EP2193247B1 - Motor vehicle lock - Google Patents

Description

The invention relates to a motor vehicle lock according to the preamble of claim 1.

The motor vehicle lock in question finds application in all types of closure elements of a motor vehicle. These include in particular side doors, rear doors, tailgates, trunk lids or hoods. These closure elements can basically be designed in the manner of sliding doors.

The known motor vehicle lock ( DE 102 58 645 B4 ), from which the invention proceeds, shows a motor vehicle lock with the closing elements lock latch and pawl. The latch is in the usual way in an open position, in a main closed position and in a prelocking brought. The pawl has the task to hold the latch in the two closed positions. To release the latch, the pawl can be lifted manually.

In the known motor vehicle lock manual lifting of the pawl is provided in the context of the realization of a mechanical redundancy. This means that the pawl is normally lifted by a motor, and only in case of emergency, for example, in case of power failure, is manually raised.

The known motor vehicle lock is also equipped with a lock mechanism that can be switched to different functional states. These are the functional states "unlocked", "locked", "theft-proof" and "child-proof". In the functional state "unlocked", the associated motor vehicle door can be opened by actuating the inside door handle and the outside door handle. In the functional state "locked" can not be opened from the outside, but from the inside. In the functional state "theft-proof" can be opened neither from the outside nor from the inside. In the functional state "child-proof" can be opened from the outside, but not from the inside.

It is now usually the case that the outside door handle is coupled to an external operating lever and the inside door handle is coupled to an internal operating lever, wherein the two operating levers are coupled to the pawl or decoupled from the pawl, depending on the functional state. For this purpose, the lock mechanism is equipped with a coupling arrangement in which a coupling pin cooperates with different control slots. Such a realization of the above coupling function is mechanically complex, since the adjustability of the coupling pin is always connected to the use of appropriate bearing and guide elements.

For the realization of the functional state "theft-proof" has also been proposed to divert a door handle assigned to the Bowden cable in different positions ( DE 10 2004 017 014 A1 ). This solution is subject to considerable design limitations.

It should also be pointed out that in Kraflfahrzeugschlössern find coupling arrangements in different Breichen which are equipped with a more or less bendable element ( EP 0 153 234 A1 . US 2002/0063430 A1 ).

Finally, it should be pointed out that a bendable blocking wire has been proposed for setting the lock latch of a lock ( US 5,549,337 A ).

The invention is based on the problem, the known motor vehicle lock in such a way and further develop that the structural design is simplified.

The above problem is solved in a motor vehicle lock with the features of the preamble of claim 1 by the features of the characterizing part of claim 1. It is essential to consider that the decisive for the realization of the different functional states of the lock mechanism functional element is designed in the manner of a resilient-bendable wire or strip. Such a functional element is referred to below as a bending functional element designated. The term "wire" refers to the shape, not the material of the element.

The adjustment of the bending functional element in the different functional positions is here simply a corresponding bending of the bending functional element back. On a storage or Fühnmgselement can be dispensed with.

The bending functional element provides a switchable coupling between two adjusting elements of the motor vehicle lock. The coupling function is simply realized in that the bending-functional element is adjusted by appropriate bending so in the range of motion of the pivoting adjustment elements to be coupled, that can follow an adjustment of the movement of the other adjustment. Due to its spring elasticity, it is also possible for the bending functional element to follow this movement. This realization of a coupling with bending functional element is carried out with minimal design effort.

A particularly simple realization of the adjustment of the bending functional element is the subject of claim 11. Here, in a variant, a control drive is provided with a control shaft on which the associated bending functional element is supported. This is structurally easy to implement. A particular advantage is further that the control shaft may have a plurality of juxtaposed control sections, which are assigned to different bending functional elements.

In the preferred embodiment according to claim 14, it is provided that the lock mechanism can be brought parallel to the functional state "child-proof". The setting of the functional state "child-proof" takes place in parallel to the setting of the other functional states, since, for example, a locking and unlocking can take place regardless of the inserted parental control, ie parallel to inserting the parental control. This is realized by the fact that the functional position "unlocked" automatically goes into the functional position "unlocked-child-proof" when the childproof lock is inserted. An unlocking process thus causes an adjustment when the child safety device is inserted of the bending functional element no longer in the functional position "unlocked", but in the functional position "unlocked-child-proof".

