WO2022161861A1

WO2022161861A1 - Motor vehicle lock

Info

Publication number: WO2022161861A1
Application number: PCT/EP2022/051311
Authority: WO
Inventors: Jiri BEINSTEIN
Original assignee: Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Priority date: 2021-01-27
Filing date: 2022-01-21
Publication date: 2022-08-04
Also published as: DE102021101786A1; CN117098904A; EP4284990A1

Abstract

The invention relates to a motor vehicle lock (1) comprising a locking mechanism (2) which has a pivotable latch (3) and a pivotable pawl (4) associated with the latch (3). According to the invention, the motor vehicle lock (1) comprises a spring assembly (11) and a pivotable preload lever (13) which is preloaded or can be preloaded in a preload direction (12) by the spring assembly (11) and which is in or can be brought into a preload gear engagement (14) with the pawl (4), and the preload gear engagement (14) is designed in such a way that the pawl (4) is preloaded or can be preloaded with a pawl preload in the catching direction (15) by means of the spring assembly (11) and via the preload gear engagement (14), and the preload gear engagement (14) is not self-locking in the main closing state and/or in the preclosing state as viewed from the pawl (4) to the preload lever (13).

Description

motor vehicle lock

The invention relates to a motor vehicle lock according to the preamble of claim 1, a flap arrangement with a flap and such a motor vehicle lock according to claim 14 and a motor vehicle with such a flap arrangement according to claim 15.

The motor vehicle lock in question serves to hold the flap of a flap arrangement in question in a closed state. The term “flap” is to be interpreted broadly in the present case. This term includes tailgates, trunk lids, rear doors, front hoods, engine hoods, side doors or the like of a motor vehicle. Such a flap can be designed to be pivotable in the manner of a pivoting flap, a pivoting door or a pivoting cover, or to be longitudinally displaceable in the manner of a sliding door.

The well-known motor vehicle lock (DE 20 2013 103 327 U1), on which the invention is based, has a locking mechanism of conventional design with a lock latch and a pawl assigned to the lock latch. In the known motor vehicle lock, a main locking state and a pre-locking state are provided, in which the pawl has fallen into locking engagement with the lock latch. The entire motor vehicle lock can be opened by lifting the pawl out of the locking engagement of the lock latch.

For the holding engagement of the flap, to which the motor vehicle lock is assigned, with the motor vehicle body of the motor vehicle in question, a locking part in the form of a locking bracket or the like is provided, which during the closing process runs into the motor vehicle lock in an entry direction and thereby moves the lock latch from its open position to the pre-locked position and then moved to the main locked position. Meanwhile, the pawl, driven by a pawl bias, falls in the direction of incidence and thus into locking engagement with the latch bolt.

The above pawl bias consequently plays an important role in a secure closing process for the motor vehicle lock, in which it is important that the locking engagement between the pawl and the lock latch is cher is achieved. However, a high pawl pretension leads to high forces required for lifting the pawl. This results in a tension that is not easy to resolve when realizing the pawl pretension. In the known motor vehicle lock, the pawl is equipped with a simple spring arrangement, which acts directly on the pawl, to generate the pawl pretension.

The implementation of the locking pawl bias in the known motor vehicle lock can be implemented cost-effectively. However, there are limits in the mechanical design with regard to the optimal consideration of the above stress field and last but not least the optimal use of installation space.

The invention is based on the problem of designing and further developing the known motor vehicle lock in such a way that the flexibility in the mechanical design is increased.

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

First of all, the fundamental consideration is that the pretensioning of the pawl can be flexibly and precisely adjusted via a separate pretensioning lever, which acts on the pawl via a pretensioning gear mechanism. With a suitable design, the pawl bias can even change in a predetermined manner depending on the position of the pawl.

At the same time, it was recognized that the above generation of the pawl bias does not otherwise impair the functions of the motor vehicle lock if the biasing gear engagement from the pawl to the biasing lever is not self-locking, at least as a function of the locking state. Then the pretensioning gear engagement does not result in the locking pawl being blocked, which is fundamentally associated with the risk of the locking mechanism jamming. Specifically, it is proposed that the motor vehicle lock has a spring arrangement and a pivotable pretensioning lever which is or can be pretensioned in a pretensioning direction and which is or can be brought into pretensioning gear engagement with the pawl. According to the proposal, the pretensioning gear engagement is designed in such a way that the pawl is or can be pretensioned in the direction of incidence with a pawl pretension by means of the spring arrangement via the pretensioning gear engagement. Furthermore, according to the proposal, the pretensioning gear engagement is not self-locking, at least in the main locking state and/or prelocking state, viewed from the pawl to the pretensioning lever.

