WO2023174832A1

WO2023174832A1 - Motor vehicle lock

Info

Publication number: WO2023174832A1
Application number: PCT/EP2023/056272
Authority: WO
Inventors: Arkadi BOGORATS
Original assignee: Brose Schliesssysteme Gmbh & Co. Kommanditgesellschaft
Priority date: 2022-03-16
Filing date: 2023-03-13
Publication date: 2023-09-21
Also published as: DE102022106182A1

Abstract

The invention relates to a motor vehicle lock for a motor vehicle flap (3) having a lock latch (4) and a pawl (5), wherein the motor vehicle lock (1) has a drivetrain (7) with an electric opening drive (8) for the motorized lifting-out of the pawl (5) via a pivotable lifting-out lever (9) which, for lifting out the pawl (5), can be brought into engagement therewith, wherein the motor vehicle lock (1) has a lock mechanism (13) which, in the mounted state, serves for manually lifting out the pawl (5) from inside via an inner actuating lever (14), wherein the lock mechanism (13) has a coupling arrangement (16) with a theft-prevention lever (17) which is pivotable about a theft-prevention lever axis (17a) and which, by means of a theft-prevention motor (18), is pivotable from a release position, in which the motor vehicle lock (1) has the "unlocked" lock state, into a theft-prevention position, in which the motor vehicle lock (1) has the "theft-protected" lock state. It is proposed that the lock mechanism (13) exclusively allows the setting of the "unlocked" and "theft-protected" lock states and that the lock mechanism (13) provides a double stroke function of the inner actuating lever (14) such that the pawl (5) can be manually lifted out of the "unlocked" lock state by a double stroke actuation of the inner actuating lever (14).

Description

Motor vehicle lock

The present invention relates to a motor vehicle lock for a motor vehicle lid according to claim 1 and a motor vehicle lock arrangement according to claim 15 and a motor vehicle lid arrangement according to claim 16.

The motor vehicle lock in question is used in all types of motor vehicle doors of a motor vehicle. This includes, in particular, side doors, rear doors, tailgates, trunk lids or hoods. In principle, these motor vehicle flaps can also be designed like sliding doors.

The well-known motor vehicle lock (DE 20 2008 012 484 U1), from which the invention is based, is designed as a so-called electric motor vehicle lock and has a locking mechanism with a lock latch and pawl. The pawl can be lifted out by motor with the help of a drive train that has an opening motor. In the known motor vehicle lock, the manual lifting of the pawl is provided as part of the implementation of mechanical redundancy. This means that the pawl is normally lifted by a motor and is only lifted manually in an emergency, for example in the event of a power failure. The well-known motor vehicle lock is also equipped with a lock mechanism that can be switched to different lock states. With the help of a drive motor, the lock mechanism is "unlocked" into the lock state, in which the pawl can be manually lifted out from the outside and from the inside, and "locked" into the lock state, in which the pawl can be manually lifted out from the inside but not from the outside, and can be brought into the "theft-proof" lock state, in which the pawl cannot be lifted manually from either the outside or the inside. When the lock is in the "locked" state, it is possible to lift the pawl manually using a double stroke actuation of an interior operating lever, so that the user can safely get out of the motor vehicle at any time in the event of a power failure.

The well-known motor vehicle lock has a high level of operational security. It is a challenge, the lock mechanics are less complex to reduce the production of the motor vehicle lock and the associated costs.

The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the lock mechanism is designed to be as simple as possible with the greatest possible ease of use.

The above problem is solved by the features of the characterizing part of claim 1.

The fundamental consideration is that in the case of an electric motor vehicle lock, in which the pawl is lifted out exclusively by motor in the normal state, an exclusively inwardly directed redundancy via an internal operating lever is sufficient to ensure that the user cannot lock himself in the motor vehicle. It is then sufficient if the lock mechanism can only be switched in such a way that the lock states "unlocked" and "theft-proof" can be set, since the motorized lifting of the pawl from the outside can be prevented by control technology when the user is in the motor vehicle. It is particularly convenient for the user if the pawl is lifted out manually in a known manner, which is achieved by the known double stroke function within the scope of the invention.