Fig. 1

ein vorschlagsgemäßes Kraftfahrzeugschloß mit den für die Erläuterung der Erfindung wesentlichen Komponenten in einer perspektivischen Darstellung,

Fig. 2

das Kraftfahrzeugschloß gemäß Fig. 1 in der Ansicht A,

Fig. 3

das Kraftfabrzeugschloß gemäß Fig. 2 in einer Schnittansicht entlang der Schnittlinie B-B,

Fig. 4

ein weiteres vorschlagsgemäßes Kraftfahrzeugschloß in einer Ansicht gemäß Fig. 1,

Fig. 5

das Kraftfahrzeugschloß gemäß Fig. 4 in einer Ansicht gemäß Fig. 3,

Fig. 6

einen vorschlagsgemäßen Steuerantrieb in einer perspektivischen Ansicht,

Fig. 7

den Steuerantrieb gemäß Fig. 6 in der Ansicht A in drei Steuerstellungen,

Fig. 8

einen weiteren vorschlagsgemäßen Steuerantrieb in einer Ansicht gemäß Fig. 6 und

Fig. 9

den Steuerantrieb gemäß Fig. 8 in Ansicht A in vier Steuerstellungen,

Fig. 10

ein weiteres vorschlagsgemäßes Kraftfahrzeugschloß mit den für die Erläuterung der Erfindung wesentlichen Komponenten in einer perspektivischen Darstellung im Funktionszustand "Entriegelt",

Fig. 11

das Kraftfahrzeugschloß gemäß Fig. 10 im Funktionszustand "Verriegelt",

Fig. 12

das Kraftfahrzeugschloß gemäß Fig. 10 im Funktionszustand "Diebstahlgesichert",

Fig. 13

das Kraftfahrzeugschloß gemäß Fig. 10 in einer Draufsicht ohne Außenbetätigungshebel im Funktionszustand "Verriegelt" bei der Betätigung des Innenbetätigungshebels,

Fig. 14

ein weiteres vorschlagsgemäßes Kraftfahrzeugschloß mit ausgewählten den Steuerantrieb betreffenden Komponenten in einer perspektivischen Darstellung im Funktionszustand "Entriegelt",

Fig. 15

das Kraftfahrzeugschloß gemäß Fig. 14 in einer geschnittenen Ansicht entlang der Schnittlinie XIII-XIII im Funktionszustand a) "Entriegelt", b) "Verriegelt" ("Verriegelt und Kindergesichert" in gestrichelter Darstellung) und c) "Entriegelt und Kindergesichert",

Fig. 16

ein weiteres vorschlagsgemäßes Kraftfahrzeugschloß in einer Ansicht gemäß Fig. 1,

Fig. 17

das Kraftfahrzeugschloß gemäß Fig. 16 in der Ansicht A,

Fig. 18

ein weiteres vorschlagsgemäßes Kraftfahrzeugschloß in einer Ansicht gemäß Fig. 13 ohne Deckel des Elektrokomponententrägers,

Fig. 19

das Kraftfahrzeugschloß gemäß Fig. 18 mit montiertem Deckel des Elektrokomponententrägers und

Fig. 20

das Kraftfahrzeugschloß gemäß Fig. 18 ohne Deckel des Elektrokomponententrägers in einer ausschnittsweisen, perspektivischen Ansicht.

Further details, features, objects and advantages of the present invention will be explained in more detail below with reference to preferred embodiments. In the drawing shows

Fig. 1

a proposed motor vehicle lock with the essential components for the explanation of the invention in a perspective view,

Fig. 2

the motor vehicle lock according to Fig. 1 in view A,

Fig. 3

the power-tool lock according to Fig. 2 in a sectional view along the section line BB,

Fig. 4

another proposed motor vehicle lock in a view according to Fig. 1 .

Fig. 5

the motor vehicle lock according to Fig. 4 in a view according to Fig. 3 .

