WO2022161887A1

WO2022161887A1 - Motor vehicle lock

Info

Publication number: WO2022161887A1
Application number: PCT/EP2022/051422
Authority: WO
Inventors: Arkadi BOGORATS
Original assignee: Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Priority date: 2021-01-29
Filing date: 2022-01-24
Publication date: 2022-08-04
Also published as: DE102021102105A1; CN117120697A; EP4284991A1

Abstract

The invention relates to a motor vehicle lock with a lock latch (2) and a pawl arrangement (3), wherein the lock latch (2) is pivotable into at least one closed position, more particularly a main closed position and, if appropriate, a preliminary closed position, in each of which said latch is in holding engagement with a lock part (4), and into an open position, in which said latch releases the lock part (4), wherein the pawl arrangement (3) comprises a pivotably mounted pawl (5) interacting with the lock latch (2), which pawl can be brought into an engagement position and a disengagement position, wherein the pawl (5) in the engaged position blocks the lock latch (2) in the closed position against pivoting into the opening direction (8), and in the disengagement position said pawl releases the lock latch (2) in the open direction (8) thereof, wherein the motor vehicle lock (1) comprises a drive train for movement, more particularly motorized movement, of the pawl (5) from the engagement position thereof into the disengagement position thereof. According to the invention, the drive train comprises two sequential knee lever mechanisms (K1, K2), which are actuated along with a movement of the pawl (5) between the engagement position and the disengagement position thereof.

Description

motor vehicle lock

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

The motor vehicle lock in question can be assigned to any locking element of a motor vehicle. These include tailgates, boot lids, front hoods, in particular engine hoods, side doors or the like. These closure elements can be pivotable or designed in the manner of sliding doors.

The well-known motor vehicle lock (EP 2 492 423 B1), on which the invention is based, has a lock latch which can be pivoted about a geometric lock latch pivot axis and which interacts in the usual way with a closing part, in particular a closing bracket. To lock the lock latch in its respective closed position, the motor vehicle lock has a pawl arrangement, which is composed of a pawl, an intermediate lever and a lever-shaped locking part, referred to below as the locking lever. The pawl, which interacts directly with the latch bolt, is mounted on the intermediate lever so that it can pivot about a geometric pawl pivot axis and thus follows pivoting movements of the intermediate lever about its geometric intermediate lever pivot axis. The blocking lever can be pivoted here between a blocking position and a release position about a geometric pivot axis of the blocking part. In the locked position, this locks the intermediate lever, which is in its basic position, against pivoting in its direction of deflection. In the release position, the intermediate lever is released by the blocking part. The forces acting on the lock latch from the locking part, which are primarily due to the counter-pressure of the door seal, are transmitted from the lock latch in its closed position via the engaged pawl to the intermediate lever, so that the latter, when it is released by the locking part, moves in its deflection direction can pan. As a result, the latch bolt presses the pawl while at the same time pivoting the intermediate lever in its direction of deflection.

This mechanism works very reliably and also allows the barrage to be opened by a motor, i.e. to lift the pawl by a motor. at Such a motor vehicle lock requires a particularly high degree of efficiency in order to be able to open the locking mechanism at particularly high door seal counterpressures, for example above 5000N, and in particular with a comparatively weak drive motor, for example with a maximum current consumption of 7A.

The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the best possible efficiency when opening the locking mechanism is achieved with simple means.

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.

The fundamental consideration is to provide two toggle lever mechanisms in the drive train, which is used to lift the pawl and transmits a driving force that is introduced manually or generated by a drive motor to the pawl in order to pivot it from the closed position into the lifted position. These are arranged sequentially, i.e. one after the other in terms of drive technology.

A toggle lever mechanism is a mechanical transmission gear with two articulated levers that allow a small input force to be introduced into the lever system over a large stroke, which, according to the law of the lever, results in a small stroke with a large output force, with the transmission ratio changing as the stroke increases , especially increased. In this way, a relatively large transmission ratio in the drive train from the drive side to the driven side, ie to the pawl, can be realized in the proposed motor vehicle lock. This ensures that the locking mechanism can be opened with a relatively weak motor and/or with relatively high door seal back pressures. By providing several toggle lever mechanisms, a high degree of compactness of the drive train and thus of the motor vehicle lock is also achieved. There is also no need for a particularly large transmission ratio, which is generated via a gear between the drive motor and the pawl arrangement, so that the gear can also be designed to be compact. In particular, a the output-side gear of this gear downstream of the drive motor can be designed as a gear segment, since only a small angle of rotation has to be traversed by the gear in order to open the locking mechanism.

In detail, it is now proposed that the drive train has two sequential toggle lever mechanisms, the actuation of which is accompanied by a movement of the pawl between its closed position and its raised position. The actuation of the toggle lever mechanisms, in particular a manual or motor-driven actuation, has the result that the pawl is moved.