In detail, it is generally proposed that the lock mechanism only allows the setting of the lock states “unlocked” and “theft-proof”, and that the lock mechanism provides a double stroke function of the internal operating lever, so that the pawl is “unlocked” from the lock state by a double stroke actuation of the internal operating lever can be lifted manually.

According to the embodiment according to claim 2, the double stroke function can only be manually deactivated mechanically, which increases the security of the motor vehicle lock, since a possible control error has no effect on the mechanical deactivation. According to claim 3, the double stroke function is deactivated in a particularly simple manner by a first stroke actuation of the internal operating lever.

According to the embodiment according to claim 4, the double stroke function can only be activated by a motor, so that accidental mechanical activation of the double stroke function is advantageously excluded.

According to the further embodiment according to claim 5, the anti-theft lever is designed as a multifunctional part, which provides the activation of the double stroke function as a further function, whereby functional integration that saves space is realized.

Claim 6 is based on the fundamental consideration that the coupling between the release lever and the internal operating lever can be realized by means of a longitudinally displaceable and pivotable coupling element. The longitudinal displaceability of the coupling element results in a particularly high level of flexibility when implementing the lock mechanism.

Claim 7 relates to a preferred embodiment of the coupling between the coupling element and the release lever.

According to the embodiment according to claim 8, the anti-theft lever prevents the mechanical coupling between the internal operating lever and the release lever in its anti-theft position, whereby the manual lifting of the pawl is prevented in a particularly simple manner.

According to claim 10, the coupling element is advantageously held in its disengaged position during the first stroke actuation of the internal actuation lever.

Claims 11 to 13 relate to the coupling between the clutch element and the clutch lever, which enables advantageous adjustment of the clutch element via the clutch lever and the internal operating lever. According to claim 14, an adjustment of the anti-theft lever into its anti-theft position and into its release position leads to a transfer of the clutch lever into its disengaged position, whereby the double stroke function is advantageously deactivated in each case.

According to a further teaching according to claim 15, which has independent meaning, a motor vehicle lock arrangement with a proposed motor vehicle lock and with a locking element, in particular a striker, with which the lock latch of the motor vehicle lock can be brought into holding engagement is claimed. Reference may be made to all statements regarding the proposed motor vehicle lock.

According to a further teaching according to claim 16, which also has independent meaning, a motor vehicle flap arrangement with a motor vehicle flap and with a proposed motor vehicle lock arrangement assigned to the motor vehicle flap is claimed. Reference may be made to all statements regarding the proposed motor vehicle lock arrangement.

The invention is explained in more detail below using a drawing that only shows exemplary embodiments. Shown in the drawing

1 shows a proposed motor vehicle lock for closing the motor vehicle flap there in a perspective view,

Fig. 2 shows two perspective views of the motor vehicle lock from Fig.

1, in which only relevant lock components are shown,

3 shows a view from the front of the lock mechanism of the motor vehicle lock from FIG.

Fig. 4 is a view from the front of the lock mechanism of the motor vehicle lock from Fig. 1 in the lock state "unlocked" a) at the end of the first stroke actuation of the internal operating lever and b) during the return of the internal operating lever after the initial lifting operation,

5 is a view from the front of the lock mechanism of the motor vehicle lock from FIG.

Fig. 6 is a view from behind of the lock mechanism of the motor vehicle lock from Fig. 1. with an anti-theft lever a) in its release position, in which the motor vehicle has the lock state "unlocked", and b) during a motorized adjustment of the anti-theft lever and

Fig. 7 is a view of the lock mechanism of the motor vehicle lock from Fig. 1 in the lock state "theft-proof" a) from the rear with a view of the anti-theft lever and b) from the front with a view of the coupling element.

The proposed motor vehicle lock 1 is part of a motor vehicle lock arrangement 2, as shown in Fig. 1. The motor vehicle lock arrangement 2 is assigned to a motor vehicle flap 3, which is coupled to a motor vehicle body of a motor vehicle. The term “motor vehicle flap” 3 is to be understood broadly in this case. It includes in particular tailgates, trunk lids, rear doors, side doors or hoods. A motor vehicle flap 3 in this sense can in principle also be designed in the manner of a sliding door.