Fig. 6

a proposed control drive in a perspective view,

Fig. 7

the control drive according to Fig. 6 in view A in three control positions,

Fig. 8

another proposed control drive in a view according to Fig. 6 and

Fig. 9

the control drive according to Fig. 8 in view A in four control positions,

Fig. 10

another proposed motor vehicle lock with the essential components for the explanation of the invention in a perspective view in the functional state "unlocked",

Fig. 11

the motor vehicle lock according to Fig. 10 in the functional state "locked",

Fig. 12

the motor vehicle lock according to Fig. 10 in the functional state "theft-proof",

Fig. 13

the motor vehicle lock according to Fig. 10 in a plan view without external operating lever in the functional state "locked" when operating the inside operating lever,

Fig. 14

another proposed motor vehicle lock with selected components relating to the control drive in a perspective view in the functional state "unlocked",

Fig. 15

the motor vehicle lock according to Fig. 14 in a sectional view along the section line XIII-XIII in the functional state a) "Unlocked", b) "Locked"("Locked and child-proof" in dashed lines) and c) "Unlocked and child-proof",

Fig. 16

another proposed motor vehicle lock in a view according to Fig. 1 .

Fig. 17

the motor vehicle lock according to Fig. 16 in view A,

Fig. 18

another proposed motor vehicle lock in a view according to Fig. 13 without cover of the electrical component carrier,

Fig. 19

the motor vehicle lock according to Fig. 18 with mounted cover of the electrical component carrier and

Fig. 20

the motor vehicle lock according to Fig. 18 without cover of the electrical component carrier in a fragmentary, perspective view.

It may be noted in advance that only the components of the proposed motor vehicle lock or the proposed control drive are shown in the drawing, which are necessary for the explanation of the teaching are. Accordingly, a latch which cooperates in a conventional manner with the pawl, in the Fig. 1 to 9 and 13 . 14 not shown.

The Fig. 1 to 3 and 4, 5 show two embodiments of a proposed motor vehicle lock, which has the closing elements lock latch and pawl 1. Furthermore, a lock mechanism 2 is provided, which can be brought into different functional states from the group of the functional states "unlocked", "locked", "theft-proof" or "child-proof". In general, the lock mechanism 2 ensures that the pawl 1 in dependence on the functional state by an operation of the outside door handle and / or the door inner handle or just not liftable. In an electric lock, the lock mechanism 2 can also only serve to couple an emergency operation with the pawl 1. The term "lock mechanism" is thus to be understood in a broad sense.

To adjust the lock mechanism 2 in the above functional states, this has at least one functional element 3 which can be adjusted into corresponding functional positions. By an adjustment of the functional element 3 or the functional elements, the lock mechanism 2 can thus bring into the desired functional states.

In principle, several functional elements 3 can be provided for the realization of the functional states of the lock mechanism 2. In the following, however, only a single functional element 3 is provided in the above sense, which is not to be understood as limiting.

It is now essential that the functional element 3 shown in the illustrated embodiments is configured in the manner of a resiliently flexible wire and so as a bending-functional element 3 is elastically flexible in the different functional positions. In Fig. 2 two functional positions still to be explained are shown. A synopsis of Fig. 1 and 2 shows that the adjustment of the bending-functional element 3 is due to a resilient bending of the same. The effect and the triggering of this adjustment will be explained in detail below.

In the event that a plurality of functional elements 3 are provided, at least one of the functional elements 3 is configured as a bending functional element 3. Other functional elements 3 may be designed in the usual way with displaceable Krupplungszapfen or the like.

It can be the representation in Fig. 2 It can be seen that the bending-functional element 3 is substantially bendable about a geometric bending axis, which is aligned perpendicular to the longitudinal extent of at least part of the bending-functional element 3.

With regard to the choice of material for the bending functional element 3, various preferred alternatives are conceivable. In a particularly preferred embodiment, the bending functional element 3 consists of a metal material, preferably spring steel. But it may also be advantageous to design the bending functional element 3 in a plastic material.

Also for the shaping of the bending functional element 3, various advantageous alternatives are conceivable. Preferably, the bending functional element 3 has a circular cross section. In particular, in terms of manufacturing technology, however, it may also be advantageous that the bending functional element 3 is designed strip-shaped or strip-shaped, since such elements can be fastened in a simple manner.

