EP3969699A1

EP3969699A1 - Motor vehicle door lock

Info

Publication number: EP3969699A1
Application number: EP20726681.8A
Authority: EP
Inventors: Holger Schiffer; Michael Scholz; Ömer INAN; Thomas SCHÖNENBERG; Andreas Schmitz; Peter Szegeny
Original assignee: Kiekert AG
Current assignee: Kiekert AG
Priority date: 2019-05-13
Filing date: 2020-04-29
Publication date: 2022-03-23
Anticipated expiration: 2040-04-29
Also published as: EP3969699B1; DE102019112470A1; WO2020228895A1

Abstract

The invention relates to a motor vehicle door lock (2) which is provided with an electromechanical opening drive (8) for a locking mechanism (9, 10), and with at least one safety unit (4) and with a control unit (3). In the "safety off" position of the safety unit (4), the opening drive (8) is impinged by means of the control unit (3) for the purpose of electrical opening, according to e.g. signals of a first sensor (15) transmitted to a handle (11). Whereas, in the "safety on" position of the safety unit (4), signals of the first sensor (15) are ignored by the control unit (3). According to the invention, the opening drive (8) performs in at least two different movement directions and acts on the locking mechanism (9, 10) in the first movement direction and in the "safety off" position of the safety unit (4). In contrast, in the second movement direction, the opening drive (8) produces an additional mechanical connection of the handle (11) to the locking mechanism (9, 10) according to to a further second sensor (5, 7).

Description

Motor vehicle door lock

The invention relates to a motor vehicle door lock, with an electro-mechanical opening drive for a locking mechanism, furthermore with at least one safety unit, and with a control unit, the opening drive in the "safety off" position of the safety unit by means of, for example, signals from a first sensor to a handle the control unit is acted upon for electrical opening and wherein in the "fuse on" position of the fuse unit signals from the first sensor are ignored by the control unit.

The previously described so-called “electrical opening” of locking mechanisms as part of a motor vehicle door lock for locking motor vehicle doors or also flaps or generally covers opposite a motor vehicle body is becoming increasingly widespread. In essence, this can be attributed to the fact that operation is convenient and the weight of motor vehicle doors or generally covers in motor vehicles has increased. This can essentially be traced back to additional safety units in the vehicle doors such as side impact protection, side airbags, etc. But comfort devices such as window lifters, loudspeakers, closing drives, etc. also lead to an increased weight of the relevant motor vehicle door, so that the electrical opening described is becoming increasingly important.

A motor vehicle door lock of the structure described at the beginning is described, for example, in DE 10 2015 108 738 A1 by the applicant. Similar configurations are the subject of further publications DE 10 2013 006 521 A1 and DE 10 2012 020 424 A1. As already described, the electromechanical or purely electrical opening of a locking mechanism following the interrogation of a sensor, for example on the associated handle, is becoming increasingly popular in practice and is often referred to as "open-by-wire" here. The sensor on the handle can be a switch that detects movements, for example of a hill of the handle. In principle, however, the sensor or first sensor can also be provided and implemented elsewhere, for example in the case of a motor vehicle door without a handle as a contact area on an outer door panel. A first sensor as part of a remote control unit for the associated motor vehicle is also conceivable.

The security unit can in principle be a theft security unit and / or a child security unit. The “anti-theft device on” position corresponds to the fact that the vehicle door lock in question cannot be opened using an external or internal handle. In contrast, in the “child safety device on” position, the motor vehicle door can be opened using the outer handle, whereas an inner handle is empty in this context.

The opening drives described and their implementation in terms of control technology or their activation with the aid of the control unit have basically proven themselves. However, what is known as mechanical redundancy is generally also required due to security requirements. This should come into play and be used in particular when a crash of the associated vehicle is observed or the so-called crash case occurs. The case of a crash corresponds to the fact that, in the simplest case, the motor vehicle has abnormal decelerations of several g (greater than 5 g), which are typically associated with a collision with an obstacle. In such a crash, there is the risk that the electromechanical opening drive fails because either the associated battery and / or an electrical supply line is destroyed. Because of this and in order to arrive Mechanical redundancies are required to enable security forces to open the appropriately equipped motor vehicle door as before.