Here and preferably the motor vehicle flap 3 is a side door of a motor vehicle. All relevant statements apply to all other types of motor vehicle flaps 3 accordingly.

The motor vehicle lock 1 assigned to the motor vehicle lock arrangement 2 is arranged on the motor vehicle flap 3 in the assembled state shown. Alternatively, and not shown here, it is possible that Motor vehicle lock 1 is arranged on the motor vehicle body in the assembled state. Consequently, the assembled state does not refer to the assembled state of the motor vehicle lock 1, but rather the state of the motor vehicle lock 1 mounted on the motor vehicle.

The motor vehicle lock 1 has the lock components lock latch 4 and pawl 5 in a conventional manner. To hold the motor vehicle flap 3, the lock latch 4 can be brought into holding engagement with a closing element 6, here and preferably a striker. In the case shown in FIG. 1, the closing element 6 is arranged on the motor vehicle body. In the case, not shown here, of a motor vehicle lock 1 arranged on the motor vehicle body, the closing element 6 is arranged on the motor vehicle flap 3.

Here and preferably, the lock latch 4 can be brought into an open position, a pre-locking position and a main closing position, also called a pre-locking position and a main locking position.

The pawl 5 can be pivoted into the collapsed position shown in FIG. 2 above, in which it holds the lock latch 4 in the closed position, and, in FIG .

The motor vehicle lock 1 is further equipped with a drive train 7 with an electric opening drive 8 for motor-driven lifting of the pawl 5 via a pivotable lifting lever 9, which can be brought into engagement with the pawl 5 to lift it out.

For the control of the motor vehicle lock 1, in particular for the control of the opening drive 8, a lock control 10 is preferably provided, which is only indicated in FIG. 1. Furthermore, a door handle sensor 12 is assigned to an outside door handle 11, which is only indicated in FIG. The motor vehicle lock 1 shown has a lock mechanism 13 which, in the assembled state, is used to manually lift out the pawl 5 from the inside via an internal actuation lever 14 which can be pivoted about an internal actuation lever axis 14a. For this purpose, the interior operating lever 14 is mechanically coupled or can be coupled to an interior door handle 15.

The term "manual lifting" means in the present case that manual actuation forces introduced into the inside operating lever 14 by the operator via the inside door handle 15 are passed on to the pawl 5 in order to lift the pawl 5 manually. The inside door handle 15 enables the pawl 5 to be lifted out manually via the mechanical connection to the inside operating lever 14.

It is also possible for the inside door handle 15 to have a door handle sensor 12, which causes the pawl 5 to be lifted out by motor when activated.

The lock mechanism 13 has a coupling arrangement 16 with an anti-theft lever 17 which can be pivoted about an anti-theft lever axis 17a and which moves from a release position in which the lock mechanism 13 has the lock state "unlocked" to an anti-theft position in which the lock mechanism 13 has the lock state "anti-theft". , can be brought. When the lock is in the "unlocked" state, the pawl can be lifted manually from the outside and the inside. When the lock is in the "theft-proof" state, the pawl cannot be lifted manually from either the outside or the inside.

For motorized switching into the two aforementioned lock states, the lock mechanism 13 has an anti-theft motor 18. In Fig. 6a) the anti-theft lever 17 is shown in its release position and in Fig. 7a) in its anti-theft position.

The clutch arrangement 16 serves to transmit manual actuation forces in that it passes or does not pass on the manual actuation forces initiated via the internal actuation lever 14 to the pawl 5. The pawl 5 cannot be lifted out manually from the inside in the lock state "unlocked" and in the lock state "theft-proof". It is now essential that the lock mechanism 13 only allows the setting of the lock states “unlocked” and “theft-proof”, and that the lock mechanism 13 provides a double stroke function of the internal operating lever 14, so that the pawl 5 is “unlocked” from the lock state by a double stroke actuation of the Internal operating lever 14 can be lifted manually.