Claim 2 specifies the possible movements of the pawl resulting from the actuation of the toggle lever mechanisms in one direction or the other. Depending on the direction of actuation of the toggle lever mechanisms, the pawl can be moved in its release direction or counter to its release direction.

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

According to the preferred embodiment according to claim 4, the toggle lever mechanisms have a common lever. This leads to a particularly compact design of the pawl arrangement. The intermediate lever is particularly preferably also a component of the respective other toggle lever mechanism. Together with another lever, which will be described below, this forms the first toggle lever mechanism (claim 5) in terms of drive technology. The driving force is then transmitted from this to the downstream, second toggle lever mechanism, which includes the pawl.

According to the further preferred embodiment according to claim 6, the pawl arrangement has a movably mounted locking part, in particular a pivotally mounted locking lever, and a coupling arrangement which is articulated on the intermediate lever on the one hand and interacts with the locking part on the other. In a locked position, the locking part allows the intermediate lever to lock against pivoting from its basic position in the direction of deflection. The locking part is also set up to release the intermediate lever in its deflection direction in a release position. Particularly preferably, the blocking part allows a manual or motor-driven drive force to be transmitted to the intermediate lever via the coupling arrangement, in particular via a coupling lever. The coupling arrangement and/or the coupling lever then preferably forms the first toggle lever mechanism together with the intermediate lever.

The coupling arrangement and/or the coupling lever can also have a further advantageous function, namely the realization of a support for the intermediate lever on a contact surface of a component fixed to the housing (claim 7). The component fixed to the housing can be the locking plate of the lock housing, in particular a section of the locking plate forming the contact surface, or a separate reinforcing plate of the lock housing. Such a support of the intermediate lever via the coupling arrangement or the coupling lever counteracts deformations, in particular of the locking part, in particular in the event of a crash, and thereby ensures a high level of operational reliability of the motor vehicle lock.

Claim 8 defines in which positions of which components of the pawl assembly said support is preferentially provided. Constant support is particularly preferably ensured here. The intermediate lever is preferably movably guided over at least a portion of its movement, in particular over its complete movement, between the basic position and the deflected position on the contact surface.

Claim 9 relates to a contour arrangement of the locking part, which has a press-on contour and/or a locking contour. The press-on contour allows a force, in particular a compressive force, to be exerted by the blocking part on the coupling arrangement and/or the coupling lever and further on the intermediate lever, which in particular also offers advantages in the event of the intermediate lever becoming jammed, for example if it is iced over (icebreaker function). . The locking contour serves to lock the intermediate lever in the basic position and prevents the coupling arrangement and/or the coupling lever can be moved in the locking position of the locking part in the direction of deflection.

Claim 10 relates to a guide piece of the coupling arrangement and/or the coupling lever, for example a projection, in particular a cam, which can be guided along the press-on contour and/or the locking contour in order to improve the transmission of force between the locking part and the coupling arrangement and/or the coupling lever and from there onwards to ensure the intermediate lever.

Claim 11 specifies that the respective force, due to which the torque is exerted on the intermediate lever in its deflection direction, when the blocking part is moved from the blocking position into the release position and/or from the release position into a final position, from the blocking part onto the coupling arrangement and/or the Coupling lever and from this or this can be further exercised on the intermediate lever. The final position is a position that goes beyond the release position from the blocked position. It is therefore conceivable that at the beginning of its movement, in particular a pivoting movement, the blocking part does not yet exert any force on the coupling arrangement and/or the coupling lever from the blocking position, but merely releases it first and only then applies said force to the coupling arrangement and/or the coupling lever. or the coupling lever and from this or this further exerts on the intermediate lever. Alternatively, however, an embodiment is also conceivable in which a force is exerted by the locking part on the coupling arrangement and/or the coupling lever and from the latter on to the intermediate lever right from the start from the locking position.

Claim 12 specifies particularly preferred arrangements of the pivot axes of the individual levers of the locking mechanism of the motor vehicle lock, ie the lock latch and the pawl arrangement. The pawl pivot axis is preferably arranged on the intermediate lever.

Claim 13 relates to options for prestressing, in particular spring prestressing, the lever of the locking mechanism.

According to the particularly preferred embodiment according to claim 14 is a drive assembly, in particular motorized drive assembly with a electric drive motor provided to drive the locking part. A locking part drive shaft preferably extends through a housing wall of the motor vehicle lock (claim 15). This has the advantage that when the housing wall forms a partition wall between a wet side and a dry side of the motor vehicle lock, the passage of the drive train through the housing wall can be sealed in a simple manner.

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

1 shows a motor vehicle with a motor vehicle lock arrangement which has a proposed motor vehicle lock installed here in a motor vehicle door,

Fig. 2 is an exploded view of the proposed motor vehicle lock together with a drive assembly and

3 shows a schematic representation of a proposed motor vehicle lock during an opening process illustrated in views a) to d).

1 shows a motor vehicle with an open motor vehicle door as a closure element. A motor vehicle lock arrangement is shown in FIG. 1 at the bottom, enlarged, in a perspective view and in a sectional view.