According to the proposal, the pawl pretension can be adjusted flexibly and precisely, while the pawl is not blocked, at least in the main locking state and/or pre-locking state. The non-self-locking design of the preload gear intervention means that at least in the main locking state and/or prelocking status, a lifting movement of the pawl is translated into a corresponding opening movement of the preload lever via the preload gear intervention.

With the proposed solution, not only the pawl bias can be adjusted particularly well. Rather, the proposed solution opens up new flexibility in the arrangement of the spring arrangement, which enables a particularly good use of installation space.

It may be pointed out that the term "gear engagement" is to be understood broadly in the present case and can accordingly include different gear principles such as the rolling gear principle, the lever gear principle or the like.

In the preferred configurations according to claims 2 and 3, the pretensioning gear engagement is based on the contact of a pretensioning contour of the pretensioning lever and a pretensioning counter-contour of the pawl. Because the relevant contours can be freely configured, the resulting preload gear engagement can be adjusted flexibly. In particular, it can be provided that the gear engagement changes as a function of the position of the pawl changed in a predefined manner. According to claim 4, it is proposed that during a direct opening process, in which a lifting movement is introduced directly into the pawl, the preloading contour and the preloading counter-contour slide along one another, whereby the preloading gear engagement is increased by appropriate design of the contours can change.

During the direct opening process, a lifting movement is introduced directly into the pawl and not into the preloading lever Raising gear engagement between the biasing lever and the pawl is translated into a lifting movement of the pawl. This dual use of the pretensioning lever, on the one hand for pretensioning the pawl and on the other hand for lifting the pawl, leads to an overall particularly compact design.

If the above-mentioned indirect opening process is provided, depending on the situation, there is a pretensioning gear intervention or a lifting gear intervention between the pretensioning lever and the pawl. For this purpose, it is again provided in terms of a particularly compact embodiment according to claim 6 that both gear engagements are realized within a single, jaw-shaped formation of the pawl or the pretensioning lever.

With the implementation of the pawl pre-tensioning via a proposed pre-tensioning lever, there is also the possibility of adjusting the level of the pre-tensioning via a corresponding design of the pre-tensioning gear engagement. In detail, it is proposed according to claim 7 to select the preload transmission ratio at least in the main closed state and/or pre-closed state greater than 1 and in particular greater than 1.5. According to claim 8, it is preferably the case that the preload transmission ratio decreases during the direct opening process. This reduces the actuating force required to lift the pawl accordingly, which leads to a greater flexibility in the design of the corresponding drive motor.

Claim 9 relates to the frequent case in which the depth of the pawl in the pre-closed state is smaller than the depth of the pawl in the main closed state. In such a case, with the solution according to the proposal, it is easy to achieve that the pawl prestressing, which is due to the spring arrangement, is greater in the main locking state than in the prelocking state. The amount of force required to lift the pawl out of the pre-locked state is correspondingly comparatively small.

In a preferred alternative according to claim 10, the pawl is constantly, ie in any position of the pawl, pretensioned by the spring arrangement, whereby the state of the motor vehicle lock and in particular the position of the pawl are always clearly defined. Alternatively, it can also be provided according to claim 10 that the pawl is not biased by the spring arrangement depending on the closed state, which can be advantageous in terms of noise, particularly with regard to any creaking noises between the biasing lever and the pawl.

The proposed solution can also be advantageous for the crash behavior of the motor vehicle lock, as can be seen from the preferred embodiments according to claims 11 and 12. In both preferred configurations, the pretensioning lever interacts with the pawl in order to prevent the pawl from being lifted out as a result of a crash.

Additional functions can be assigned to the proposed pretensioning lever in order to further increase compactness. According to claim 13, the pretensioning lever is set up accordingly to interact with other functional components of the motor vehicle lock. The emergency clutch of a closing auxiliary arrangement is only mentioned here as an example.

According to a further teaching according to claim 14, which is of independent importance, a flap arrangement is claimed as such, which is associated with a flap and a proposed flap associated with the above flap Motor vehicle lock is equipped. Reference may be made to all statements relating to the proposed motor vehicle lock.

According to a further teaching according to claim 15, which is also of independent importance, a motor vehicle with the above flap arrangement is claimed as such. In this respect, too, reference may be made to all statements relating to the proposed flap.