Here and preferably the pawl 5 can be lifted manually exclusively via the internal operating lever 14. An external operating lever is currently not provided.

It has been recognized that in purely electric motor vehicle locksmiths 1, which only have an inwardly directed mechanical redundancy in the form of an internal operating lever 14, the lock states "unlocked" and "theft-proof" are sufficient, since a state corresponding to the lock state "locked" is simple Way via the lock control 10 can be provided by a motorized lifting of the pawl 5 from the outside is prevented by control technology.

The double stroke function of the interior operating lever 14 gives the user a familiar feeling when opening the motor vehicle lid 3 from the inside. The user of purely mechanical motor vehicle locksmiths 1 is used to such a double stroke function in order to open the motor vehicle door from the inside in the "locked" state. At the same time, unintentional lifting of the pawl 5 is prevented by an unintentional, one-time lifting actuation of the internal operating lever 14.

Here and preferably the double stroke function can only be deactivated mechanically. It is therefore not possible to deactivate the double stroke function of the internal operating lever 14 using a motor. The double stroke function can therefore only be deactivated manually by the user, meaning that deactivation can only be done consciously.

The mechanical deactivation is designed in the preferred embodiment shown in the figures in such a way that a first stroke actuation of the internal actuation lever 14 deactivates the double stroke function, as will be explained in more detail. In the present case, the term “first lifting actuation” is to be understood as meaning the first lifting actuation after the lock mechanism 13 has been adjusted to the “theft-proof” lock state or to the “unlocked” lock state. The manual lifting of the lock latch 4 is therefore only possible from the inside in the lock state "unlocked" via the double stroke actuation of the inside operating lever 14. In this way, the manual lifting of the pawl 5 is always carried out identically as part of the double stroke actuation of the internal operating lever 14.

The lock mechanism 13 is preferably designed in such a way that the double stroke function of the internal operating lever 14 can only be activated by a motor. It is therefore not possible to activate the double stroke function mechanically. If the double stroke function is deactivated, it cannot be reactivated mechanically, but only by motor. It is then ensured that the double stroke function can only be activated again if the motor drive is functioning. At the same time, a single stroke actuation of the internal actuation lever 14 with the double stroke function deactivated in the lock state "unlocked" leads to the pawl 5 being lifted out.

In the preferred embodiment shown in the figures, it is provided that pivoting the anti-theft lever 17 from its release position into its anti-theft position activates the double stroke function of the internal operating lever 14 and/or that adjusting the anti-theft lever 17 from its anti-theft position to its release position activates the double stroke function of the internal operating lever 14 activated. The anti-theft lever 17 is therefore designed as a multifunctional part, which serves to set the lock states "unlocked" and "theft-proof" as well as to activate the double stroke function of the internal operating lever 14. Through this functional integration, a compact structure of the motor vehicle lock 1 can be realized.

The clutch arrangement 16 enables the passage of manual operating forces, which are initiated via the internal operating lever 14, via the lifting lever 9 to the pawl 5 in order to lift it out. To pass through the manual actuation forces, it is preferably provided that the coupling arrangement 16 has a or coupleable about a release lever axis 19a pivotable release lever 19 has that a pivoting of the release lever 19 causes a pivoting of the lifting lever 9, that the lock mechanism 13 has a longitudinally displaceable and at the same time pivotable coupling element 20, which is from a disengaged position in which the internal actuation lever 14 mechanically from the release lever 19 is decoupled, can be adjusted into an engaged position in which the internal operating lever 14 is mechanically coupled to the release lever 19. In Fig. 3a) the release lever 19 is shown in its disengaged position and in Fig. 4b) and Fig. 5 in its engaged position.