The motor vehicle lock arrangement has a proposed motor vehicle lock 1 with a lock latch 2 and a pawl arrangement 3, the lock latch 2 being in at least one closed position, in particular a main closed position and optionally a pre-closed position, in which it is in holding engagement with a closing part 4, and an open position , In which it releases the locking part 4, is pivotable.

In the exemplary embodiment illustrated here and in this respect preferred, the motor vehicle lock 1 is a locking element of the motor vehicle, here associated with the side door shown, whereas the closing part 4 is associated with the body of the motor vehicle. In principle, however, the opposite case is also conceivable.

As mentioned above, the proposed motor vehicle lock 1 in question can be assigned to any locking element of a motor vehicle. In addition to side doors, these also include tailgates, trunk lids, front hoods, in particular engine hoods, or the like. All relevant statements apply accordingly to all other types of closure elements.

The pawl arrangement 3 has a pivotally mounted pawl 5 which interacts with the lock latch 2 and which can be brought, in particular pivoted, into a closed position and a lifted position. A drive train is provided for moving the locking pawl 5, in particular motor-driven, additionally or alternatively also manually, from its closed position into its raised position, preferably also for moving it in the opposite direction.

Here, and preferably, the pawl arrangement 3 also has a pivotally mounted intermediate lever 6 which interacts with the pawl 5 and can be brought, in particular pivoted, into a basic position and a deflected position.

In addition, the pawl arrangement 3 has here and preferably a movably mounted locking part 7 interacting with the intermediate lever 6, in particular a pivoted locking lever which can be brought into a locked position and a release position, in particular pivoted. The latter interaction takes place indirectly, which will be explained below.

It is preferably the case here that of the three components "pawl 5", "intermediate lever 6" and "locking part 7", the intermediate lever 6 and/or the locking part 7 cannot be brought into contact with the lock latch 2 and/or only the pawl 5 can be brought into contact with the lock latch 2. Additionally or alternatively, it is preferably the case that the two components "intermediate lever 6" and "blocking part 7 "the blocking part 7 cannot be brought into contact with the pawl 5 and/or the lock latch 2 and/or only the intermediate lever 6 is or can be brought into contact with the pawl 5.

In a conventional manner, the pawl 5 in the engaged position (Fig. 3a)) blocks the latch bolt 2 in the respective closed position against pivoting in its opening direction 8, i.e. in the direction from its closed position to its open position, in particular in a hooked or supporting, and releases the lock latch 2 in its opening direction 8 in the lifted position (FIG. 3c)).

The blocking part 7, here the blocking lever, blocks in the blocking position (Fig. 3a) and d)) the intermediate lever 6 located in the basic position against pivoting in its deflection direction 9, i.e. in the direction from its basic position to its deflected position, and gives in the release position (Fig. 3b)) the intermediate lever 6 in its direction of deflection 9 freely. This takes place through the aforementioned indirect interaction between the locking lever 7 and the intermediate lever 6. Here, and preferably, it is provided that the locking part 7 interacts with the intermediate lever 6 via a coupling arrangement 15 articulated on the intermediate lever 6, in particular a coupling lever 16 articulated on the intermediate lever 6. The blocking part 7 in the blocking position blocks the intermediate lever 6, which is in the basic position, from pivoting in its deflection direction 9 by blocking the coupling arrangement 15 and/or the coupling lever 16 and, in the release position, releases the intermediate lever 6 in its deflection direction 9 by releasing the Coupling assembly 15 and / or the coupling lever 16 freely.

The terms "blocks" and "releases" are related solely to the interaction between the intermediate lever 6 and the blocking part 7, without considering other forces that may be acting, such as prestressing forces, holding forces, etc. that act on the blocking part 7, i.e. under the assumption that that the blocking part 7 is freely movable in relation to its blocking direction.

In the basic position of the intermediate lever 6, the pawl 5 is in its closed position, especially when the latch bolt 2 is in its closed position (Fig. 3a)) or is pivoted into its closed position, in particular by the Latch 2 is brought from its open position to its closed position (Fig. 3d)).

When pivoting from its basic position to its deflected position, the intermediate lever 6 brings the pawl 5 into its raised position (FIG. 3c)).

When pivoting from its deflected position to its basic position, the intermediate lever 6 brings the pawl 5 into a position from which the pawl 5, when the lock latch 2 is brought from its open position into its closed position, pivots into its engaged position (Fig. 3d)).

It is now essential that the drive train has two sequential toggle lever mechanisms Ki, K2, the actuation of which is accompanied by a movement of the pawl 5 between its closed position and its raised position.

