle lock 1 are optimally protected from moisture.

In a further embodiment, a return function or an emergency unlocking function or an emergency locking function can also be provided, in that the locking part 7 can be moved by an emergency lever 31 which acts in a form-locking manner on the locking part 7 and which can be pivoted by a tool or a vehicle key, and the locking part can be adjusted from its locking position into its release position and/or from its release position into its locking position.

Claims (15)

1. A motor vehicle lock having a latch (2) and a latch claw assembly (3),

wherein the latch (2) can be pivoted into at least one latching position, in particular a main latching position, and if appropriate a pre-latching position, in which the latch is in retaining engagement with the latching part (4) and into an open position in which the latch releases the latching part (4),

wherein the locking claw assembly (3) has a pivotably mounted locking claw (5) which interacts with the latch (2) and can be brought into a falling position and a lifting position, wherein the locking claw (5) locks the latch (2) in the respective locking position in the falling position against pivoting in its opening direction (8) and releases the latch (2) in its opening direction (8) in the lifting position,

wherein the motor vehicle lock (1) has a drive train for moving the locking claw (5) from its lowered position, in particular motor-driven, into its raised position,

it is characterized in that the method comprises the steps of,

the drive train has two sequential crank lever mechanisms (K ₁ ,K ₂ ) The actuation of which is accompanied by a movement of the locking pawl (5) between its falling position and its lifting position.

2. Motor vehicle lock according to claim 1, characterized in that the first toggle lever mechanism (K ₁ ) Along said first crank lever mechanism (K ₁ ) Is operated in a first actuation direction of the second crank lever mechanism (K ₂ ) Along said second crank lever mechanism (K ₂ ) Which in turn accompanies the movement of the locking claw (5) from its lowered position into its raised position, preferably a first toggle lever mechanism (K ₁ ) Along the first crank lever mechanism (K ₁ ) Is actuated in a second opposite actuating direction, which causes a second crank lever mechanism (K ₂ ) Along the second crank lever mechanism (K ₂ ) Which in turn accompanies the movement of the locking claw (5) from its raised position into its lowered position.

3. Motor vehicle lock according to claim 1 or 2, characterized in that the locking claw assembly (3) has a swingably supported intermediate lever (6) which interacts with the locking claw (5), which intermediate lever can be brought into a basic position in which the locking claw (5) is in its falling position or can be swung into its falling position, and a deflection position in which the intermediate lever (6) brings the locking claw (5) into its lifting position when swinging from its basic position into its deflection position, preferably the intermediate lever (6) forms together with the locking claw (5) a second toggle lever mechanism (K) ₂ )。

4. Motor vehicle lock according to any of the preceding claims, characterized in that the first crank lever mechanism (K ₁ ) And said second crank lever mechanism (K ₂ ) Has a common lever (6).

5. Motor vehicle lock according to claim 3 or 4, characterized in that the intermediate lever (6) forms, together with a further lever, a first toggle lever mechanism (K ₁ )。

6. Motor vehicle lock according to any of the preceding claims, characterized in that the locking claw assembly (3) has a movably supported locking part (7), in particular a swingably supported locking lever, which interacts with the intermediate lever (6) via a coupling assembly (15) articulated at the intermediate lever (6), in particular a coupling lever (16) articulated at the intermediate lever (6), which locking part or locking lever can be brought into a locking position in which the locking part (7) locks the intermediate lever (6) in the basic position against swinging in its deflection direction (9), and a release position in which the locking part (7) releases the intermediate lever (6) in its deflection direction (9), preferably the intermediate lever (6) forms together with the coupling assembly (15) and/or the coupling lever (16)First crank lever mechanism (K) ₁ )。

7. Motor vehicle lock according to claim 6, characterized in that the intermediate lever (6) is supported or supportable by the coupling assembly (15) and/or the coupling lever (16) in the deflection direction (9) of the intermediate lever (6) at a member (18 a,18 b) fixed at the housing forming an abutment surface (17), preferably the member forming an abutment surface (17) is a locking plate (18 a) of a lock housing (19) of the motor vehicle lock (1) and/or a reinforcing plate (18 b) fixed at the housing, preferably at the locking plate (18 a), separate from the locking plate.

