EP2826938B1 - Motor vehicle lock - Google Patents

Description

The present invention relates to a motor vehicle lock according to the preamble of claim 1 and to a method for controlling a motor vehicle lock according to the preamble of claim 13.

The term "motor vehicle lock" is primarily to be understood as a door lock of a motor vehicle. However, this may also be a trunk lock, a hood lock, a flap lock o. The like. A motor vehicle act.

US 2005/0104382 A1 discloses a motor vehicle lock with a latch and an associated pawl, with a main motor for opening the pawl and with a gear transmission, which indirectly connects the main motor with the pawl, the motor vehicle lock having an auxiliary motor for opening the pawl and another gear transmission, which the auxiliary motor connects indirectly with the pawl. From the EP 1 536 090 A2 is a motor vehicle lock with a latch, a pawl and a main motor for opening the pawl known, in which the opening of the pawl, a flexible traction means is provided which can be wound up by the main motor. The use of such a flexible traction means, such as a rope or a belt, which is windable from the main motor or an output shaft of the main motor, offers over the use of a conventional Wälzkörpergetriebes for opening the pawl significant advantages.

From the DE 10 2006 051 884 A1 a flexible traction means is provided to connect a drive motor with a pawl. The drive motor has an output shaft with winding elements over which the flexible traction device is wound up and unwound. For such a flexible traction means not only fewer components are required as for the Wälzkörpergetriebe, but the required components do not require so precise production. It not only saves weight, but also running noise to a much lesser extent transferred to other parts than in said Wälzkörpergetriebe. Wear problems on meshing gears are avoided. The arrangement is much less sensitive to contamination. There is - in contrast to a spur gear - no need for greasing the traction device. It can therefore be seen that a whole series of advantages can be achieved by replacing, for example, a spur gear by a flexible traction means for opening the pawl.

Basically, and above all for safety reasons, if possible, a door or a flap of a motor vehicle must always be open by actuating a corresponding handle. This concerns in particular the situation after one Crash of the motor vehicle, if by this crash deformations on Motor vehicle and thus also on its doors or its flaps or even on the motor vehicle lock itself may have resulted. Based on the operation and the opening of the pawl, this means that after such a crash deformations may have occurred, through which the opening of the pawl is not as easy as possible before the crash. Such deformation may affect the door of the flap, the motor vehicle lock or even the pawl itself. Specifically, to open the pawl after such a crash, a higher torque may be required than before.

It may also be that in the motor vehicle lock of the cited prior art, the main motor and the flexible traction means are not able to produce the thus required higher torque to open the pawl or transmit the corresponding force.

In addition to such a deformation by a crash but there are other possible boundary conditions under which the use of the flexible traction means for opening the pawl is no longer or only to a limited extent possible. Thus, the flexible traction means can stretch as far as temperature so far that it would have to be wound much further in order to open the pawl yet. It can also decrease the current vehicle electrical system voltage so far that at a powered by the vehicle electrical system main motor and the normally required torque to open the pawl can not be generated.

The present invention is therefore based on the problem of developing a known from the prior art motor vehicle lock and a method for controlling a motor vehicle lock so that even under conditions with increased torque requirement for opening the pawl such opening of the pawl is reliably enabled.

The above problem is solved by a motor vehicle lock according to claim 1 or a method for controlling a motor vehicle lock according to claim 13. Advantageous developments are the subject of the dependent claims.

The invention is based on the finding that in addition to the main motor for opening the pawl by means of a flexible traction means in the motor vehicle lock In addition, an auxiliary motor for opening the pawl may be provided, which auxiliary motor is connected to a gear with the pawl. In this transmission is any, independent of the flexible traction means arrangement for transmitting a force or a torque from the auxiliary motor to the pawl to the opening.

Preferably, in the above motor vehicle lock, in an emergency condition - which is more particularly described and defined below - the pawl is opened by the auxiliary motor and the transmission, preferably exclusively. Likewise, it is preferred that the main motor always opens the pawl outside of such a state of emergency by means of the flexible traction means.

Said transmission may also comprise a flexible traction means in the drive train, which is advantageously designed for a stronger tensile load. So it comes for the opening of the pawl in an emergency state in which the wound up by the main motor flexible traction means should not be used, another drive motor - just the auxiliary motor - and another mechanical transmission - namely the transmission - used. Here and below are meant by the term of the drive motor as a generic term both the main engine and the auxiliary motor in the sense of the proposal.

The auxiliary engine and the transmission can therefore be designed not only from the outset for a higher torque. The auxiliary engine and the transmission can also be dimensioned specifically taking into account the very rarely occurring operating requirement. Since such a situation in practice for a single motor vehicle lock at most a few times and in the majority of cases will not occur at all, the auxiliary motor and the transmission can be tolerated so that only a very small number of operations must be feasible. As a result, such an auxiliary engine and such a transmission are much cheaper to manufacture than they would be if used for the regular, very often carried out opening operation of the pawl.

The proposed solution provides that the traction means and the transmission are mutually free running, which ensures that both in normal operation by means of the main engine and in the emergency state - ie when the auxiliary motor - the other drive motor and the other connection - flexible traction on the one hand and transmission on the other hand - between the drive motor and pawl do not need to be moved. The opening of the pawl especially in the normal case is therefore not complicated by the presence of the auxiliary motor and the transmission.