Here and preferably, an actuation of the first toggle lever mechanism Ki in a first direction of actuation of the first toggle mechanism Ki causes the actuation of the second toggle lever mechanism K2 in a first direction of actuation of the second toggle lever mechanism K2, which in turn is accompanied by a movement of the pawl 5 from its closed position to its lifted position. More preferably, actuation of the first toggle lever mechanism Ki in an opposite, second direction of actuation of the first toggle lever mechanism Ki causes the actuation of the second toggle lever mechanism K2 in an opposite, second direction of actuation of the second toggle lever mechanism K2, which in turn involves moving the pawl 5 from its release position in the direction of its incursion. The terms “first” and “second” toggle mechanism refer to the direction of power transmission in the drive train when a regular manual or motorized drive force for moving the pawl 5 in the drive train is introduced on the drive side.

The second toggle lever mechanism K2 is formed here and preferably by the intermediate lever 6 together with the pawl 5.

Here and preferably, as FIG. 2 illustrates particularly well, it is advantageously the case that the first and the second toggle lever mechanism Ki, K2 have a common lever, here the intermediate lever 6. Here, and preferably, the intermediate lever 6 together with another lever 16, which will be described below, forms the first toggle lever mechanism Ki. In detail, it is here and preferably so that the intermediate lever 6 together with the coupling arrangement 15 and/or the coupling lever 16 forms the first toggle lever mechanism Ki.

As already explained above, the locking part 7 interacts with the intermediate lever 6 via the coupling arrangement 15 or the coupling lever 16. The locking part 7 therefore acts on the coupling arrangement 15 or the coupling lever 16, which in turn, due to the articulated coupling with the Intermediate lever 6 acts on the intermediate lever 6 and vice versa, that is, the intermediate lever 6 acts on the coupling arrangement 15 or the coupling lever 16 , which in turn acts on the locking part 7 . The coupling arrangement 15 or the coupling lever 16 thus allows the transmission of movements and forces between the locking part 7 and the intermediate lever 6.

3a) to d) show, here and preferably the intermediate lever 6 is supported or can be supported via the coupling arrangement 15 and/or the coupling lever 16 on a component 18a, 18b which forms a contact surface 17 and is fixed to the housing in the deflection direction 9 of the intermediate lever 6. The component that forms the contact surface 17 can be a locking plate 18a of the lock housing 19 of the motor vehicle lock 1 . In addition or as an alternative, the component, as here, can also be a reinforcement plate 18b that is separate from the locking plate 18a and is fixed to the housing, preferably being supported on the locking plate 18a and/or optionally attached thereto. Strike plate 18a and reinforcement plate 18b are characterized in that they are used for the rotatable fixing of one or more components of the locking mechanism and/or drive train in the lock housing 19, in particular for the rotatable fixing of the lock latch 2 and/or the intermediate lever 6 and/or the locking lever 7. This takes place in particular via corresponding bearing domes for the respective component provided on the locking plate 18a and/or the reinforcing plate 18b.

“Supporting” here means that a force, in particular compressive force or tensile force, is at least partially introduced by the intermediate lever 6 in its direction of deflection 9 into the coupling arrangement 15 and/or the coupling lever 16 is received by the component 18a, 18b forming the contact surface 17. Preferably, more than 50%, more preferably more than 70%, more preferably more than 90% of the force is absorbed by the component 18a, 18b. The blocking part 7 in particular absorbs part of the force, in particular the remaining part of the force. When the lock latch 2 is in the closed position, this force is introduced in particular from the lock latch 2 via the pawl 5 into the intermediate lever 6 . In normal operation of the motor vehicle lock 1, this force results at least significantly, in particular completely, from a prestressing of the lock latch 2 in its opening direction 8 and possibly existing door seal counter-pressures. In the event of a crash, this force can increase significantly as a result of forces caused by the crash and acting on the latch bolt 2, the pawl 5 and/or the intermediate lever 6. Especially in the latter case, the support can counteract deformations, in particular of the locking part 7 .

At this point it should be emphasized that in the exemplary embodiment shown, the coupling arrangement 15 or the coupling lever 16 is pressed, here to the right, against the contact surface 17 pointing towards the intermediate lever 6 . For this purpose, the coupling arrangement 15 or the coupling lever 16 extends from the intermediate lever 6 to the right, namely towards the contact surface 17 . According to an alternative exemplary embodiment, not shown here, it is also conceivable for the coupling arrangement 15 or the coupling lever 16 to extend from the intermediate lever 6 to the left, with the coupling arrangement 15 or the coupling lever 16 then extending on an intermediate lever arranged to the left of the intermediate lever 6 6 groundbreaking contact surface would support pulling, the intermediate lever 6 so in its direction of deflection 9 would initiate a tensile force in the coupling arrangement 15 or coupling lever 16.

In the case of a support as explained above, provision can be made for the intermediate lever 6 to be connected via the coupling arrangement 15 and/or the coupling lever 16 is supported on the component 18a, 18b forming the contact surface 17. Here and preferably it is even so that the intermediate lever 6 in any position of the locking part 7 and / or the pawl 5 and/or the intermediate lever 6 is supported via the coupling arrangement 15 or the coupling lever 16 .