At this point, the further prior art according to WO 2014/07941 1 A2 proposes a motor vehicle door lock with a locking mechanism and an electromechanical opening drive for the locking mechanism, which has an additional drive. With the help of this additional drive, an actuating lever chain can be moved into its "locked" position if necessary. Only then is an opening signal generated for the drive to electrically open the locking mechanism.

As a result, the operating lever chain is consistently in its “locked” position, even when the electric drive for electrically opening the locking mechanism is energized. Only in the event of an emergency opening or in the event of a crash is the procedure such that the actuating lever chain is first moved into its “unlocked” position. In this way, for example, rescue personnel can open an associated motor vehicle door as required. For this purpose, it is only necessary to act on the handle mechanically. This has basically proven itself.

In the prior art described above according to WO 2014/07941 1 A2, however, the emergency operation or the emergency opening is associated with additional structural and financial outlay, if only because an additional drive in addition to the opening drive is mandatory. In addition to the increased design effort and also the increased weight caused by this, such additional drives may also be prone to malfunctions. The invention aims to provide a remedy here.

The invention is based on the technical problem of developing such a motor vehicle door lock so that the manufacturing technology Effort, taking into account a particularly simple design, is reduced.

To solve this technical problem, the invention proposes in a generic motor vehicle door lock that the opening drive executes at least two different directions of movement and works on the locking mechanism in the first direction of movement and in the “safety off” position of the safety unit. In contrast, the opening drive in the second direction of movement produces an additional mechanical connection between the handle and the locking mechanism, depending on a further second sensor and its signal.

In the context of the invention, the electromechanical opening drive is first used and operated in such a way that this opening drive is acted upon by the control unit with two different directions of movement. In the first direction of movement and in the "safety off" position of the safety unit, actuation of the opening drive leads to "electrical opening" as usual. This means that in this functional position the electromechanical opening drive works as usual to electrically open the locking mechanism, provided the safety unit is in the "safety off" position. This is queried by the control unit.

If, on the other hand, the safety device is in its functional position “safety on”, the control unit ignores an impact on the first sensor in the sense of electrical opening. As a result, the associated motor vehicle door lock is “secured” in the broadest sense, and within the scope of the invention, depending on the design of the motor vehicle door lock concerned, this may cover the positions “theft-proof” and / or “locked” and / or “child-proof”, as described below and in particular with Reference to the description of the figures will be explained in more detail. If, however, the further second sensor is acted upon, the control unit interprets this to the effect that the opening drive is acted upon in the direction of movement which is different from the first direction of movement and is mostly opposite. The movement of the opening drive in this second direction of movement as a function of the further second sensor mentioned now creates an additional mechanical connection between the handle and the locking mechanism. In principle, this can be done independently of the functional position of the fuse unit, i.e. both in the event that the fuse unit is in the "fuse on" position and when the fuse unit is in its "fuse off" position. That is, the query of the second sensor is carried out by the control unit typically with a high, for example even with the highest priority, so that all further sensors and their activation or non-activation are usually ignored.

This is of particular importance in the event that the opening drive is acted upon in the second direction of movement and independently of the position of the safety device to implement an emergency opening as a function of signals from the second sensor. In this case, the second sensor is advantageously a crash sensor, with the aid of which the crash case already described above is detected and transmitted to the control unit.