The preferred subclaim 6, in turn, provides that the opening of the pawl is effectively influenced only by that drive motor which is driven further along its movement path. As long as the other drive motor remains under this distance position, this has no effect on the pawl. Conversely, this also means that a movement up to this distance position is not burdened by the pawl.

In particular, with such an arrangement, a preferred embodiment of the proposed method is made possible, in which the auxiliary motor is moved in certain cycles to only a small extent. This small movement has no influence on the position of the pawl and is not burdened by it, but it allows to avoid seizing or jamming of the auxiliary motor or the transmission, which could happen for example in a non-operation over several years or even decades.

The preferred embodiment of the subclaim 8 provides for the use of an auxiliary power source for the auxiliary engine, which is independent of the power source of the main engine. In this way, in the state of emergency, the pawl can be opened even if, for example, due to the crash, the main energy source in the form of a vehicle electrical system voltage source is not available. The dependent claim 8 also describes preferred embodiments of this auxiliary power source. The dependent claim 9, however, relates to a particularly cost-effective design of the auxiliary motor.

The further preferred embodiments according to claims 10 and 11 relate to the equipment of the auxiliary motor associated transmission with a linear gear for generating a linear drive movement. The linear drive movement serves to open the pawl. Such a linear transmission can be accommodated particularly space-saving in a motor vehicle lock. In particular, the flexible positioning of the auxiliary motor relative to the linear transmission is advantageous.

In a particularly preferred variant of claim 10, wherein the linear gear is a spindle-spindle nut transmission with a spindle and a spindle nut, which allows a particularly cost-effective and at the same time compact design. In this case, according to claim 11 for the above connection between the auxiliary motor and the pawl, the spindle or the spindle nut of the spindle spindle nut transmission with the pawl directly or indirectly be coupled drive technology or coupled.

Finally, the preferred embodiment of the proposed method according to the dependent claim 15, the consideration of various measurement or sensor signals before, the detection of which can lead to an emergency state is detected in which state of emergency an opening of the pawl by the auxiliary motor and the transmission should be.

Fig. 1

eine perspektivische Darstellung eines vorschlagsgemäßen Kraftfahrzeugschlosses,

Fig. 2

eine schematische Darstellung des vorschlagsgemäßen Kraftfahrzeugschlosses gemäß Fig. 1 im verriegelten Zustand in einer Vorderansicht,

Fig. 3

eine schematische Teil-Darstellung des vorschlagsgemäßen Kraftfahrzeugschlosses aus der Fig. 1 im geöffneten Zustand in einer Vorderansicht, wobei die Sperrklinke durch den Hauptmotor und das flexible Zugmittel geöffnet wurde,

Fig. 4

eine schematische Teil-Darstellung des vorschlagsgemäßen Kraftfahrzeugschlosses gemäß Fig. 1 im geöffneten Zustand ebenfalls in einer Vorderansicht, wobei die Sperrklinke durch den Hilfsmotor und das Getriebe geöffnet wurde und

Fig. 5

eine perspektivische Darstellung eines vorschlagsgemäßen Kraftfahrzeugschlosses in einer weiteren Ausführungsform.

Further advantages, features, properties and aspects of the present invention will become apparent from the following description of only one embodiment with reference to the drawing. It shows

Fig. 1

a perspective view of a proposed motor vehicle lock,

Fig. 2

a schematic representation of the proposed motor vehicle lock according to Fig. 1 in the locked state in a front view,

Fig. 3

a schematic partial representation of the proposed motor vehicle lock from the Fig. 1 in the open state in a front view, wherein the pawl has been opened by the main motor and the flexible traction means,

Fig. 4

a schematic partial view of the proposed motor vehicle lock according to Fig. 1 in the open state also in a front view, wherein the pawl was opened by the auxiliary motor and the transmission and

Fig. 5

a perspective view of a proposed motor vehicle lock in another embodiment.

That in the Fig. 1 proposed motor vehicle lock has a latch 1, an associated pawl 2, a main motor 3 for opening the pawl 2 and a flexible traction means 4, which connects the main motor 3 with the pawl 2 directly or indirectly and from the main motor 3 to open the pawl 2 wound is. The pawl 2, the latch 1 preferably in a main position - as in the Fig. 1 and 2 shown - and secure a pre-locking position and thereby lock the motor vehicle lock. Main position and pre-locking position are hereinafter referred to equally as blocking position. The Fig. 2 represents the motor vehicle lock the Fig. 1 in a main position.

From the blocking position in which the pawl 2 engages or can come into contact with the lock latch 1, the pawl 2 can be moved into a disengaged position and, in particular, pivoted for this, which is referred to below as opening or open position of the pawl 2. This can, as in the illustrated embodiment, by means of actuation of a rigidly connected here as with the pawl 2 drag lever 5 done.

The main engine 3 is preferably and, as also shown here, an electric motor, which may in principle also be any other suitable drive.