Additionally or alternatively, as shown in Figures 3a) to d), the intermediate lever 6 is at least part of its movement, in particular its complete movement, between its basic position and its deflected position via the coupling arrangement 15 and/or the coupling lever 16 on the contact surface 17 movably guided and in particular thus, at least to a certain extent, supported on the component 18a, 18b forming the contact surface 17 during the movement.

The coupling arrangement 15 and/or the coupling lever 16 are in particular in frictional or rolling contact with the contact surface 17, so that when the intermediate lever 6 is moving, there is sliding friction or rolling friction between the coupling arrangement 15 or the coupling lever 16 and the contact surface 17. The support takes place in particular via the free end of the coupling arrangement 15 or the coupling lever 16 facing away from the intermediate lever 6, here and preferably via a rotatable or non-rotatable roller provided at this end.

In the exemplary embodiment shown here, which is preferred in this respect, it is also provided that the locking part 7, here the locking lever, has a contour arrangement 10 with a press-on contour 11 and that when the locking part 7 is moved, in particular by a motor, in particular pivoting, in its release direction 12, a force is exerted , in particular compressive force, can be exerted by the locking part 7 via its press-on contour 11 on the coupling arrangement 15 and/or the coupling lever 16 and from this or this further on to the intermediate lever 6, as a result of which a torque is exerted on the intermediate lever 6 about its intermediate lever pivot axis 6a results in the deflection direction 9. The release direction 12 here means the direction from the blocking position of the blocking part 7 to its release position.

An essential advantage of this arrangement is that two functions can be realized with one and the same blocking part 7 and/or with one and the same contour arrangement 10, namely on the one hand a blocking function and on the other hand a drive function and in particular a breakaway or icebreaker function. Function. Thus, on the one hand, the intermediate lever 6 can be locked against pivoting in its deflection direction 9 via the contour arrangement 10 . On the other hand, the intermediate lever 6 can also be forced in its deflection direction 9 with the same contour arrangement 10 if it is no longer blocked by the locking part 7, in particular if the intermediate lever 6 is jammed, for example due to icing.

In order to provide the blocking, i.e. the blocking function, the contour arrangement 10 additionally or alternatively, as in the present case, has a blocking contour 13, via which in the blocking position, through the coupling arrangement 15 and/or the coupling lever 16, which in the basic position Located intermediate lever 6 is locked against pivoting in the direction of deflection 9. This is shown schematically in FIG. 3a). A holding force is thus exerted by the locking part 7 on the intermediate lever 6 via the locking contour 13 . Here and preferably it is the case that the press-on contour 11 and the blocking contour 13 are spaced apart from one another and in particular face one another.

From this state shown in FIG. 3a), namely the closed state of the proposed motor vehicle lock 1, the motor vehicle lock 1 is opened. This is shown schematically in FIGS. 3b) to d).

When the motor vehicle lock 1 is closed, the lock latch 2 is in its closed position and the pawl 5 is in its engaged position, that is to say the lock latch 2 is locked in its opening direction 8 . Here, and preferably, the latch bolt 2 is not in contact with the intermediate lever 6. The intermediate lever 6 is in its basic position and the blocking part 7 is in its blocking position.

To open the motor vehicle lock 1, as shown in FIG. 3b), the blocking part 7 is moved from its blocking position into its release position, here it is pivoted clockwise relative to the blocking position. The intermediate lever 6 is here and preferably still in its basic position or is slightly deflected from the basic position in the direction of its deflected position. A deflection of the intermediate lever 6 takes place here and in the further course of the opening process, for example by a clockwise pivoting movement. In the state shown in Fig. 3b), the pawl is 5 slightly in relation to the collapsed position shown in FIG. 3a), pivoted counterclockwise here, but the pawl 5 is still collapsed and the lock latch 2 is correspondingly still blocked. The pawl 5 has thereby moved from a position in which it was not in abutment on the intermediate lever 6 into a position in which it is now in abutment on the intermediate lever 6 .

3c) shows that the intermediate lever 6 has moved further, here clockwise, up to its deflected position. This can be done by the forces exerted by the lock latch 2 via the pawl 5 on the intermediate lever 6 and/or by a rotary movement, here clockwise, of the locking part 7, which is motor-driven, for example. By moving the intermediate lever 6 into its deflected position, the pawl 5 is brought into its lifted position. It is then still in the stop on the intermediate lever 6, but is lifted by the deflection of the intermediate lever 6 and thus releases the latch bolt 2. The pawl 5 has therefore not moved relative to the intermediate lever 6 compared to the state in FIG. 3b). Here, the blocking part 7 has moved beyond the release position in FIG. 3b), in particular by a motor, namely into the final position. This represents here and preferably an end position of the blocking part 7. The lock latch 2 is pivoted about the geometric lock latch pivot axis 2a relative to the closed position, here clockwise, due to a prestress acting on it. The locking part 4 is then no longer in holding engagement with the lock latch 2.