Alternatively or in addition to the crash sensor, the second sensor can also be a vehicle speed sensor. The first sensor is generally designed as a handle sensor and is consequently assigned to the handle. In principle, however, the first sensor can also be designed independently of the handle and can even be part of a remote control unit for the motor vehicle door lock, as was already described in the introduction. This means that the opening drive can advantageously be used in the second direction of movement to implement the emergency opening in the event of a crash. For this purpose, a corresponding signal from the crash sensor is processed by the control unit with the highest priority and implemented in such a way that the opening drive ensures the additional mechanical connection of the handle to the lock in the second direction of movement in question. In this way, a so-called “TCR” (temporary crash redundancy) can be implemented, that is, a temporary, that is to say temporary mechanical redundancy in the event of a crash.

As an alternative or in addition to the emergency opening, the opening drive can also be used to the effect that a (normal) mechanical opening is acted upon in the second direction of movement of the opening drive as a function of signals from the second sensor. In this case, the second sensor is mostly a vehicle speed sensor. Here, the design can be made, for example, in such a way that the motor vehicle door lock depends on the second sensor or vehicle speed sensor when a speed threshold is exceeded, for example walking speed

(typically 4 or 5 km / h) is "secured". This means that the signal from the second sensor is evaluated and implemented by the control unit in such a way that the control unit transfers the safety unit to the "safety on" position so that the individual vehicle doors can no longer be opened electrically. Starting from this “secured” position of the securing unit, it is in principle also possible to allow the relevant motor vehicle door and thus the motor vehicle door lock to be opened mechanically. This can be the case, for example, when a further threshold for the vehicle speed is exceeded or also when an additional sensor is actuated to “unlock” the relevant motor vehicle door lock. In this case, the opening drive is again in the second direction of movement to realize a mechanical opening in Depending on, for example, signals from the vehicle speed sensor or also depending on signals from a further sensor for “unlocking” the safety unit.

As a rule, the design is such that the safety unit prevents the locking mechanism from being mechanically opened in the “safety on” position and when the opening drive is activated in the second direction of movement. This is important, for example, to implement a “child safety function”. That is, as long as the safety unit is in its “safety on” position, even a signal from the second sensor and thus the activation of the opening drive in the second direction of movement does not result in the locking mechanism being able to be opened mechanically. This means that a fuse sensor implemented at this point to control the fuse unit, for example in the form of a button in the vehicle interior or a corresponding user-controlled actuation of the fuse sensor, has priority over the vehicle speed sensor.

In this context, the procedure can additionally and advantageously be such that the securing unit additionally has a mechanical and / or motorized lock. With the help of this lock, the opening drive can be blocked in the "Safety on" position and when it is activated in the second direction of movement. The lock is of course only effective if and for as long as a signal from the crash sensor with the highest priority does not report the crash. In this case, the opening drive is not additionally blocked, but the opening drive is acted upon in the second direction of movement in order to establish the additional mechanical connection of the flange handle to the locking mechanism in the context of the associated emergency opening. In the “safety off” position, the safety unit allows the locking mechanism to be opened electrically and, if necessary, the locking mechanism to be opened mechanically. The overall procedure here is that the handle has to be operated twice to open the locking mechanism, first to “unlock” and then to “open”. In this case, the first signal of the first sensor assigned to the handle is evaluated by the control unit to the effect that the safety unit is transferred to its “safety off” position or that it maintains this position. The second signal from the handle then results in the opening drive working on the locking mechanism in the first direction of movement and being able to open it electrically.

In principle, the handle can also be equipped with a so-called "override" function. A single application of the sensor is then sufficient to first move the safety unit into its “safety off” position and immediately afterwards to apply the opening drive in the first direction of movement so that the locking mechanism can be opened.