The invention is explained in more detail below with reference to a drawing that merely shows an exemplary embodiment. In the drawing shows

1 shows a proposed motor vehicle lock a) in the assembled state, and b) in an exploded view,

2 shows the motor vehicle lock according to FIG. 1 in a plan view a) in the main locking state outside of an opening process and b) in the main locking state during the indirect opening process, and

3 shows the motor vehicle lock according to FIG. 1 in a plan view a) in the pre-locked state and b) in the open state.

The proposed motor vehicle lock 1 has a locking mechanism 2 which has a lock latch 3 pivotable about a latch axis 3a and a pawl 4 which is associated with the lock latch 3 and pivotable about a pawl axis 4a. The lock latch 3 can be brought into holding engagement with a locking part 6 running into the motor vehicle lock 1 in an entry direction 5 during a locking process, which locking part can be a locking clip, a locking wedge or the like.

Not shown is a flap to which the motor vehicle lock 1 is assigned and which can be kept in a closed state by means of the motor vehicle lock 1 . In this case, the motor vehicle lock 1 is arranged in an alternative on the flap, while the closing part 6 is arranged on the motor vehicle body. This can also be provided vice versa. With regard to the broad interpretation of the term “flap”, reference may be made to the introductory part of the description. The locking mechanism 2 can be brought into at least one main locking state, which is shown in FIG. Here the lock latch 3 is in its main closed position. In the main locking state, the pawl 4 has fallen into blocking engagement with the lock latch 3 which is in the main locking position. This is preferably a direct engagement between the pawl 4 and the lock latch 3 . A catch 7 of the pawl 4 is preferably in engagement with a main catch 8 of the lock latch 3 .

Here, and preferably, the locking mechanism 2 can also be brought into a pre-locking state, which is shown in FIG. 3a. In the pre-locked state, the pawl 4 is in locking engagement with the lock latch 3, which is in its pre-locked position. The catch 7 of the pawl 4 comes into locking engagement with the first catch 9 of the lock latch 3.

Furthermore, the locking mechanism 2 can be brought into an open state, shown in FIG. 3b, in which the pawl 4 is lifted out of locking engagement from the lock latch 3, which is in its open position.

The interaction between the lock latch 3 and the pawl 4 in the main locking state and/or in the pre-locking state preferably has a self-retaining character, which means that the reinforcements from the engagement between the catch 7 and the main grid 8 or the catch 7 and hold the first catch 9 yourself. A locking lever that acts on the pawl 4 is therefore not required.

The lock latch 3 is preferably assigned a lock latch spring 10 which, in the exemplary embodiment shown and in this respect preferred, is designed as a leg spring arranged concentrically with the lock latch axis 3a. Such a pawl spring directly assigned to the pawl 4 does not appear in the proposed solution. Rather, the motor vehicle lock 1 has a spring arrangement 11 and a pretensioning lever 13 which is or can be pretensioned by the spring arrangement 11 in a pretensioning direction 12 and can be pivoted about a pretensioning lever axis 13a, with the pretensioning lever 13 being or being able to be brought into pretensioning gear engagement 14 with the pawl 4 . It is also essential that the biasing gear engagement 14 is designed in such a way that the pawl 4 is biased or can be biased by the spring assembly 11 via the biasing gear engagement 14 in the direction of incidence 15 of the pawl 4 with a pawl bias. Finally, it is essential that the pretensioning gear engagement 14 is not self-locking when viewed from the pawl 4 to the pretensioning lever 13 in the main locking state and/or in the prelocking state. This is provided here and preferably for the main locking state as well as for the pre-locking state, so that in both locking states a lifting movement of the pawl 4 is translated via the pretensioning gear engagement 14 into a corresponding opening movement of the pretensioning lever 13 against the spring arrangement 11.

Preferably, the pretensioning gear engagement 14 is not designed to be self-locking when viewed from the pawl 4 to the pretensioning lever 13 in any position of the pawl 4, so that the freedom of movement of the pawl 4 is not impaired by the pretensioning lever 13 in any situation.

In the exemplary embodiment shown and in this respect preferred, the lock latch axis 3a and the pawl axis 4a are spaced apart from one another, as is customary. It is noteworthy that the biasing lever axis 13a is also spaced apart from both the latch axis 3a and the pawl axis 4a. In order to increase the compactness, it would be conceivable for the pretensioning lever axis 13a to be arranged concentrically with the lock latch axis 3a.