According to a possible variant, the flexible traction means 4 can act directly on the pawl 2, which, however, is not shown here. The traction means 4 is preferably formed as a rope, band or chain. In particular, it may have a round or flat cross-section. The traction means 4 may optionally be formed in one piece or mehrgliedrig. In particular, the traction means 4 is formed of several, preferably stranded filaments or strands. In the in Fig. 1 illustrated embodiment, the traction means 4 is formed like a rope.

The traction means 4 is preferably made of plastic and / or steel. It is also preferred that the traction means 4 is formed as a flat plastic or steel strip.

The traction means 4 is preferably gearless from the main motor 3, in particular directly, can be wound on an output shaft 6 of the main motor 3. For this purpose, the traction means 4 is positively or positively connected to the output shaft 6 with one end. Preferably, the traction means 4 is injected, for example, in a fixedly connected to the output shaft 6 receiving part 7 or pressed or otherwise secured thereto.

The receiving part 7 is preferably formed flange-like and forms an axial stop for the winding of the traction means 4 on the output shaft 6. The output shaft 6 preferably represents a sufficiently long motor shaft formed of the main motor 3. However, it may be at the output shaft 6 is also a prolonged or act additional shaft portion which is flanged to the actual motor shaft in the main motor 3 or connected directly with this in any other way. If necessary, however, the output shaft 6 can also be driven by the main engine 3 via an unillustrated transmission. In this case, the transmission is preferably integrated in the main engine 3 or flanged directly to this. Preferably, it is then a geared motor.

The motor vehicle lock is preferably designed such that the traction means 4 can be screwed onto the output shaft 6 in a helical and / or single-layered manner.

The pawl 2 is preferably biased in the blocking position by spring force of a spring not shown here. In contrast acts on the latch bolt 1 in the closed state, a door seal pressure in the direction of an opening movement, which opening movement in the blocking position of the pawl 2, however, is effectively prevented by this. Only the lifting or opening the pawl 2 leads to the opening movement of the latch 2.

In the illustrated embodiment, the traction means 4 is fixed to a rotatably mounted main disc 8 and especially so that the traction means 4 is received during unwinding of a groove in an arc section 9 of the main disc 8. The winding of the traction means 4 in turn moves the main disc 8 so that it entrains the cam follower 5 of the pawl 2 through an eccentric portion 10, whereby the pawl 2 is opened. The opening mechanism of the pawl 2 will be described below in more detail.

The proposed motor vehicle lock is now characterized in that the motor vehicle lock has an auxiliary motor 11 for opening the pawl 2 and a transmission 12, which connects the auxiliary motor 11 with the pawl 2 directly.

In principle, this transmission 12 can be any mechanical arrangement which transmits a movement of the auxiliary motor 11 into an opening of the pawl 2. In principle, therefore, a flexible traction means in the manner of the already described and driven by the main motor 3 flexible traction means 4 can be used in the transmission 12. It is preferred that the transmission 12 comprises a Wälzkörpergetriebe 13 and / or a lever mechanism and / or a lever chain. In this case, the embodiment shown, the variant with a Wälzkörpergetriebe 13. Such Wälzkörpergetriebe 13 is particularly suitable for the transmission of high torques. In principle, however, the transmission 12 may also comprise another type of transmission.

Especially in the embodiment of the Fig. 1 In the case shown, the Wälzkörpergetriebe 13 is a spur gear, in which the gear 14 meshes with a driven gear 15 on a shaft of the auxiliary motor 11, which in turn rigidly with a coaxial drive gear 16, which has a much smaller radius than the driven gear 15, connected is. The toothing of the drive gear 16 in turn meshes with the toothing on a toothed portion 17 of an auxiliary disk 18. The gear 12 and the rolling element 13 in the true sense count in the present Embodiment, the gear 14, the output gear 15 and the rigidly connected thereto drive gear 16. The movement of the auxiliary disc 18 leads by means of a take away of the drag lever 5 by an eccentric portion 19 of the auxiliary disc 18 to an opening of the pawl 2, as already described for the main disc 8 ,

While the Fig. 2 the motor vehicle lock the Fig. 1 represents in a blocking position of the pawl 2 is in the Fig. 3 the motor vehicle lock shown in a position in which the pawl 2 was brought by the main pulley 8 and thus by means of the traction means 4 in a disengaged position. In the Fig. 4 in turn, the same motor vehicle lock is shown in a position in which the pawl 2 has been brought by the auxiliary pulley 18 and thus by the gear 12 in a disengaged position. For clarity, the arrangement not involved in the opening of the pawl 2 was omitted. Both in the Fig. 3 as well as in the Fig. 4 is also the latch 1 in an open position.