As a result, a motor vehicle door lock is made available which, on the one hand, provides convenient electrical opening of the locking mechanism and, on the other hand, can be used to display all conceivable functional positions. As a result, the motor vehicle door lock can be used and installed universally on any motor vehicle door or also flap or generally a cover for the motor vehicle. In addition, the use of a single drive, namely the opening drive, leads to a simplified construction at reduced costs. All of this succeeds with the additional consideration of the possibility that mechanical redundancy can be implemented unchanged despite the implemented electrical opening drive, especially in the event of a crash. This is where the main advantages can be seen. In the following the invention is explained in more detail with reference to a drawing showing only one embodiment; show it:

1 shows a motor vehicle door lock according to the invention or a plurality of such motor vehicle door locks as they are installed on a motor vehicle, specifically in rows of schematic representation and FIG

2 shows the motor vehicle door lock reduced to the components essential for the invention, again in rows in schematic form

Playback and a first direction of movement,

3 shows the motor vehicle door lock reduced to the components essential for the invention, again in rows schematically

Playback in a second direction of movement.

A motor vehicle door lock 2 is shown in the figures. In fact, a motor vehicle 1 can be seen in FIG. 1, which is equipped with a total of four such motor vehicle door locks 2, which in principle are or can be of the same construction. The individual functionalities of the respective motor vehicle door lock 2 are predominantly software-wise differentiated depending on the installation location, with the help of a control unit 3 that acts on the individual motor vehicle door locks 2. A component of the control unit 3 is a security unit 4, which is also electronic within the scope of the invention Ways how the control unit 3 is realized and implemented. A fuse sensor 6 is connected to the fuse unit 4.

In addition to this safety sensor 6, a crash sensor 5 is also installed in the motor vehicle 1. In addition, another sensor is implemented in the form of a vehicle speed sensor 7, the signals of which, like those of the other two sensors 5, 6, are evaluated by the control unit 3 and depending on Functional state to act on one or more of the motor vehicle door locks 2 are implemented.

As shown in FIGS. 2 and 3, the individual motor vehicle door lock 2 is equipped with an electromechanical opening drive 8, with the aid of which a locking mechanism 9, 10 can be acted upon. The locking mechanism 9, 10 is composed of a rotary latch 9 and a pawl 10 interacting therewith.

In addition, a Flandhabe 1 1 is also implemented, with the help of which the locking mechanism 9, 10 - in addition to the electromechanical opening drive 8 - can be opened. However, this presupposes that the Flandhabe 11 is mechanically connected to the locking mechanism 9, 10 or a mechanical connection is present. As evidenced by the schematic representations in FIGS. 2 and 3, this is only the case when a releasable mechanical connection 12, shown only by way of example as a toggle lever arrangement in FIG. 3, is closed. In normal operation, the releasable connection 12 is open, as the solid representation in FIG. 2 makes clear. A pulling action of the flange 1 1 then leads to the fact that the toggle lever arrangement or releasable connection 12 merges into the elongated course shown in dash-dotted lines, but this means that the pawl 10 cannot be pivoted in the indicated clockwise direction in order to be able to open the rotary latch 9.

In this normal operation, the control unit 3 acts on the opening drive 8 so that the opening drive 8 is acted upon in the first direction of movement or in the indicated counterclockwise direction, so that the opening drive 8 works with an arm 13 provided there on the pawl 10 in such a way that the pawl 10 is pivoted clockwise and is released from its locking engagement with the rotary latch 9. As a result, the rotary latch 9 can pivot open with the aid of a spring and release a previously caught and not expressly shown locking bolt.

However, if the opening drive 8 executes a movement along the second direction of movement according to the exemplary embodiment in the indicated clockwise sense as shown in FIG. 3, then a further arm 14 on the opening drive 8 ensures that the toggle lever arrangement or detachable connection 12 from its bent into the elongated course. As soon as the flange handle 1 1 is subjected to a pulling action in this case, the then closed mechanical connection of the flange handle 1 1 to the locking mechanism 9, 10 ensures that the pawl 10 is mechanically pivoted counterclockwise in this case and from its locking engagement with the rotary latch 9 comes free, which in turn swings open with spring assistance as described.