A simple release of the pawl 5 from its retracted position and moving into its raised position is favored here by the fact that the lever arm of the intermediate lever 6 between its contact surface for engaging with the locking contour 13 and the intermediate lever pivot axis 6a is longer than the lever arm between the pawl pivot axis 5a and intermediate lever pivot axis 6a.

Finally, FIG. 3d) shows the end state, in which the blocking part 7 has been moved back into its blocking position and the intermediate lever 6 has been moved back into its basic position. The lock latch 2 is still in its open position. The pawl 5 is still lifted, but now no longer in the attack on Intermediate lever 6, but deflected relative to the intermediate lever 6, in particular further deflected than in their raised position and in particular further deflected than in their collapsed position. The pawl 5 has thereby pivoted relative to the intermediate lever 6 compared to the state in FIG. 3c), here clockwise, and in particular beyond the position shown in FIG. 3a) relative to the intermediate lever 6. The pawl 5 rests against the latch bolt 2 that is in the open position. If the lock latch 2 is now pivoted about its geometric lock latch pivot axis 2a, the pawl 5 falls, here counterclockwise, back into the respective closed position until the state in FIG. 3a) is reached again. The locking part 7 and the intermediate lever 6 do not move when the pawl 5 engages, which first enters the pre-locked position and then the main locked position.

Here and preferably a guide piece 14, preferably a projection, in particular a cam, of the coupling arrangement 15 and/or the coupling lever 16 is on the press-on contour 11 (when the locking part 7 is moved in its release direction 12) and/or on the locking contour 13 (when the locking part is moved Blocking part 7 can be guided along from its release position to its blocking position. Here and preferably this is a common guide piece 14 which can be guided along the press-on contour 11 and the blocking contour 13 .

When the guide piece 14 is guided along the press-on contour 11, a force is exerted by the locking part 7 on the coupling arrangement 15 and/or the coupling lever 16 and from this on to the intermediate lever 6, as a result of which the torque is applied to the intermediate lever 6 in its deflection direction 9 results. When the guide piece 14 abuts and is guided along the locking contour 13, the holding force is generated which locks the intermediate lever 6 against pivoting in its deflection direction 9.

Furthermore, it can be provided that the respective force, as a result of which the torque is produced on the intermediate lever 6 in its deflection direction 9, is already applied to the coupling arrangement 15 and/or during the motor-driven movement of the locking part 7 from the locking position into the release position from the locking part 7. or the coupling lever 16 and can be further exerted on the intermediate lever 6 by this or this. Here, however, it is the case that the power only comes into play when the Movement of the blocking part 7 from its release position into its final position can be exercised by the blocking part 7 on the coupling arrangement 15 and/or the coupling lever 16 and from this or this further onto the intermediate lever 6. It is also conceivable that the force can be exerted over the entire movement of the blocking part 7 .

In the exemplary embodiment shown, the contour arrangement 10 of the blocking part 7 has a closed connecting link, which forms the press-on contour 11 and the blocking contour 13 . Such a link causes a high degree of dimensional stability within the locking part 7, especially in the event of a crash.

3a) shows that when the motor vehicle lock 1 is installed, in particular in a motor vehicle door, it is provided that when the lock latch 2 is in the closed position, in particular the main locking position and/or pre-locking position, and the pawl 5 is in the engagement position, the pawl 5 is in supporting engagement with the latch 2 via a support surface 23 and the line of action 20 of the contact force between the latch 2 and the pawl 5 runs through the pawl pivot axis 5a.

According to another variant, which should also be mentioned for the sake of completeness, it is basically also conceivable that the line of action 20 of the contact force between the lock latch 2 and the pawl 5 runs past the pawl pivot axis 5a in such a way that, due to the force generated by the closing part 4 forces transmitted to the lock latch 2 always produce a torque on the pawl 5 in its lifting direction 24, ie in the direction away from its closed position. As a result, the pawl 5 is driven by the latch bolt 2 in the lifting direction 24 via this supporting engagement. The above, supporting engagement between the latch bolt 2 and the pawl 5 is also referred to as “engagement with a tendency to open” or “engagement with a forward-cutting interpretation” in this special design.

According to another variant, it is also conceivable that the line of action 20 of the contact force between the lock latch 2 and the pawl 5 runs past the pawl pivot axis 5a in such a way that due to the forces transmitted from the locking part 4 to the lock latch 2, there is always a torque on the pawl 5 against the lifting direction 24 results. As a result, the pawl 5 is driven by the lock latch 2 against the lifting direction 24 via this supporting engagement.

In the two last-mentioned variants, it can also be provided in principle that the line of action 20 of force runs inside or outside the friction cone of the two friction partners “lock latch 2” and “pawl 5”.

As illustrated in Fig. 2 in particular, here and preferably the geometric pivot axis 2a of the lock latch 2 and/or the geometric intermediate lever pivot axis 6a of the intermediate lever 6 and/or the geometric locking lever pivot axis 7a of the locking lever 7 is fixed to the housing. "Fixed to the housing" here means the rigid arrangement on the lock housing 19, for example striker plate 18a and, if necessary, reinforcement plate 18b. Here and preferably the geometric pawl pivot axis 5a of the pawl 5 is arranged on the intermediate lever 6 and follows its movements. In principle, according to an embodiment not shown here, the pawl pivot axis 5a can also be fixed to the housing.