The respective gear ratios between the gear 14 and the output gear 15 on the one hand and between the drive gear 16 and the tooth portion 17 ensure that as preferred between the auxiliary motor 11 and the pawl 2, a higher torque transmission ratio than between the main motor 3 and the pawl 2. Dies but also has the regular result that, as also preferred, the opening of the pawl 2 by the auxiliary motor 11 by means of the transmission 12 lasts longer than the opening of the pawl 2 by the main motor 3 by means of the traction means 4th

Also in the embodiment of Fig. 1 is realized that the traction means 4 and the gear 12 are mutually free running. In other words, a movement of the main motor 3 and corresponding to the flexible traction means 4 does not lead to a movement of the transmission 2 or even the auxiliary motor 11 and vice versa. It is sufficient in this sense that at least in a certain position of the traction means 4 and the transmission 12, the respective other device is free-running. This can be seen in the embodiment shown, the case when the drag lever 5 is deflected by the eccentric portion 10 of the main plate 8 a piece far. As long as the transmission 12 is in a position in which the eccentric 19th
the auxiliary disc 18 causes a smaller deflection of the drag lever 5, the gear 12 and with him the auxiliary disc 18 can move freely.

Accordingly, it is preferred that the motor vehicle lock comprises a lifting arrangement 20 for opening the pawl 2 with a first lifting element 21 and a second lifting element 22, wherein the first lifting element 21 can be driven by the pulling means 4 for opening the pawl 2 and the second lifting element 22 can be driven by the gear 12 to open the pawl 2. In the present case, therefore, the main disk 8 forms the first lifting element 21 and the auxiliary disk 18 the second lifting element 22. For this also applies that, as preferred, the first lifting element 21 and the second lifting element 22 are each pivotally mounted about a, preferably common lifting axis 23 ,

As already described, the pawl 2 in the present embodiment is rigidly connected to a drag lever 5. It is also conceivable, however, that the drag lever 5 is connected via a - not shown here - spring assembly with the pawl 2, wherein about the drag lever 5 is pivotal to engagement with a corresponding stop against the pawl 2. But even in such an embodiment, a torque for opening the pawl 2 can be exercised on the drag lever 5.

In this regard, it is preferred that, as also realized in the embodiment, the motor vehicle lock has a finger lever 5, the actuation of the pawl 2 opens and which is arranged so that it from both the first lifting element 21 - here of the main disc 8 and its eccentric 10 - as well as from the second lifting element 22 - so here of the auxiliary disk 18 and its eccentric portion 19 - can be operated.

Based on this, it is preferable and also in the embodiment shown so that a position of the pawl 2 is determined with respect to an opening by the position of that of the first Aushebeelements 21 and the second Aushebeelements 22, which is further deflected to open the pawl 2, so that the each other lifting element 21, 22 is movable to this position with fixed drag lever 5. With the concept of the position of the pawl 2 with respect to an opening is the position of the pawl is meant along a path of travel between a locked position and the disengaged position. Correspondingly, with a position of a lifting element 21, 22, the position of the corresponding lifting element 21, 22 along a movement path from a position in which the pawl 2 is in a blocking position to a position in which the pawl 2 moves completely into the disengaged position was meant. Further deflected is then in this sense that lifting element 21, 22, which determines the position of the pawl 2 - possibly indirectly by the drag lever 5 - by its deflection. Since in the illustrated embodiment, the lifting elements 21, 22 - so the main disc 8 and the auxiliary disc 18 - with respect to the course of their respective eccentric 10, 19 are substantially equal, can be defined for this in a natural way, which of the two Aushebeelemente 21, 22 on is distracted. Up to this position - and thus up to this deflection - can then be the other lifting element 21, 22 move without the pawl 2 and / or the drag lever 5 is moved. In other words, the respective other lifting element 21, 22 then movable at a fixed pawl 2 and / or at a fixed finger lever 5.

It is furthermore preferred that the first lifting element 21 and the second lifting element 22 are freely pivotable relative to one another. This is especially true for the illustrated main disc 8 and the auxiliary disc 18. So it is thus already described for the transmission 12 and the traction means 4, mutual freewheeling property also realized for the first lifting element 21 and the second lifting element 22.

It should be emphasized that other approaches than the use of coaxial eccentric contours are conceivable, which also realize the advantages of the proposed solution and its preferred embodiments. Thus, for example - in a variant not shown here - the main disk 8 and the auxiliary disk 18 instead of a respective eccentric 10, 19 have a respective projection in the axial direction, which then arranged in the axial direction under the main disk 8 and the auxiliary disk 18 stop the Pawl 2 could take. The arranged closer to the stop of the main disc 8 and the auxiliary disc 18 may have a bow-shaped slot for receiving the projection of the other disc. Even with such an approach would be ensured that both gear 12 and traction means 4 and the first lifting element 21 and the second lifting element 22 are mutually free running.

It is furthermore preferred that the motor vehicle lock has a housing 24 with an inlet slot 25 with a closing piston or a closing wedge 26, wherein the main motor 3 and the auxiliary motor 11 are arranged in the housing 24. This construction ensures in particular for a crash situation that no separation of the mechanical drive path from the auxiliary motor 11 to the pawl 2 by damage outside the housing 24 of the motor vehicle lock can be done.

It is furthermore preferred that the main engine 3 is supplied by a main energy source 27 and the auxiliary engine 11 by an independent auxiliary power source 28, which is shown here in an extremely simplified manner and which is shown here in a highly simplified manner. The main energy source 27 is preferably a vehicle electrical system voltage source, which may include or be powered by the car battery. The auxiliary power source 28 is independent in the sense that an impairment or even complete failure of the main power source 27 does not result in a corresponding impairment or failure of the auxiliary power source 28. On the other hand, the use of the independent auxiliary power source 28 for the auxiliary motor 11 also protects the main power source 27, which may still be enough energy for opening the pawl 2 in a crash case, but their electrical energy could be needed for other important components of the motor vehicle , such as for a mobile unit to send an emergency call o. The like ..