In the illustrated and in so far preferred embodiments, the bending functional element 3 is partially configured straight. Depending on the application, it may also be advantageous that the bending functional element 3 is adapted to the structural conditions and deviates significantly from a straight configuration.

In the illustrated and insofar preferred embodiments, the bending functional element 3 is formed as a one-piece wire, which has the same spring-elastic properties over its entire length. But it may also be advantageous that the bending-functional element 3 is only partially elastically bendable and otherwise designed rather rigid. This can be, for example by reaching over the length of the wire changing wire cross section.

A simple realization of the bending-functional element 3 can be achieved in that the bending-functional element 3 is designed in the manner of a bending beam. The term "bending beam" is to be understood here broadly. What is meant is that the bending functional element 3 is fixed at a position from which the adjustable part of the bending functional element 3 extends. After this broad understanding, the bending functional element 3 shown in the drawing is designed in the manner of a bending beam.

Here, the bending functional element 3 itself provides a switchable coupling between pivotable adjusting elements 1, 4, 5 of the motor vehicle lock. This will be explained in detail below with reference to the concrete functional positions of the lock mechanism 2.

It is first of all quite general that the bending-functional element 3 is in a first functional position in engagement with the adjusting elements 1, 4, 5 and can be brought and the adjusting elements 1, 4, 5 couples and in a second functional position out of engagement of at least one adjustment 1, 4, 5 and the adjusting elements 1, 4, 5 is decoupled. Here and preferably, it is such that the still to be explained adjusting elements 4, 5 with the adjusting element 1 - pawl 1 - are coupled. Here are largely any combinations conceivable.

In a preferred embodiment, it is provided that the lock mechanism 2 can be brought by an adjustment of the bending functional element 3 in different functional positions in the corresponding functional states "unlocked" and "locked". In a particularly preferred embodiment can be achieved by a corresponding adjustment of the bending functional element 3 and the functional state "theft-proof" and possibly the functional state "child-proof". Basically, a plurality of bending functional elements 3 can be provided for this purpose.

It can be seen from the drawing that the force transferable via the bending functional element 3 acts perpendicular to the extension of the bending functional element 3. As a result, the engagement between the adjusting elements 1, 4, 5 and the bending functional element 3 can be realized in a simple manner, as will be shown below.

In principle, the bending-functional element 3 in a functional position can also act blocking on an adjusting element of the lock mechanism 2. Then it is preferably such that the blocking force acts perpendicular to the extension of the bending functional element 3.

The adjusting elements 1, 4, 5 mentioned above are, on the one hand, the pawl 1 and, on the other hand, the external operating lever 4 and the inner operating lever 5 of the lock mechanism 2 Fig. 1 to 3 show a preferred variant without internal operating lever 5, which may be advantageous in certain applications.

Here and preferably it is such that the lock mechanism 2 by an adjustment of the at least one bending functional element 3 in different functional positions in the corresponding functional states "unlocked" and "locked", preferably in the functional state "theft-proof" and in particular in the functional state "child "(not shown) can be brought.

In a particularly preferred embodiment, it is provided for this purpose that the bending-functional element 3 is aligned substantially radially with respect to the pivot axis of the pawl 1. This means that the bending functional element 3 extends correspondingly radially. In the illustrated and in so far preferred embodiments, the bending functional element 3 further extends substantially along the pawl 1. Basically, this radial orientation can also be related to one of the pivot axes of the external actuating lever 4 or the possibly present inside operating lever 5. Here, however, this makes no difference, since the pawl 1, the outer actuating lever 4 and the inner actuating lever 5 are pivotable on the same pivot axis. With such an arrangement can be a good Achieve compactness. In the pivot axis in this sense, it may be the physical pivot axis or only about the geometric pivot axis.

Preferably, the bending-functional element 3 is at one end in particular fixed to the lock housing. In the illustrated embodiments, this serves the pawl 1 associated, fixed to the housing bearing pin. However, it is also conceivable that the bending-functional element 3 is fixed to the pawl 1 itself.