The spring arrangement 11 of the pretensioning lever 13 is implemented here and preferably as a leg spring arranged concentrically to the pretensioning lever axis 13a. In principle, a spring arrangement 11 that is not aligned concentrically to the pretensioning lever axis 13a can also be used here.

In the exemplary embodiment shown and in this respect preferred, the pretensioning lever 13 has a pretensioning contour 16 , while the pawl 4 has a pretensioning counter-contour 17 . The bias gear engagement 14 is based on the contact of the two contours 16,17 with each other and the resulting gear ratio. A comparison of FIG. 2a with FIG. 3a shows that, depending on the position of the pawl 4, different contour areas of the preloading contour 16 and the preloading counter-contour 17 come into contact with one another. Accordingly, a pretensioning gear engagement 14 with a different pretensioning effect results in the direction of incidence 15 of the pawl 4.

Different variants are available for opening the proposed motor vehicle lock 1 as part of an opening process, which have even been combined with one another in the exemplary embodiment shown and in this respect preferred. What both variants have in common is that a movement is initiated in a component, which results in the pawl 4 being lifted out. This movement can be initiated by a motor, in particular via an electric drive motor, or manually, in particular via a manual operating lever.

A first variant for opening the motor vehicle lock 1 is referred to here as a “direct opening process”. Such a direct opening process is based on the preferably motorized or manual initiation of a lifting movement 18 in the pawl 4 . Here, and preferably, the lifting movement 18 is initiated as part of the direct opening process by a drive motor 19, which may be followed by an intermediate gear. Starting from the main locking state shown in FIG. 2a or the pre-locking state shown in FIG. It can be seen from the relevant illustrations that during this direct opening process the pre-tensioning contour 16 and the pre-tensioning counter-contour 17 slide along one another.

Another variant for opening the motor vehicle lock 1, which is referred to here as an “indirect opening process”, goes back to the preferably motorized or manual initiation of an opening movement 20 in the pretensioning lever 13. In the exemplary embodiment shown and in this respect preferred, the opening movement 20 is introduced into the pretensioning lever 13 by means of a manual actuating lever 21 . This is it This is a variant for emergency opening when the above-mentioned drive motor 19 is out of operation, particularly in the event of a fault. The beginning of this indirect opening process with a first opening movement 20 is shown in the transition from FIG. 2a to FIG. 2b. A further adjustment of the pretensioning lever 13 from the state shown in FIG. 2b results in the opening movement 20 being translated into the desired lifting movement 18 of the pawl 4 via a lifting gear engagement 22 between the pretensioning lever 13 and the pawl 4 . The pretensioning lever 13 is therefore used several times, as has been explained above.

Preferably, the pretensioning gear engagement 14 and the lifting gear engagement 22 are spatially separated from one another. A particularly compact configuration results, preferably, from the fact that the pretensioning gear engagement 14 and the lifting gear engagement 22 are located within a mouth-shaped formation 23, preferably on opposite side areas of the mouth-shaped formation 23, the pawl 4 or the pretensioning lever 13 realize. This shows a synopsis of Fig. 2a and Fig. 2b.

More preferably, the torque of the spring arrangement 11 acting on the pretensioning lever 13, clockwise in FIG. 2a, is converted via the pretensioning gear engagement 14 into a torque acting on the pawl 4, counterclockwise in FIG. 2a. The resulting pretensioning transmission ratio of this torque acting on the pawl 4 to this torque of the spring arrangement 11 acting on the pretensioning lever 13 is preferably greater than 1, more preferably greater than 1.5. This applies at least to the situation in the main locking state and/or pre-locking state. The spring arrangement 11 can thus be designed to be comparatively weak.

It is particularly interesting that the preload transmission ratio decreases during the direct opening process, here and preferably as a result of the preload contour 16 and the preload counter-contour 17 sliding along one another. This means that as the pawl 4 is lifted more and more in the course of the direct opening process, an ever smaller actuating force is required. The above reduction in preload ratio also affects the pawl preload in the prelock condition compared to the pawl preload in the main lock condition. This is because the depth of incidence of the pawl 4 in the pre-locked state is preferably smaller than the depth of the pawl 4 in the main locked state, whereby the pawl prestressing due to the spring arrangement 11 can be selected to be greater in the main locked state than in the pre-locked state.

More preferably, it is the case that the pawl 4 is constantly pretensioned by means of the spring arrangement 11 . Alternatively, provision can be made for the pawl 4 not to be prestressed by means of the spring arrangement 11 in the main locking state and/or in the prelocking state. This is only shown as an example in the detail view in FIG. In principle, this gap can also arise between the pawl 4 and the pretensioning lever 13 .