For the design of the auxiliary power source 28, there are various fundamentally suitable options. It is preferably provided that the auxiliary power source 28 comprises a primary cell and / or a secondary cell and / or a capacitor and / or a fuel cell. A primary cell in this sense is to be understood as meaning an electrochemical device which can only emit its electrical energy once. By contrast, a secondary cell can also be recharged electrochemically, which in the present case could also be done by the main energy source 27. As a preferred embodiment of a primary cell, a metal-air battery and especially an aluminum-air battery may be provided, which regularly has a very high energy density having. In the event that the motor vehicle lock is used in a hybrid vehicle, the main energy source 27 may include the vehicle electrical system voltage source, which is provided during operation indirectly by the internal combustion engine as in a conventional motor vehicle. The auxiliary power source 28 may then in turn comprise or be based on the power source for the electric drive of the hybrid vehicle, said power source for the electric drive being in turn formed by said aluminum-air battery.

Compared to a primary cell, a secondary cell offers the possibility of electrical recharging. On the other hand, however, it may be economically advantageous to use a primary cell in view of the opening operations provided by the auxiliary motor 11 only in a very limited number of cases. If it can provide the required number of opening operations due to its stored energy, recharging is not necessary anyway.

Especially for use in a crash, in turn, offers a capacitor as an auxiliary power source 28, since it is easy and inexpensive to use on the one hand and can be kept virtually charged while running in normal operation. Although such a capacitor regularly exhibits a certain discharge behavior after a certain time, after a crash the opening of the motor vehicle lock or the pawl must be expected within a comparatively short period of time, ie measured in minutes or hours instead of days or months. The capacitor can then be dimensioned so that at least a sufficient charge is kept in this time.

Incidentally, the auxiliary motor 11 can be supplied with a movement for opening the pawl 2 not only by the subsidiary power source 28 but also by the main power source 27. In principle, this can always be done or after checking for the presence of a sufficient voltage of the main energy source 27.

It is preferred that the auxiliary motor 11 is an electric motor and in particular a DC motor, which is operated to open the pawl 2 with an auxiliary operating voltage. This auxiliary operating voltage may be provided by the above auxiliary power source 28, for example.

It is preferably provided that the above auxiliary operating voltage is lower than a main operating voltage provided by the main power source 28 to the main motor 3. For example, at a main operating voltage of 12 volts, the auxiliary operating voltage could be 5 volts. In this way, the auxiliary power source 28 can be designed more cost-effectively and possibly also with less space requirement, especially since, for example, in the case of a primary cell or secondary cell, this could be more cost-relevant than the auxiliary motor 11 itself.

In a first approximation, the torque output by the electric motor is determined in proportion to the absorbed current, wherein a reduced operating voltage of the electric motor approximately essentially limits the rotational speed. Since a slower opening process is accepted for the auxiliary motor 11 anyway, as already described, the auxiliary operating voltage can therefore be deliberately reduced with respect to the nominal voltage of the electric motor as long as only sufficient torque is generated.

Therefore, it is also preferably provided that the auxiliary operating voltage is lower than a nominal voltage of the electric motor. The rated voltage can here - as a possibility - be defined as the voltage which allows the achievement of the maximum output power of the electric motor in a quasi-stationary, ie steady state. Preferably, therefore, the auxiliary operating voltage is so much lower than the rated voltage of the electric motor that less than 75%, in particular less than 50%, more particularly less than 30%, of the maximum output power can be achieved in a quasi-stationary state.

Also claimed is a motor vehicle lock arrangement with a proposed motor vehicle lock. This motor vehicle lock arrangement is characterized in that the motor vehicle lock arrangement comprises a control device 29 shown here only schematically for driving the main motor 3 and the auxiliary motor 11, which control device 29 upon receipt of an opening signal drives the auxiliary motor 11 to open the pawl 2, when an emergency condition has been detected. The control device 29 can be provided in particular for triggering an OBW (Open By Wire) functionality upon receipt of a corresponding signal through an opening in the pawl 2.

In general, any state of the motor vehicle lock or of the motor vehicle as a whole can be understood here as an emergency state, which makes it necessary or advisable to open the pawl 2 with the auxiliary motor 11 instead of the main motor 3 or together with it. Such a state of emergency can occur, for example, when a crash or other event with a deformation of the corresponding door or flap or the motor vehicle lock itself is to be expected, whereby a higher torque for opening the pawl 2 may be required. Such a state of emergency may also relate to the situation that only a limited power supply of the main motor 3 via the main power source 27 is available, for example due to extreme temperature or electrical load of the main power source 27 caused by other consumers in the motor vehicle. In such a case is not to expect a perfect opening of the pawl 2 by the main motor 3 via the traction means 4 in the conventional way. Another conceivable state of emergency relates to an elevated temperature, which could cause such a stretching of the traction device 4, that in turn an opening of the pawl 2 by the main motor 3 is prevented or made more difficult.