Furthermore, it is preferably provided here that the coupling element 20 has a first coupling pin 21, which is guided in a longitudinally displaceable manner in a slot 22 of the release lever 19. As can be seen from the figures, the release lever 19 is mechanically coupled to the coupling element 20 via the first coupling pin 21 guided in the link 22 both in its engaged position and in its disengaged position. If the coupling element 20 is in its disengaged position, as shown in FIG. 3a), the internal actuation lever 14 is guided past the first coupling pin 21 during a lifting actuation and performs an idle stroke. If the coupling element 20 is in its engaged position (Fig. 4b)), then the internal operating lever 14 comes into engagement with the coupling pin during a lifting actuation in such a way that the release lever 19 is coupled to the internal operating lever 14 via the first coupling pin 21 and together with the Internal operating lever 14 is pivoted, as shown in Fig. 5a). In this way, the operating force introduced manually into the internal operating lever 14 is passed on to the pawl 5, whereby it is lifted out manually.

The anti-theft device can be designed in a particularly simple manner if the anti-theft lever 17 blocks the first coupling pin 21 of the coupling element 20 in the link 22 of the release lever 19 in its anti-theft position in such a way that the coupling element 20 is held in its disengaged position. As shown in Fig. 7a), the anti-theft lever 17 has a stop element 23 which can be brought into engagement with the first coupling pin 21, thereby preventing a longitudinal displacement of the first coupling pin 21 along the link 22, so that Coupling element 20 is not moved from its disengaged position (Fig. 7) to its engaged position (Fig. 4b).

A first-time lifting actuation of the internal operating lever 14 causes a deactivation of the double stroke function, as has already been explained above. To deactivate the double stroke function, it is first provided that the clutch arrangement 16 has a clutch lever 24 which can be pivoted about a clutch lever axis 24a and which can be manually lifted from a disengaged position in which the pawl 5 is “unlocked” in the locked state by the double stroke actuation of the internal actuation lever 14 into a engaged position, in which the pawl 5 can be manually lifted out in the locked state "unlocked" by a simple lifting operation of the internal operating lever, is pivotable, and that the clutch lever 24 is coupled or can be coupled to the internal operating lever 14, so that pivoting of the clutch lever 24 from its disengaged position Position in its engaged position can be effected by the first lifting actuation of the internal operating lever 14 regardless of the lock state. By pivoting the clutch lever 24 into its engaged position, the double stroke function is deactivated, as will be explained further below.

As can be seen from the synopsis of FIGS. 3 and 4, it is here and preferably provided that the lock mechanism 13 has a fixing element, in particular a detent spring 25, for fixing the clutch lever 24 in its disengaged position and in its engaged position. The term “fixing” in the present case means that the clutch lever 24 is secured against unintentional adjustment from its disengaged or engaged position, but at the same time an intentional adjustment is possible. In Fig. 3 the fixation of the clutch lever 24 is shown in its engaged position and in Fig. 4 in its disengaged position.

In the preferred embodiment shown in the figures, it is provided that the release lever axis 19a, the internal operating lever axis 14a and the anti-theft lever axis 17a are arranged coaxially to one another in the assembled state, which results in a particularly space-saving structure of the motor vehicle lock 1. As Fig. 4a) shows, it is preferably provided that when the clutch lever 24 is transferred into its engaged position by a first-time lifting actuation of the inner actuating lever 14, it blocks the clutch element 20 in such a way that the clutch element 20 is held in its disengaged position. For this purpose, the internal operating lever 14 has a blocking arm 26, which can be brought into engagement with the first coupling pin 21 in such a way that an adjustment of the coupling element 20 from its disengaged position is prevented as part of the initial lifting actuation, as shown by the transition from FIG. 3b). Fig. 4a) is shown.

Furthermore, it is preferably provided here that the coupling element 20 has a second coupling pin 27, which is guided in a longitudinally displaceable manner in a link guide 28, which extends from a first link end position to a second link end position, of the clutch lever 24. In the present case, the coupling element 20 is mounted exclusively via the coupling lever 24 and the release lever 19 and has no direct connection to a motor vehicle lock housing 1, not shown.

To adjust the coupling element 20, it is first preferably provided that the second coupling pin 27 of the coupling element 20 is prestressed into the first link end position of the link guide 28 of the clutch lever 24, in particular via a spring element 29, so that the second coupling pin 27 is in the disengaged position Clutch lever 24 is always held in the first link end position and that pivoting the clutch lever 24 by the internal actuation lever 14 into its engaged position causes an adjustment of the clutch lever 24 relative to the coupling element 20, whereby the second coupling pin 27 along the link guide 28 into the second link end position is moved longitudinally.