In the illustrated and preferred exemplary embodiment, it is also the case that the latch bolt 2 moves in its opening direction 8 and/or the pawl 5 counter to its lifting direction 24 and/or the intermediate lever 6, in particular via the pawl 5, into its basic position and/or the Locking part 7 is biased in the locking direction, in particular spring-biased. Here and preferably one and the same spring 25 preloads the pawl 5 and/or the intermediate lever 6 and/or the locking part 7 . It is conceivable that the spring 25 pretensions the respective components, in particular the pawl 5 and the intermediate lever 6, via one and the same spring leg of the spring 25. It is also conceivable that the spring 25 pretensions the respective components, in particular the pawl 5 and/or the intermediate lever 6 on the one hand and the locking part 7 on the other hand, via different spring legs of the spring 25 .

In addition or as an alternative, provision can be made here for the coupling arrangement 15 and/or the coupling lever 16 to be prestressed, in particular spring-biased, against the contact surface 17 of the component 18a, 18b fixed to the housing. is. This is advantageous in order to ensure that the intermediate lever 6 can be movably guided over at least part of its movement, in particular over its complete movement, between its basic position and its deflected position via the coupling arrangement 15 and/or the coupling lever 16 on the contact surface 17. In addition or as an alternative, a further contact surface can be provided which is spaced apart from the contact surface 17, to the left in the illustration shown, so that the coupling arrangement 15 and/or the coupling lever 16 can be guided along both contact surfaces with the free end.

It has already been mentioned above that a drive arrangement 21 , in particular a motorized drive arrangement 21 with an electric drive motor 22 , can be provided in order to drive the blocking part 7 . As here, the drive arrangement 21 is preferably set up to drive the blocking part 7 in its release direction 12 and/or counter to its release direction 12 . In addition or as an alternative, however, manual actuation via a manually actuable actuation lever, in particular an actuation lever coupled to a door handle 26, for example an inside door handle or outside door handle, is also conceivable.

Fig. 2 also shows that here and preferably a locking part drive shaft 27, which transmits a rotational movement from the drive arrangement 21, in particular from the drive motor 22, to which the locking part 7 is arranged in a rotationally fixed manner and which runs coaxially to the geometric locking part pivot axis 7a, extends from the Locking part 7 extends starting along the geometric locking part pivot axis 7a through a housing wall 28 of the motor vehicle lock 1 to the drive arrangement 21. Here, and preferably, the housing wall 28 forms a partition wall between a wet side 29 and a dry side 30 of the motor vehicle lock 1, also referred to as a wet room/dry room separation. Such a passage of the drive train between wet side 29 and dry side 30 can be sealed particularly easily. Here, only one rotating shaft 27 leads through the housing wall 28, which can be sealed off in a simple manner by means of an annular sealing element in the housing wall 28. In this way, the electric drive motor 22 and any microswitches that may be present are optimally protected from moisture on the dry side 30 of the motor vehicle lock 1 . In a further embodiment, a reset or emergency unlocking or locking function can also be provided in that the locking part 7 is taken along and moved from its locked position to its release position and/or or can be adjusted from its release position to its locked position.

Claims

patent claims

1. Motor vehicle lock with a lock latch (2) and a pawl arrangement (3), the lock latch (2) being in at least one closed position, in particular a main closed position and optionally a pre-closed position, in which it is in holding engagement with a locking part (4), and can be pivoted into an open position in which it releases the locking part (4), the pawl arrangement (3) having a pivoted pawl (5) which interacts with the lock latch (2) and can be brought into a closed position and a lifted position, wherein the pawl (5) in the engaged position blocks the lock latch (2) in the respective closed position against pivoting in its opening direction (8), and in the lifted position releases the lock latch (2) in its opening direction (8), wherein the motor vehicle lock (1) has a drive train for, in particular motor-driven, moving the pawl (5) from its engaged position in i has its lift-out position, characterized in that the drive train has two sequential toggle lever mechanisms (Ki, K2), the actuation of which is accompanied by a movement of the pawl (5) between its closed position and its lift-out position.

2. Motor vehicle lock according to claim 1, characterized in that an actuation of the first toggle lever mechanism (K1) in a first actuating direction of the first toggle lever mechanism (K1) causes the actuation of the second toggle lever mechanism (K2) in a first actuating direction of the second toggle lever mechanism (K2), which in turn is accompanied by a movement of the pawl (5) from its engaged position to its raised position, preferably that actuation of the first toggle lever mechanism (K1) in an opposite direction, second direction of actuation of the first toggle lever mechanism (K1, actuation of the second toggle lever mechanism (K2) in an opposite direction , second direction of actuation of the second toggle lever mechanism (K2), which in turn is accompanied by a movement of the pawl (5) from its raised position towards its closed position. 3. Motor vehicle lock according to Claim 1 or 2, characterized in that the pawl arrangement (3) has a pivotally mounted intermediate lever (6) which interacts with the pawl (5) and can be brought into a basic position and a deflected position, such that in the basic position of the intermediate lever (6), the pawl (5) is in its closed position or can be pivoted into its closed position, and that the intermediate lever (6) brings the pawl (5) into its lifted position when it is pivoted from its basic position to its deflected position, preferably that the Intermediate lever (6) together with the pawl (5) forms the second toggle lever mechanism (K2).