The fact that now, if such an emergency condition has been detected, the auxiliary motor 11 is driven to open the pawl 2, possibly together with the main motor 3, now on the one hand a possibly timely required opening of the corresponding door or flap is achieved and on the other hand damage to the main motor 3 or the traction means 4 prevented.

It may also be pointed out that there are numerous other possibilities for the design of the gear 11 associated with the auxiliary engine 11. These include gear types such as friction gear o. Like ..

Furthermore, the drive train of auxiliary motor 11 and gearbox 12 in principle self-locking, so not be re-driven, be configured. This can be the pawl 2 are basically kept in their open position, without requiring the auxiliary motor 11 must be controlled. This is appropriate, since this drive train is provided in the first place for an emergency state in which it is primarily about a safe opening of the pawl 2. In the self-locking configuration, it is preferable that the opening operation of the assist motor 11 at any time follow a return operation of the assist motor 11 to an initial state. This ensures that after the reset operation closing the pawl 2 is not blocked by the self-locking.

In principle, however, it may also be provided that the drive train of the auxiliary engine 11 and the transmission 12 is not designed to be self-locking, ie to be able to be re-driven. Then a return movement, for example, spring-driven possible.

Fig. 5 shows a particularly preferred embodiment of a proposed motor vehicle lock. Except for the realization of the force chain from the auxiliary motor 11 via the gear 12 to the drag lever 5 of the local structure corresponds to the structure of the in the Fig. 1 to 4 shown motor vehicle lock. In that regard, all statements on the in the Fig. 1 to 4 shown motor vehicle lock analog for the in Fig. 5 illustrated motor vehicle lock. Consequently, the reference numerals for functionally identical components are identical in all figures.

Fig. 5 shows that the auxiliary motor 11 associated gear 12 comprises a linear gear 32 for generating a linear drive movement for opening the pawl 2. For the embodiment of the linear gear 32 numerous advantageous variants are conceivable. Here and preferably, the rotational movement of the drive shaft 36 of the auxiliary motor 11 is converted by means of the linear gear 32 in a corresponding linear drive movement.

In the illustrated and insofar preferred linear gear 32 is a spindle-spindle nut transmission with a spindle 33 and a spindle nut 34, that is, a helical gear.

The spindle-spindle nut gear 32 is equipped as indicated above with the spindle 33 and the spindle nut 34, wherein the spindle nut 34 meshes with the spindle 33. Here, the auxiliary motor 11 drives here and preferably the spindle nut 34, which is axially fixed, but rotatably mounted relative to the geometric spindle axis 33a. Characterized in that the spindle nut 34 meshes with the spindle 33 and the spindle 33 with respect to the geometric spindle axis 33 a non-rotatably, but axially movably mounted, an actuation of the auxiliary motor 11 leads to a linear movement of the spindle 33. In Fig. 5 This linear movement is a vertical movement of the spindle 33. In principle, it can also be provided inversely that the spindle 33 is rotatably driven by the auxiliary motor 11 and the spindle nut 34 then performs a linear drive movement.

Fig. 5 shows further that for the preparation of the proposed connection between the auxiliary motor 11 and the pawl 2, the spindle 33 is coupled to the pawl 2 via the drag lever 5 driving technology or coupled. For this purpose, the spindle 33 has an engagement element 35 which is located at the end of the spindle 33 and which can be brought into engagement with the drag lever 5 and, as a result, with the pawl 2 with appropriate control of the auxiliary motor 11. The engagement member 35 is part of the associated with the Fig. 1 to 4 addressed second lifting element 22nd

Fig. 5 also shows that the combination of auxiliary motor 11 and spindle spindle nut transmission 32 offer numerous possibilities for a space-optimized arrangement. For example, the drive shaft 36 of the auxiliary motor 11 can be arbitrarily positioned around the geometric spindle axis 33a. Here and preferably, the geometric shaft axis 36a of the drive shaft 36 is aligned parallel to the geometric pivot axis 2a of the pawl 2. Further preferably, the geometric spindle axis 33a of the spindle 33 is aligned perpendicular to the geometric pivot axis 2a of the pawl 2. Other variants of the alignment are conceivable.

According to another teaching, which belongs to meaning as an independent invention, a method for controlling a motor vehicle lock, in particular a proposed motor vehicle lock, preferably also a method for controlling a proposed motor vehicle lock arrangement claimed, wherein the motor vehicle lock comprises a latch 1, an associated pawl 2, a main motor 3 for opening the pawl 2 and a flexible traction means 4, which directly or indirectly connects the main motor 3 with the pawl 2 and the main motor 3 for opening the pawl second is windable.

According to the proposal, the method is characterized in that the motor vehicle lock has an auxiliary motor 11 for opening the pawl 2 and that, preferably only, the auxiliary motor 11 is driven to open the pawl 2 when an emergency condition has been detected.

One way to detect an emergency condition is to detect when after a control of the main motor 3 to open the pawl 2, the pawl 2 remains closed. In particular, the emergency state can be detected if, within a maximum opening time after the activation of the main motor 3 for opening the pawl 2, an opening of the latch 1 was omitted. In particular, this may mean that a receipt of an opening signal was omitted.