The center of mass of the pawl 4 is preferably located in such a way that a crash-induced acceleration of the motor vehicle lock 1 as such, for example an acceleration of the motor vehicle lock 1 as such transversely to the latch axis 3a and transversely to the entry direction 5 of the locking part 6, cannot lift the pawl 4. For this purpose, the center of mass of the pawl 4 preferably lies in the pawl axis 4a. "As such" in the present case always means that the motor vehicle lock 1 is still in the removed state for the purpose of defining the crash behavior.

With the proposed solution, such a "balanced" pawl 4 is advantageously not required. This is because the pretensioning lever 13 can contribute to preventing the pawl 4 from being lifted out as a result of a crash. Such a crash-related lifting of the pawl 4 can, as mentioned above, be due to an acceleration of the motor vehicle lock 1 transversely to the latch axis 3a and transversely to the entry direction 5 of the locking part 6 .

In a first preferred embodiment, the center of mass of the pawl 4 is outside the pawl axis 4a, while the spring arrangement 11 is further preferably designed in such a way that the above acceleration of the motor vehicle lock 1 as such of 10g, preferably 20g and more preferably even 30g, does not cause the locking pawl 4 to be lifted. It is provided in a particularly preferred embodiment that the center of mass of the pawl 4 is outside the pawl axis 4a such that the above acceleration of the motor vehicle lock 1 as such would lead to a lifting of the pawl 4 without the action of the pretensioning lever 13.

The center of mass of the preloading lever 13 can in principle lie in the preloading lever axis 13a. Alternatively, however, it can also be provided that the center of mass of the pretensioning lever 13 lies outside of the pretensioning lever axis 13a, preferably in such a way that the mass inertia of the pretensioning lever 13 prevents the pawl 4 from being lifted out, which is caused by a crash acceleration, in particular by an acceleration of the motor vehicle lock 1 as such transverse to the lock latch axis 3a and transverse to the entry direction 5, counteracts.

In particular, it can be provided that the center of mass of the pawl 4 lies outside the axis 4a of the pawl, with the center of mass of the pretensioning lever 13 lying outside of the pretensioning lever axis 13a and the arrangement is such that the motor vehicle lock 1 as such is accelerated transversely to the latch axis 3a and transversely to the entry direction 5 does not cause the pawl 4 to be lifted out, regardless of the strength of the acceleration. Here, too, the center of mass of the pawl 4 is preferably located in such a way that without the action of the pretensioning lever 13 a lifting of the pawl 4 as a result of a crash would be to be expected.

In the last-mentioned exemplary embodiment, the centers of mass of the pawl 4 and the pretensioning lever 13 are matched to one another in such a way that the pawl 4 is prevented from lifting out as a result of a crash. In this context, it is particularly advantageous if the pretensioning lever 13 consists at least partially, preferably completely, of a plastic material. In this case, an additional weight of the preload lever 13 can be accommodated precisely in the preload lever 13 in the sense of the above coordination. As also already mentioned, the pretensioning lever 13 can assume further functions. Here, and preferably, the pretensioning lever 13 is set up to interact with other functional components of the motor vehicle lock 1, here and preferably with an emergency clutch of an auxiliary closing arrangement. This emergency clutch is preferably actuated with the above-mentioned opening movement 20 of the pretensioning lever 13, so that the auxiliary closing function is deactivated during the above opening processes.

According to a further teaching, which is of independent importance, a flap arrangement with a flap and a proposed motor vehicle lock assigned to the flap is claimed as such. As explained above, the motor vehicle lock 1 can be arranged on the flap or on the motor vehicle body.

According to a further teaching, which is also of independent importance, a motor vehicle with the above flap arrangement is claimed as such. With regard to these additional teachings, reference may be made to all of the above statements regarding the proposed motor vehicle lock 1 .