For realizing the above-mentioned coupling between the external operating lever 4 and the pawl 1, it is preferably provided that the pawl 1 or a lever coupled to the pawl 1 has a pawl-Mitnehmerkontur 6, more preferably the external actuating lever 4 or one with the external operating lever coupled lever has a Außenbetätigungs driver contour 7. The arrangement is shown in the illustrated. Embodiments made such that when in the functional position "unlocked" befindlichem bending-functional element of the external operating lever 4 via the external actuating driver contour 7, the bending functional element 3 and the pawl-driver contour 6 is coupled to the pawl 1. This functional position is best in the Fig. 1 and 4 to recognize.

Further, it is preferably provided that in the functional state "locked" the bending-functional element 3 is disengaged from the pawl driver contour 6 and the external actuating driver contour 7, so that the external actuating lever 4 is decoupled from the pawl 1. The functional position "unlocked" is in Fig. 2 shown in dashed line.

To realize the functional position "unlocked", it would also be sufficient if the bending functional element 3 were disengaged from one of the two above driver contours 6, 7.

It can be the representation in Fig. 1 can be seen that pivoting of the outer actuating lever 4 seen from above left leads to the fact that the outer actuating driver contour 7 in engagement with the bending functional element. 3 comes and a force on the bending-functional element 3 perpendicular to the Erstrekkungsrichtung of the functional element 3 at the point of engagement exerts. This results in that the bending-functional element 3 acts on the pawl driving contour 6, so that the pawl 1 adjusted, dug here, is.

For the design of the Mitnehmerkonturen 6, 7, a number of advantageous possibilities are conceivable. Here and preferably, the pawl driver contour 6 consists of two bearing blocks 6a, 6b, between which the external actuating driver contour 7 in the functional position "locked" passes. This has the advantage that the bending functional element 3 is optimally supported at the point of engagement at which the actuating force is transmitted yes.

Another preferred variant provides that the pawl-Mitnehmerkontur 6 only has a slot into which the external actuating driver contour 7 in the functional position "locked" runs. In the "unlocked" functional position, the slot is blocked by the bending functional element 3.

It may be pointed out that the two driver contours 6, 7 are readily interchangeable. This means that the described bearing blocks 6a, 6b or the slot described can also be arranged on the external actuating lever 4.

In the further preferred embodiment according to the 4 and 5 In addition to the external operating lever 4, an internal operating lever 5 is additionally provided. Accordingly, it is additionally preferably provided that the inner operating lever 5 or a lever coupled to the inner operating lever 5 has an inner operating driver contour 8. Here, in the functional position "unlocked" befindlichem bending functional element 3 of the inner operating lever 5 via the inner operating driver contour 8, the bending function element 3 and the pawl-driver contour 6 with the pawl 1 is coupled. The pawl 1 can thus be lifted via the internal operating lever 5. Furthermore, it is accordingly provided that in the functional state "locked" the bending-functional element 3 is disengaged from the pawl-Mitnehmerkontur 6 and the inner actuating cam follower 8 and the Inner operating lever 5 is decoupled from the pawl 1. Again, it may be provided that the bending-functional element 3 is only disengaged from one of the two driver contours 6, 8.

Since in the functional position "locked" an operation of the inner actuating lever 5 must still lead to a lifting of the pawl 1, is here and preferably provided that an actuation of the inner actuating lever 5, the transfer of the lock mechanism 2 from the functional state "locked" in the functional state "unlocked" causes. How this unlocking process takes place in detail will be explained below.

It is essential here, first, that with regard to the operation of the inner actuating lever 5, an initial freewheel is provided and that the unlocking occurs when passing through this freewheel. The freewheel is preferably realized so that the inner actuating driver contour 8 is spaced in the non-actuated state by a freewheeling distance 9 of the bending functional element 3.