Such an opening signal can be generated by a sensor 30 on the latch 1, which sensor 30 is also referred to as an ajar switch, which sensor 30 detect an opening of the latch 1 by contact with a stop 31 on the latch 1 and a corresponding signal - just the opening signal - can generate. A conceivable such maximum opening time is 500 milliseconds.

As long as there are no exceptional circumstances, such as might justify an emergency state in the above-defined sense, an opening of the pawl 2 and an opening movement of the latch 1 within this time after activation of the main motor 3 can be expected. This way of detecting a state of emergency therefore essentially corresponds to the recognition of a failed opening attempt by the main engine 3 and the traction means 4.

It is preferred that an emergency state is detected based on a measurement or sensor signal. In this case, the measuring and / or sensor signal can be a crash sensor signal include. Such a crash sensor signal could also be generated in another component of the motor vehicle outside the motor vehicle lock, for example in an acceleration sensor for triggering airbags, and in the present case be used in the motor vehicle lock.

Alternatively or additionally, the measuring and / or sensor signal may include a trapping force sensor signal, which may be determined in particular from measured engine variables.

A particularly high torque or a particularly low speed of the main motor 3 may indicate that the pawl 2 is not or at least not as fast as intended to be moved, the pawl 2 thus at least partially clamped. On the other hand, a very low torque or a very high speed of the main motor 3 may mean that the traction means 4 is cracked or about to break.

In both cases there is an emergency condition in the above sense. Again alternatively or additionally, the measurement and / or sensor signal may include a vehicle electrical system voltage and / or a vehicle electrical system load, in the sense of a current power consumption by other components of the motor vehicle. So if it is determined that the voltage of the electrical system has collapsed or even without such a break from other information is known that takes place during a startup strong stress on the electrical system voltage by other consumers, then an emergency condition can be detected and therefore preferred the opening of the pawl 2 by the auxiliary motor 11 are made.

Finally, the measurement and / or sensor signal may also include a temperature sensor signal, which is relevant because, as already mentioned, both a very high and a very low temperature could adversely affect a car battery and thus the vehicle electrical system voltage. As already stated, a very high temperature can also lead to a critical elongation of the traction means 4, which restricts the functionality of the traction means 4.

An above measuring and / or sensor signal, which justifies the detection of an emergency condition, can also be detected if a triggering of the Main motor 3 for opening the pawl 2 via the traction means 4 is currently taking place and has not been completed. In such a case, it is preferable that a drive of the main motor 3 to open the pawl 2 is interrupted when an emergency condition is detected. Preferably, then an activation of the auxiliary motor 11 to open the pawl 2 via the transmission 12th

Since depending on closer or further definition of the state of emergency, such a state of emergency is extremely rare and even in the majority of the proposed motor vehicle locks proposed not to be expected at all occurrence, it can be assumed that the movement from a then actually existing emergency state justified movement the auxiliary motor 11 to the transmission 12 may be required only after years or decades since the production and thus after a correspondingly long time of rest. In the meantime, various corrosion, fouling or other aging processes, especially in a Wälzkörpergetriebe a blockage or jamming occur in any form, which then affects the opening of the pawl 2 by the auxiliary motor 11 and the transmission 12 or prevented.

To avoid such a situation, it is preferably provided that the auxiliary motor 11 is driven cyclically with a release movement, wherein the pawl 2 is fixed during the release movement. It is preferred that in the release movement - in addition to the auxiliary motor 11 - also the gear 12 moves. Thus, with a cyclicity, whose time intervals could be selected in the order of weeks or months, the auxiliary motor 11 can be controlled so that it and preferably also the gear 12 moves, but the pawl 2 is still fixed.

Especially the high gear ratio of the transmission 12 in a transmission of the movement of the auxiliary motor 11 to the pawl 2 makes it easier that small movements of the auxiliary motor 11 for the pawl 2 have no effect at all. In addition, such a release movement can be made approximately when already by the main motor 3 and the traction means 4, the pawl 2 has been opened currently and is in the disengaged position. In such a case, a release movement of the auxiliary motor 11 and the transmission 12 basically cause no further movement of the pawl 2, since it is already open.

Claims (15)