To adjust the coupling element 20, it is preferably further provided that the resetting of the internal operating lever 14 following the initial lifting actuation in the lock state "unlocked" causes the coupling element 20 to be released, so that the second coupling pin 27 is pushed through the spring element 29 along the link 22 in the first link end position is moved longitudinally and the coupling element 20 is moved into its position in this way disengaged position is adjusted. As the transition from Fig. 4a) to Fig. 4b) makes clear, the blocking arm 26 is guided past the first coupling pin 21 when the internal operating lever 14 is reset immediately after the first lifting actuation, so that the blocking arm 26 and the first coupling pin 21 come out of engagement . Due to the preload of the spring element 29, the second coupling pin 27 is moved into the second link end position, whereby the coupling element 20 is moved into its uncoupled position.

Starting from Fig. 3a), in which the lock mechanism 13 was immediately transferred from the "theft-proof" lock state to the "unlocked" lock state, the lock mechanism 13 is shown in Fig. 3b) during the initial lifting actuation of the internal actuation lever 14. Since the coupling element 20 is in the disengaged position, the blocking arm 26 of the internal operating lever 14 is guided past the first coupling pin 21 and the mechanical actuation is not transmitted via the release lever 19 to the lifting lever 9 and the pawl 5 in order to lift the pawl 5. As Fig. 3b) also shows, the internal operating lever 14 comes into engagement with the clutch lever 24, which is in its disengaged position, during the first lifting actuation. As shown in Fig. 4a), the clutch lever 24 is rotated clockwise by the first stroke actuation of the inner actuation lever 14 and is thus transferred to its engaged position. The blocking arm 26 of the internal operating lever 14 holds the coupling element 20 in its disengaged position, whereby when the coupling lever 24 is pivoted, the second coupling pin 27 is guided in the link guide 28 from the first link end position into the second link end position, whereby the spring element 29 is further tensioned.

During the subsequent return of the internal operating lever 14 shown in FIG. 4b), the blocking arm 26 comes out of engagement with the first coupling pin 21, whereby the coupling element 20 is released. The spring element 29 moves the second coupling pin 27 in the link guide 28 from the second link position 22 back into the first link position 22, whereby the coupling element 20 is moved into its engaged position. The adjustment takes place in a longitudinal displacement, which is superimposed by a pivoting movement of the coupling element 20. In Fig. 5a) the lock mechanism 13 is shown during the subsequent, second lifting actuation of the internal operating lever 14. The internal operating lever 14 is coupled to the release lever 19 via the first coupling pin 21, so that the release lever 19 is pivoted together with the internal operating lever 14, clockwise in FIG. 5a). The manual actuation force introduced into the interior actuation lever 14 is thus transferred to the pawl 5, whereby it is lifted out and the motor vehicle flap 3 can be opened. After the subsequent return of the internal operating lever 14 indicated in FIG. 5b), the clutch lever 24 is still in its engaged position and the coupling element 20 is in its engaged position. A subsequent third lifting operation then causes the pawl 5 to be lifted out again.