4. Motor vehicle lock according to one of the preceding claims, characterized in that the first and the second toggle lever mechanism (Ki, K2) have a common lever (6).

5. Motor vehicle lock according to claim 3 or 4, characterized in that the intermediate lever (6) together with a further lever forms the first toggle lever mechanism (K1).

6. Motor vehicle lock according to one of the preceding claims, characterized in that the pawl arrangement (3) has a coupling arrangement (15) articulated with the intermediate lever (6) via a coupling arrangement (15) articulated on the intermediate lever (6), in particular a coupling lever (16) articulated on the intermediate lever (6). , interacting, movably mounted blocking part (7), in particular a pivoted blocking lever which can be brought into a blocking position and a release position, has that the blocking part (7) in the blocking position counteracts the intermediate lever (6) in the basic position pivoting in its deflection direction (9) blocks and that the locking part (7) in the release position releases the intermediate lever (6) in its deflection direction (9), preferably that the intermediate lever (6) together with the coupling arrangement

(15) and/or the coupling lever (16) forms the first toggle lever mechanism (K1).

7. Motor vehicle lock according to claim 6, characterized in that the intermediate lever (6) via the coupling arrangement (15) and / or the coupling lever

(16) on a component (18a) that forms a contact surface (17) and is fixed to the housing, 18b) is supported or can be supported in the deflection direction (9) of the intermediate lever (6), preferably that the component forming a contact surface (17) is a locking plate (18a) of a lock housing (19) of the motor vehicle lock (1) and/or a locking plate ( 18a) is a separate reinforcement plate (18b) fixed to the housing and preferably supporting itself on the locking plate (18a).

8. Motor vehicle lock according to claim 7, characterized in that the intermediate lever (6) at least when the locking part (7) is in its locking position and/or when the pawl (5) is in its engaged position and/or when the intermediate lever (6) is in its normal position is supported via the coupling arrangement (15) and/or the coupling lever (16) on the component (18a, 18b) forming a contact surface (17), and/or that the intermediate lever (6) over at least a portion of its movement, in particular over its full movement is movably guided between its basic position and its deflected position via the coupling arrangement (15) and/or the coupling lever (16) on the contact surface (17).

9. Motor vehicle lock according to one of Claims 6 to 8, characterized in that the locking part (7) has a contour arrangement (10) and that the contour arrangement (10) has a press-on contour (11) and that when the locking part (7 ) in its release direction (12), a force, in particular a compressive force, from the locking part (7) via its press-on contour (11) onto the coupling arrangement (15) and/or the coupling lever (16) and from this further onto the intermediate lever (6 ) can be exerted, as a result of which a torque is exerted on the intermediate lever (6) about its intermediate lever pivot axis (6a) in its deflection direction (9), and/or that the contour arrangement (10) has a locking contour (13) via which in the blocking position, the intermediate lever (6) located in the basic position is blocked by the coupling arrangement (15) and/or the coupling lever (16) against pivoting in its deflection direction (9).

10. Motor vehicle lock according to claim 9, characterized in that a guide piece (14) of the coupling arrangement (15) and/or the coupling lever (16) can be guided along the press-on contour (11) and/or on the blocking contour (13), preferably that a common guide piece (14) can be guided along the press-on contour (11) and on the blocking contour (13).

11. Motor vehicle lock according to claim 9 or 10, characterized in that the respective force, due to which the torque on the intermediate lever (6) in its direction of deflection (9) results, when the locking part (7) is moved, in particular motor-driven, from the locking position into the release position and/or from the release position into a final position from the blocking part (7) to the coupling arrangement (15) and/or the coupling lever (16) and from this or this further to the intermediate lever (6).

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

13. Motor vehicle lock according to one of the preceding claims, characterized in that the lock latch (2) in its opening direction (8) and / or the pawl (5) against its lifting direction (24) and / or the intermediate lever (6), in particular via the pawl (5) in its basic position and/or the locking part (7) in its locking direction and/or the coupling arrangement (15) and/or the coupling lever (16) against the contact surface (17) of the component (18a, 18b) fixed to the housing , In particular spring-biased.

14. Motor vehicle lock according to one of claims 6 to 13, characterized in that a drive arrangement (21), in particular a motorized drive arrangement (21) with an electric drive motor (22), is provided, which is set up to move the locking part (7) in its release direction (12) and/or against its release direction (12).

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