1. Motor vehicle lock having a lock latch (1), an assigned catch (2), a main motor (3) for opening the catch (2), an auxiliary motor (11) for opening the catch (2) and a transmission (12) which directly or indirectly connects the auxiliary motor (11) to the catch (2),
   characterized
   in that the motor vehicle lock has a flexible pulling means (4) which directly or indirectly connects the main motor (3) to the catch (2) and can be unwound by the main motor (3) in order to open the catch (2), and in that the pulling means (4) and the transmission (12) are freewheeling with respect to one another.
2. Motor vehicle lock according to Claim 1, characterized in that the transmission (12) comprises a rolling body transmission (13) and/or a lever mechanism and/or a lever chain.
3. Motor vehicle lock according to one of Claims 1 to 2, characterized in that there is a higher torque transmission ratio between the auxiliary motor (11) and the catch (2) than between the main motor (3) and the catch (2), in particular wherein the opening of the catch (2) by the auxiliary motor (11) by means of the transmission (12) takes longer than the opening of the catch (2) by the main motor (3) by means of the pulling means (4).
4. Motor vehicle lock according to one of Claims 1 to 3, characterized in that the motor vehicle lock has a lifting out arrangement (20) for opening the catch (2) with a first lifting out element (21) and a second lifting out element (22), wherein the first lifting out element (21) can be driven by the pulling means (4) to open the catch (2), and the second lifting out element (22) can be driven by the transmission (12) to open the catch (2), in particular wherein the first lifting out element (21) and the second lifting out element (22) are each mounted so as to be pivotable about one, preferably common, lifting out axis (23).
5. Motor vehicle lock according to Claim 4, characterized in that the motor vehicle lock has a drag lever (5) whose activation opens the catch (2), and which drag lever (5) is arranged in such a way that it can be activated both by the first lifting out element (21) and by the second lifting out element (22).
6. Motor vehicle lock according to Claim 4 or 5, characterized in that a position of the catch (2) with respect to an opening is determined by the position of that lifting out element, of the first lifting out element (21) and of the second lifting out element (22), which is deflected further to open the catch (2), with the result that the respective other lifting out element (21, 22) can be moved as far as this position in the case of a fixed catch, preferably and/or in the case of a fixed drag lever (5), in particular wherein the first lifting out element (21) and the second lifting out element (22) are arranged in a freely pivotable fashion with respect to one another.
7. Motor vehicle lock according to one of Claims 1 to 6, characterized in that the motor vehicle lock has a housing (24) with a run-in slot (25) for a closing piston or a closing wedge (26), and in that the main motor (3) and the auxiliary motor (11) are arranged in the housing (24).
8. Motor vehicle lock according to one of Claims 1 to 7, characterized in that the main motor (3) is supplied by a main energy source (27), preferably by an on-board power system voltage source, and the auxiliary motor (11) is supplied by an independent auxiliary energy source (28), preferably in that the auxiliary energy source (28) comprises a primary cell and/or a secondary cell and/or a capacitor and/or a fuel cell.
9. Motor vehicle lock according to one of Claims 1 to 8, characterized in that the auxiliary motor (11) is an electric motor and is operated with an auxiliary operating voltage to open the catch (2), preferably wherein the auxiliary operating voltage is lower than a main operating voltage which is made available to the main motor (3) by the main energy source (28), and/or the auxiliary operating voltage is lower than the rated voltage of the electric motor.
10. Motor vehicle lock according to one of Claims 1 to 9, characterized in that the transmission (12) comprises a linear transmission (32) for generating a linear drive movement for opening the catch (2), preferably in that the linear transmission (32) is configured as a spindle-spindle nut transmission with a spindle (33) and a spindle nut (34), more preferably in that the spindle (33) can be driven in rotation by the auxiliary motor (11), and the spindle nut (34) then executes a linear drive movement, or in that the spindle nut (34) can be driven in rotation by the auxiliary motor (11), and the spindle (33) then executes a linear drive movement.
11. Motor vehicle lock according to Claim 10, characterized in that the spindle (33) is or can be coupled directly or indirectly in a drive-transmitting fashion to the catch (2), or in that the spindle nut (34) is coupled or can be coupled directly or indirectly in a drive-transmitting fashion to the catch (2).
12. Motor vehicle lock arrangement having a motor vehicle lock according to one of Claims 1 to 11, characterized in that the motor vehicle lock arrangement comprises a control device (29) for actuating the main motor (3) and the auxiliary motor (11), which control device (29) actuates, when an opening signal is received, the auxiliary motor (11) to open the catch (2) if an emergency state has been detected.
13. Method for actuating a motor vehicle lock, in particular a motor vehicle lock according to one of Claims 1 to 11, preferably a motor vehicle lock arrangement according to Claim 12, having a lock latch (1), an assigned catch (2), a main motor (3) for opening the catch (2), an auxiliary motor (11) for opening the catch (2), and a transmission (12) which directly or indirectly connects the auxiliary motor (11) to the catch (2),
    characterized
    in that the motor vehicle lock has a flexible pulling means (4) which directly or indirectly connects the main motor (3) to the catch (2) and can be unwound by the main motor (3) to open the catch (2), in that preferably only the auxiliary motor (11) is actuated to open the catch (2) if an emergency state has been detected, and in that the pulling means (4) and the transmission (12) are freewheeling with respect to one another.
14. Method according to Claim 13, characterized in that an emergency state is detected if, after actuation of the main motor (3) to open the catch (2), the catch (2) remains closed, preferably if the lock latch (1) fails to open, in particular reception of an opening signal fails to occur, within a maximum opening time after the actuation of the main motor (3) to open the catch (2).
15. Method according to Claim 13 or 14, characterized in that an emergency state is detected on the basis of a measurement signal and/or sensor signal, in particular wherein the measurement signal and/or sensor signal comprises a crash sensor signal and/or a trapping force signal and/or an on-board power system voltage and/or an on-board power system load and/or a temperature sensor signal.

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