The overview representation in FIG. 1 shows that, in addition to the sensors 5, 6, 7 already described above, a further sensor 15 is implemented, which is or can be designed as a flange sensor 15 in the exemplary embodiment and not restrictively. With the help of the flange sensor 15, an impact on the flange 1 1 on the associated and respectively indicated motor vehicle door with the door lock 2 provided there is registered and evaluated by the control unit 3. Instead of the Flandhabe sensor 15, this sensor or first sensor 15 can also be attached to an outer door skin if a Flandhabe 11 is not provided. An arrangement of the first sensor or flange sensor 15 on and in connection with a remote control unit is also conceivable.

The mode of operation and the individual functions implemented are described below. In normal operation and when the associated motor vehicle door lock 2 is “electrically opened”, the procedure is such that the control unit 3 first queries the position of the securing unit 4. In the end, this boils down to the fact that, for example, an operation or non- actuation of the safety sensor 6 is evaluated. If the securing sensor 6 has been actuated by a user, for example, if the “secured” or “securing on” position of the securing unit 4 is desired, the motor vehicle door lock 2 cannot be opened electrically. This is because a query of the security unit 4 by the control unit 3 results in the “security on” position of the security unit 4 being registered so that the associated motor vehicle door and thus the motor vehicle door lock 2 cannot be opened electrically.

In this context, with the help of the security sensor 6, it is possible, for example and among other things, to map the various functional positions “locked”, “theft-proof” or “child-proof”. The “locked” function corresponds to the fact that the outer handles 11 shown in FIG. 1 do not lead to an operation of electrically opening the locking mechanism 9, 10 when the associated handle sensor 15 is acted upon and receives a signal. In contrast, for example, the application of an inner handle (not specifically shown) with an associated sensor of the inner handle leads to electrical opening being permitted. In the “anti-theft” position, the control unit 3 ensures that signals from both the handling sensor 15 and consequently the outside hand have 1 1 and the inside handle and the associated inside handle sensor are ignored and the associated motor vehicle door cannot be opened electrically. The “child-proof” position ultimately corresponds to the fact that the two front motor vehicle doors shown in FIG. 1 either assume their “locked” or “theft-proof” position. For the rear motor vehicle doors, however, it applies that an act on the inner handle, not shown, and consequently the sensor of the inner handle is ignored, whereas the outer handle 1 1 and the associated handle sensor 15 when it is applied by the control unit 3 are evaluated to the effect that this is electrical opening of the locking mechanism 9, 10 leads. The previously described functional settings can be specified with the help of the safety sensor 6 or a corresponding menu control, in that a user differentiates, for example, between the position "locked" or "unlocked" and "child-safe" and "child unlocked". In contrast, the “anti-theft” position is typically automatically adopted and implemented as soon as the vehicle 1 has been parked and left and locked by the user.

This means that the opening drive 8 is only in the “safety off” position of the safety unit 4 depending on, for example, signals from the first sensor 1 or the handling sensor 15 on the handle 11 with the aid of the control unit 3 to electrically open the locking mechanism 9, 10 This corresponds to the fact that the control unit 3 acts on the opening drive 8 in the first direction of movement or in the counterclockwise direction, so that, with the aid of the boom 13, the pawl 10 is lifted from its engagement with the rotary latch 9 by a motor, which then opens with the aid of a spring and the locking bolt releases. The associated motor vehicle door 2 can then be opened immediately.

If, on the other hand, the fuse unit 4 is in the “fuse on” position, signals from the first sensor 15 are ignored by the control unit 3. The opening drive 8 can consequently not open the locking mechanism 9, 10 in this case. Overall, the design is such that the opening drive 8 works on the locking mechanism 9, 10 in the first direction of movement or in the counterclockwise direction and in the “safety off” position of the safety unit 4. In addition, and according to the invention, the opening drive 8 is now able to complete the second direction of movement or clockwise movement. In this second direction of movement and as a function of a further second sensor 5 or 7, an additional mechanical connection between the handle 11 and the locking mechanism 9, 10 can now be established. With the second sensor 5, 7 are, for example, the previously mentioned crash sensor 5 and / or the vehicle speed sensor 7.