Claims

patent claims

1. Motor vehicle lock (1) with a locking mechanism (2), which has a pivotable latch (3) and one of the latch (3) associated, pivotable pawl (4), wherein the latch (3) with a in an entry direction ( 5) the closing part (6) running into the motor vehicle lock (1) can be brought into holding engagement, with the locking mechanism (2) being able to be brought into a main locking state and, if necessary, into a pre-locking state, in which the pawl (4) is in locking engagement with the in one main locking position or pre-locking position has fallen in, the locking mechanism (2) being able to be brought into an open state in which the pawl (4) is lifted out of locking engagement with the lock latch (3) in an open position, thereby characterized in that the motor vehicle lock (1) has a spring assembly (11) and by the spring assembly (11) in a biasing direction (12) biased or biasable, pivotable Vo rtensioning lever (13) which is or can be brought into pretensioning gear engagement (14) with the pawl (4) and that the pretensioning gear engagement (14) is designed in such a way that the pawl (4) by means of the spring arrangement (11) is or can be pretensioned via the pretensioning gear engagement (14) in the direction of incidence (15) with a pawl pretension and the pretensioning gear engagement (14) in the main locking state and/or in the prelocking state of the pawl (4) to the preload lever

(13) seen is not self-locking.

2. Motor vehicle lock according to claim 1, characterized in that the biasing lever (13) has a biasing contour (16) and the pawl (4) has a biasing counter-contour (17) and that the biasing gear engagement

(14) goes back to the contact of the two contours (16,17) with each other.

3. Motor vehicle lock according to claim 2, characterized in that, depending on the position of the pawl (4), different contour areas of the preload contour (16) and the preload counter-contour (17) come into contact with one another.

4. Motor vehicle lock according to one of the preceding claims, characterized in that a direct opening process goes back to the, preferably motorized or manual, initiation of a lifting movement (18) in the pawl (4) via the pretensioning gear engagement (14) between the pre-tensioning lever (13) and the pawl (4) is translated into an opening movement (20) of the pre-tensioning lever (13), preferably that during the direct opening process the pre-tensioning contour (16) and the pre-tensioning counter-contour (17 ) slide along each other.

5. Motor vehicle lock according to one of the preceding claims, characterized in that an indirect opening process goes back to the, preferably motorized or manual, initiation of an opening movement (20) in the biasing lever (13) via a lifting gear intervention ( 22) between the pretensioning lever (13) and the pawl (4) is translated into a lifting movement (18) of the pawl (4).

6. Motor vehicle lock according to one of the preceding claims, characterized in that the biasing gear engagement (14) and the lifting be gear engagement (22) within a jaw-shaped formation (23) of the pawl (4) or the biasing lever (13) realize .

7. Motor vehicle lock according to one of the preceding claims, characterized in that the torque of the spring arrangement (11) acting on the pretensioning lever (13) is translated via the pretensioning gear engagement (14) into a torque acting on the pawl (4), the preload - Transmission ratio of this torque acting on the pawl (4) to this torque of the spring assembly (11) acting on the pretensioning lever (13), at least in the main locking state and/or pre-locking state, is greater than 1, preferably greater than 1.5.

8. Motor vehicle lock according to claim 7, characterized in that the biasing transmission ratio during the direct opening process, preferably by sliding along each other along the biasing contour (16) and the biasing counter-contour (17), reduced.

9. Motor vehicle lock according to one of the preceding claims, characterized in that the depth of the pawl (4) in the pre-locking state is smaller than the depth of the pawl (4) in the main locking state and that the spring arrangement (11) returning the pawl bias in the main locking state is greater is than in the pre-closed state.

10. Motor vehicle lock according to one of the preceding claims, characterized in that the pawl (4) is constantly pretensioned by means of the spring arrangement (11), or that the pawl (4) in the main locking state and/or in the pre-locking state not by means of the spring arrangement (11) is prestressed.

11 . Motor vehicle lock according to one of the preceding claims, characterized in that the center of mass of the pawl (4) is outside the pawl axis (4a) and that the spring arrangement (11) is designed so that an acceleration of the motor vehicle lock (1) as such of 10g , preferably of 20g, more preferably of 30g, transverse to the lock latch axis (3a) and transverse to the entry direction (5) causes no lifting of the pawl (4).

12. Motor vehicle lock according to one of the preceding claims, characterized in that the center of mass of the pawl (4) outside of the pawl axis (4a), that the center of mass of the preloading lever (13) outside of the preloading lever axis (13a) and that the order is made so that an acceleration of the motor vehicle lock (1) as such transverse to the lock latch axis (3a) and transverse to the direction of entry (5) causes no lifting of the pawl (4).

13. Motor vehicle lock according to one of the preceding claims, characterized in that the pretensioning lever (13) is set up to interact with other functional components of the motor vehicle lock (1), preferably with an emergency clutch of a closing auxiliary arrangement.

14. Flap arrangement with a flap and a motor vehicle lock (1) assigned to the flap according to one of the preceding claims.

15. Motor vehicle with a flap arrangement according to claim 14.