To activate the double stroke function, it is preferably provided that adjusting the anti-theft lever 17 from its anti-theft position to its release position and pivoting the anti-theft lever 17 from its release position to its anti-theft position each cause the clutch lever 24 to be transferred to its disengaged position. As shown in Fig. 6b), the anti-theft lever 17 has a switching element 30, which comes into engagement with a switching projection 31 of the clutch lever 24 both when adjusting the anti-theft lever 17 into its release position and when adjusting it into its anti-theft position in such a way that the clutch lever 24 is adjusted into its disengaged position. In this way, the coupling element 20 is also transferred into its disengaged position via the second coupling pin 27, which is held in the first link end position. By adjusting the clutch lever 24 into its disengaged position, the double stroke function is activated, so that in the lock state "unlocked" the pawl 5 can be lifted out manually exclusively by means of a double stroke actuation of the internal actuation lever 14, as described above. Pivoting the anti-theft lever 17 into its release position leads to the position of the lock mechanism 13 shown in FIG. 3a). Adjusting the anti-theft lever 17 into its anti-theft position, however, leads to the position of the lock mechanism 13 shown in FIG. If the anti-theft lever 17 is in its anti-theft position shown in FIG. 7, a first-time lifting actuation of the inner operating lever 14 also leads to deactivation of the double stroke function. During the initial lifting operation, the internal operating lever 14 comes into engagement with the clutch lever 24 in such a way that the clutch lever 24 is pivoted clockwise into its engaged position. During the subsequent return of the internal operating lever 14, the coupling element 20 is still held in its disengaged position via the first coupling pin 21 by the stop element 23 of the anti-theft lever 17. In this way, the double stroke function is deactivated, but the manual lifting of the pawl 5 is still blocked by the anti-theft lever 17. The pawl 5 can only be lifted manually when the anti-theft lever 17 is pivoted into its release position. However, as described above, the double stroke function is activated again, so that a double stroke operation is necessary to manually lift out the pawl 5.

The adjustment of the clutch lever 24, the activation of the double stroke function, and the transfer of the lock mechanism 13 to the lock states “unlocked” and “anti-theft” are carried out here and preferably via just one motor, in the figures by the anti-theft motor 18.

Also claimed according to a further teaching, which has independent significance, is a motor vehicle lock arrangement 2 with a proposed motor vehicle lock 1 and with a locking element 6, in particular a striker, with which the lock latch 4 of the motor vehicle lock 1 can be brought into holding engagement. Reference may be made to all statements regarding the proposed motor vehicle lock 1.

What is also claimed, according to a further teaching that has independent significance, is a motor vehicle flap arrangement 32 with a motor vehicle flap 3 and with a proposed motor vehicle lock arrangement 2 assigned to the motor vehicle flap 3. Reference may be made in this respect to all statements regarding the proposed motor vehicle lock arrangement 2.

Claims

Patent claims

1 . Motor vehicle lock for a motor vehicle lid (3) with a lock latch (4) and a pawl (5), the lock latch (4) moving from an open position into at least one closed position, in particular into a main closed position and into a pre-closed position, for holding the motor vehicle door Engagement with a locking element (6), in particular a striker, can be brought, the pawl (5) in a retracted position in which it holds the lock latch (4) in the closed position, and in a raised position in which it holds the lock latch (4) releases, can be brought, the motor vehicle lock (1) having a drive train (7) with an electric opening drive (8) for motorized lifting of the pawl (5) via a pivotable lifting lever (9), which is used to lift out the pawl (5). can be brought into engagement with this, wherein the motor vehicle lock (1) has a lock mechanism (13) which, in the assembled state, is used to manually lift out the pawl (5) from the inside via an internal operating lever (14), the lock mechanism (13) a coupling arrangement (16) with an anti-theft lever (17) which can be pivoted about an anti-theft lever axis (17a) and which can be moved by means of an anti-theft motor (18) from a release position in which the motor vehicle lock (1) has the lock state “unlocked” into an anti-theft position, in the motor vehicle lock (1) has the lock state "theft-proof", is pivotable, characterized in that the lock mechanism (13) only allows the lock states "unlocked" and "theft-proof" to be set and that the lock mechanism (13) has a double stroke function of the internal operating lever ( 14) so that the pawl (5) can be manually lifted out of the lock state “unlocked” by double-stroke actuation of the internal operating lever (14).

2. Motor vehicle lock according to claim 1, characterized in that the double stroke function can only be deactivated mechanically. 3. Motor vehicle lock according to claim 1 or 2, characterized in that a first lifting actuation of the internal operating lever (14) deactivates the double stroke function.

4. Motor vehicle lock according to one of the preceding claims, characterized in that the double stroke function can only be activated by a motor.