If the second sensor 5 is designed as a crash sensor 5, an emergency opening in the event of a crash can be implemented in this way, the mechanical redundancy in the event of a crash (TCR) already described above. Because signals of the crash sensor 5, which are processed by the control unit 3, lead to the opening drive 8 being applied in the second direction of movement or, according to the exemplary embodiment, clockwise to implement the emergency opening. In the course of this emergency opening, the releasable mechanical connection 12 between the handle 11 and the locking mechanism 9, 10 is closed so that the handle 11 can be acted upon, for example by security forces arriving at the motor vehicle 1. The opening drive 8 takes up its work immediately in the event of an emergency opening and when the crash sensor 5 is acted upon, regardless of the position of the safety unit 4. That is, the crash sensor 5 is treated with the highest priority by the control unit 3 or any signals from the crash sensor 5 cover all other functional states, so that in the event of a crash the mechanical connection described from the handle 11 to the locking mechanism 9, 10 is established under all circumstances.

In principle, with the aid of the opening drive 8, normal opening can also be brought about mechanically - independently of the emergency opening. In this case, the opening drive 8 may be acted upon in the second direction of movement or clockwise to realize a mechanical opening depending on signals from the vehicle speed sensor 7. In this case, however, the safety unit 4 may prevent a mechanical opening of the locking mechanism 9, 10. Because when the safety unit 4 assumes its "safety on" position and when the opening drive 8 is acted upon in the second direction of movement, the control unit 3 ensures that a mechanical opening of the Locking mechanism 9, 10 is prevented. That is, the safety sensor 6 and its position is located in the order of priority above the position of the vehicle speed sensor 7 and is evaluated by the control unit 3 in a corresponding sense. This can even take place specifically and differently depending on the motor vehicle door lock 2.

In this way, a distinction can be made between, for example, the rear vehicle doors and the front vehicle doors. While the front vehicle doors, for example, assume their “locked” position in ferry operation and when the vehicle speed sensor 7 is acted upon, and consequently allow opening with the help of the inner handle as described, this may not be allowed for the rear vehicle doors to implement the child safety function. In other words, in this case the rear vehicle doors are in the “anti-theft” position and can consequently neither be opened with the help of the outer flange handle 11 nor with the help of the inner flange handle. In this way, the functional position "childproof" can be realized and implemented.

In this case, the securing unit 4 in the “securing on” position or, according to the exemplary embodiment, “theft-proof” or “child-proof” on the rear vehicle doors ensures that even when the second sensor or vehicle speed sensor 7 is acted on, the locking mechanism 9, 10 can also be prevented with the help of the inner handle. This has the consequence that the motor vehicle 1 is locked immediately when the walking speed already described in the introduction is exceeded, in such a way that the two front vehicle doors assume the functional position "locked", whereby an opening with the help of the inner handle is still possible and permitted becomes. In contrast, the rear side doors are in the “theft-proof” or “child-proof” position so that children located there cannot unintentionally open the vehicle door while driving. For this purpose, the safety unit 4 may additionally have a mechanical and / or motorized lock which additionally blocks the opening drive 8 in the “safety on” position and when the opening drive 8 is acted upon. According to the exemplary embodiment and according to the functionality described, this can be easily implemented and implemented electronically, for example, by making the distinction described with regard to the installation location of the associated motor vehicle door lock 2 on the front and rear side doors. The invention is of course not limited to this. Because instead of the rear side doors, sliding doors or a tailgate can also be equipped with the child safety function described.

If, on the other hand, the securing unit 4 is in the “securing off” position, when the first sensor or handling sensor 15 is acted upon, an electrical opening of the locking mechanism 9, 10, as well as a mechanical opening in normal operation, is permitted.