8. Motor vehicle lock according to claim 7, characterized in that the intermediate lever (6) is supported by the coupling assembly (15) and/or the coupling lever (16) at a member (18 a,18 b) forming the abutment surface (17) and/or,

the intermediate lever (6) is guided in at least one section of its movement, in particular over its entire movement, between its basic position and its pivoted position, by the coupling assembly (15) and/or the coupling lever (16) in a movable manner on an abutment surface (17).

9. Motor vehicle lock according to any of claims 6 to 8, characterized in that the locking part (7) has a profile assembly (10) and

the profile assembly (10) has a pressing profile (11) and

when the locking part (7) is moved in its release direction (12), in particular by a motor, a force, in particular a pressure, can be exerted by the locking part (7) via its compression contour (11) on the coupling assembly (15) and/or the coupling lever (16) and can be further exerted by the coupling assembly or the coupling lever on the intermediate lever (6), as a result of which a torque about its intermediate lever pivot axis (6 a) in its deflection direction (9) on the intermediate lever (6) is generated, and/or

The profile arrangement (10) has a locking profile (13) via which the intermediate lever (6) in the basic position is locked against pivoting in its deflection direction (9) by the coupling arrangement (15) and/or the coupling lever (16) in the locking position.

10. Motor vehicle lock according to claim 9, characterized in that the guide blocks (14) of the coupling assembly (15) and/or the coupling lever (16) can be guided along the pressing contour (11) and/or along the locking contour (13), preferably that a common guide block (14) can be guided along the pressing contour (11) and along the locking contour (13).

11. Motor vehicle lock according to claim 9 or 10, characterized in that when the locking part (7) is moved from the locking position, in particular motor-driven, into the release position and/or from the release position, in particular motor-driven, into the end position, a corresponding force can be exerted by the locking part (7) on the coupling assembly (15) and/or the coupling lever (16) and further on the intermediate lever (6) by the coupling assembly or the coupling lever, as a result of which a torque in its deflection direction (9) onto the intermediate lever (6) is generated.

12. Motor vehicle lock according to any of the preceding claims, characterized in that the geometric latch pivot axis (2 a) of the latch (2) and/or the geometric intermediate lever pivot axis (6 a) of the intermediate lever (6) and/or the geometric locking lever pivot axis (7 a) of the locking lever (7) are fixed at the housing, preferably the geometric locking pawl pivot axis (5 a) of the locking pawl (5) is arranged on the intermediate lever (6) and moves therewith or is fixed at the housing.

13. Motor vehicle lock according to any of the preceding claims, characterized in that the latch (2) in its opening direction (8) and/or the locking claw (5) is/are preloaded against its lifting direction (24) and/or the intermediate lever (6), in particular by the locking claw (5) in its basic position and/or the locking part (7) in its locking direction and/or the coupling assembly (15) and/or the coupling lever (16) against an abutment surface (17) of a component (18 a,18 b) fixed at the housing, in particular by a spring.

14. Motor vehicle lock according to any one of claims 6 to 13, characterized in that a drive assembly (21), in particular a motor-driven drive assembly (21) with an electric drive motor (22), is provided, which is set up for driving the locking element (7) in its release direction (12) and/or against its release direction (12).

15. Motor vehicle lock according to claim 14, characterized in that a locking part drive shaft (27) transmitting a rotational movement from the drive assembly (21), in particular from the drive motor (22), is arranged in a rotationally fixed manner relative to the locking part (7) and extends coaxially to the geometric locking part pivot axis (7 a), and extends from the locking part (7) along the geometric locking part pivot axis (7 a) through a housing wall (28) of the motor vehicle lock (1) to the drive assembly (21), preferably the housing wall (28) forms a separating wall between a wet side (29) and a dry side (30) of the motor vehicle lock (1).