5. Motor vehicle lock according to one of the preceding claims, characterized in that pivoting the anti-theft lever (17) from its release position into its anti-theft position activates the double stroke function of the interior operating lever (14), and / or that adjusting the anti-theft lever (17) from its anti-theft position The double stroke function of the internal operating lever (14) is activated in its release position.

6. Motor vehicle lock according to one of the preceding claims, characterized in that the lock mechanism (13) has a release lever (19) which is coupled or can be coupled to the lifting lever (9) and can be pivoted about a release lever axis (19a), such that pivoting of the release lever

(19) Pivoting the lifting lever (9) causes the coupling arrangement (16) to be a longitudinally displaceable and pivotable coupling element

(20), which can be adjusted from a disengaged position in which the internal operating lever (14) is mechanically decoupled from the release lever (19) to an engaged position in which the internal operating lever (14) is mechanically coupled to the release lever (19). is.

7. Motor vehicle lock according to claim 6, characterized in that the coupling element (20) has a first coupling pin (21) which is guided in a longitudinally displaceable manner in a link (22) of the release lever (19).

8. Motor vehicle lock according to claim 7, characterized in that the anti-theft lever (17) in its anti-theft position blocks the first coupling pin (21) of the coupling element (20) in the link (22) of the release lever (19) in such a way that the coupling element (20) is held in its disengaged position. 9. Motor vehicle lock according to one of the preceding claims, characterized in that the coupling arrangement (16) has a coupling lever (24) which can be pivoted about a coupling lever axis (24a) and which is “unlocked” from a disengaged position in which the pawl (5) is in the locked state. can be manually lifted out by the double stroke actuation of the internal operating lever (14), can be swiveled into a engaged position in which the pawl (5) can be manually lifted out in the locked state "unlocked" by a simple lifting actuation of the internal operating lever (14), and that the clutch lever ( 24) is coupled or can be coupled to the internal operating lever (14), so that the clutch lever (24) can be pivoted from its disengaged position into its engaged position by a first-time lifting actuation of the internal operating lever (14) regardless of the lock status.

10. Motor vehicle lock according to claim 9, characterized in that when the clutch lever (24) is transferred into its engaged position by a first-time lifting actuation of the internal operating lever (14), this blocks the clutch element (20) in such a way that the clutch element (20) is in its disengaged position Position is held.

1 1. Motor vehicle lock according to claim 9 or 10, characterized in that the coupling element (20) has a second coupling pin (27) which is in a link guide (28), which extends from a first link end position to a second link end position, of the coupling lever ( 24) is guided in a longitudinally displaceable manner.

12. Motor vehicle lock according to claim 11, characterized in that the second coupling pin (27) of the coupling element (20) is biased into the first link end position of the link guide (28) of the coupling lever (24), in particular by a spring element (29), that the second coupling pin (27) with the clutch lever (24) in the disengaged position is always held in the first link end position, so that pivoting the clutch lever (24) by the internal operating lever (14) into the engaged position results in an adjustment of the clutch lever (24) relative to the coupling element (20), whereby the second coupling pin (27) is longitudinally displaced along the link guide (28) into the second link end position. 13. Motor vehicle lock according to claim 12, characterized in that the resetting of the internal operating lever (14) following the initial lifting operation in the lock state “unlocked” causes the coupling element (20) to be released, so that the second coupling pin (27) is released by the spring element ( 29) is moved longitudinally along the link (22) into the first link end position and the coupling element (20) is adjusted in this way into the uncoupled position.

14. Motor vehicle lock according to one of claims 9 to 13, characterized in that pivoting the anti-theft lever (17) from its anti-theft position into its release position and adjusting the anti-theft lever (17) from its release position to its anti-theft position each involve a transfer of the clutch lever (24). into its disengaged position.

15. Motor vehicle lock arrangement with a motor vehicle lock (1) according to one of claims 1 to 14 and with a locking element (6), in particular a striker, with which the lock latch (4) of the motor vehicle lock (1) can be brought into holding engagement.

16. Motor vehicle flap arrangement with a motor vehicle flap (3) and with a motor vehicle lock arrangement (2) assigned to the motor vehicle flap (3) according to claim 15.