The handle 11 can be operated twice to electrically open the locking mechanism 9, 10. This double actuation of the associated handle sensor 15 is detected and evaluated with the aid of the control unit 3. The first signal corresponds to “unlocking” the associated motor vehicle door lock 2 and leads to the securing unit 4 adopting or maintaining the “securing off” position. The second signal of the first sensor 15 or handling sensor 15 is then converted and evaluated by the control unit 3 for electrical opening in such a way that the control unit 3 acts on the opening drive 8 in the first direction of movement or in the counterclockwise direction in order to electrically close the locking mechanism 9, 10 to open.

In principle, the handle 1 1 can also be equipped with an “override” function. In this case, a single actuation of the first sensor or handle sensor 15 with the aid of the handle 11 ensures that the first Fuse unit moves into or maintains its “fuse off” position and immediately afterwards the opening drive 8 is acted upon in the first direction of movement or counterclockwise to electrically open the locking mechanism 9, 10.

List of reference symbols:

Motor vehicle 1

Motor vehicle door lock 2

Control unit 3

Fuse unit 4

Crash sensor 5

Fuse sensor 6

Vehicle speed sensor 7 opening drive 8

Rotary latch 9

Pawl 10

Lock 9, 10

Handle 1 1

detachable mechanical connection 12 bracket 13

further boom 14

Handle sensor 15

Claims

1 . Motor vehicle door lock (2), with an electromechanical opening drive

(8) for a locking mechanism (9, 10), furthermore with at least one safety unit (4), and with a control unit (3), the opening drive (8) in the "safety off" position of the safety unit (4) depending on For example, signals from a first sensor (15) to a handle (1 1) by means of the control unit (3) for electrical opening is applied, and in the "fuse on" position of the fuse unit (4) signals from the first sensor (15) on the part of the Control unit (3) are ignored, characterized in that the opening drive (8) performs at least two different directions of movement and works on the locking mechanism (9, 10) in the first direction of movement and in the "safety off" position of the safety unit (4) the opening drive (8) in the second

Movement direction as a function of a further second sensor (5, 7) produces an additional mechanical connection of the handle (1 1) to the locking mechanism (9, 10).

2. Motor vehicle door lock (2) according to claim 1, characterized in that the first sensor (15) is designed as a handle sensor (15).

3. Motor vehicle door lock (2) according to claim 1 or 2, characterized in that the second sensor (5, 7) is designed as a vehicle speed sensor (7) and / or a crash sensor (5).

4. Motor vehicle door lock (2) according to claim 3, characterized in that the opening drive (8) is acted upon in the second direction of movement and independently of the position of the securing unit (4) to implement an emergency opening as a function of signals from the crash sensor (5).

5. Motor vehicle door lock (2) according to one of claims 1 to 4, characterized in that the opening drive (8) is acted upon in the second direction of movement to realize a mechanical opening as a function of signals from the vehicle speed sensor (7).

6. Motor vehicle door lock (2) according to one of claims 1 to 5, characterized in that the safety unit (4) in the "safety on" position and when the opening drive (8) is acted upon in the second direction of movement, a mechanical opening of the locking mechanism (9, 10 ) prevented.

7. Motor vehicle door lock (2) according to one of claims 1 to 6, characterized in that the securing unit (4) has a mechanical and / or motorized lock, which the opening drive (8) in the "safety on" position and in the second direction of movement activated opening drive (8) blocked.

8. Motor vehicle door lock (2) according to one of claims 1 to 7, characterized in that the safety unit (4) in the "safety off" position and when the opening drive (8) is acted upon in the second direction of movement, a mechanical opening of the locking mechanism (9, 10 ) allows.

9. Motor vehicle door lock (2) according to one of claims 1 to 8, characterized in that the handle (1 1) to open the locking mechanism (9, 10) must be actuated twice, first to "unlock" and then to "electrical To open".

10. Motor vehicle door lock (2) according to one of claims 1 to 9, characterized in that the handle (1 1) is equipped with an "override function".