In the preferred embodiment with freewheel causes in the functional position "locked" pivoting of the inner actuating lever 5, the first unlocking (in some way, the in Fig. 1 to 5 not shown), whereby the bending-functional element 3 from the deflected position in the in Fig. 4 filled position shown. Upon further pivoting of the inner actuating lever 5 then the lifting of the pawl takes place. 1

In principle, however, can also be provided that in the functional position "locked" a two-time oscillation of the inner actuating lever 5 is required. This is commonly referred to as a "double-stroke taxi function". This variant is also easy to implement. During the first pivoting of the inner actuating lever 5, the bending functional element 3 could namely on the in the Fig. 4, 5 detectable shoulder 8a of the inner operation driver contour 8 fall. However, the bending-functional element 3 would only be held there until the inner actuating lever 5 pivots back, in order then to be pivoted a second time, this time for lifting the pawl 1.

There are various possibilities for the determination of the bending functional element 3 conceivable. For example, the bending-functional element 3 may be fastened to the lock housing or to the adjustment elements 1, 4, 5 involved. It is also conceivable that the bending-functional element 3 is molded onto the lock housing or to one of the involved adjusting elements 1, 4, 5, provided that the bending function element 3 is made of a plastic material by injection molding. However, it may also be that the bending functional element 3 is part of an already existing pawl, Außenbetätigungshebel- or inner operating lever spring (see, for example, Fig. To 3). This will be explained later.

For controlled adjustment, so for the controlled elastic bending of the bending functional element 3, a control drive 10 is provided. In principle, the control drive 10 can also be assigned a plurality of bending functional elements 3 to be adjusted or other conventionally constructed functional elements 3. By the control drive 10, the associated bending-functional element 3 is adjustable according to some functional positions. Some functional positions are achieved by resilient return of the bending functional element 3. Two preferred embodiments of a proposed control drive 10 show Fig. 6, 7 and Fig. 8 . 9 in a highly schematic way.

In both illustrated and insofar preferred embodiments, the control drive 10 has a control shaft 11, on which the associated bending functional element 3 is supported, so that by bending the control shaft 11, the bending functional element 3 is deflected. In a particularly preferred embodiment, the bending functional element 3 extends substantially perpendicular to the control shaft axis 12th

The control drive 10 is preferably a motor control drive 10. The control shaft 1.1 is then coupled to a drive motor 13 as shown. In this case, the control shaft 11 may be arranged directly on the motor shaft 14 of the drive motor 13. It is also conceivable that the control shaft 11 via a pinion od. Like. With the motor shaft 14 is in drive engineering engagement.

The control drive 10 can also be configured manually adjustable. For example, the control drive 10 then communicates with corresponding manual actuation elements such as a lock cylinder or an inner safety knob.

The control shaft 11 can be - motor or manually - bring in the control positions "unlocked" and "locked". In this case, it transfers the bending functional element 3 into the functional position "locked" or lets it return to the functional position "unlocked".

Here and preferably, the control shaft 11 is configured in the manner of a camshaft, wherein the associated bending functional element 3 is supported on the camshaft and is correspondingly deflectable by an adjustment of the camshaft. This is in Fig. 7 shown.

It shows Fig. 7a ) the functional position "unlocked", what the representations in Fig. 1 . 4 equivalent. Fig. 7b shows a first adjustment of the control shaft 11, in Fig. 7 left around, without the bending-functional element 3 is adjusted. As a result, the drive motor 13 is only slightly loaded when starting, resulting in a cost-effective design of the drive motor. Upon further adjustment of the control shaft 11, the cam 11 a arranged on the control shaft 11 deflects the bending functional element 3 Fig. 7 upwards from ( Fig. 7c )). This corresponds to the functional position "locked". This functional position of the bending functional element 3 is in Fig. 2 shown in dashed line. It results from a synopsis of 6 and 7 in that the adjustment of the bending functional element 3 by means of a control shaft 11 can be realized in a structurally particularly simple manner.

A preferred alternative to the embodiment of the control shaft 11 in the manner of a camshaft is that the control shaft 11 is configured in the manner of a crankshaft. Then it is accordingly so that the associated bending-functional element 3 on the crankshaft, in particular on the eccentric portions of the crankshaft, is supported. Special manufacturing advantages can be realized that the control shaft 11 in the manner of a curved Wirhts is configured. A particularly compact arrangement results from the fact that the control shaft 11 is the motor shaft 14 of the drive motor 13 at the same time.

It has already been mentioned above that in the functional state "locked" the operation of the inner actuating lever 5 leads to an unlocking process. In the in the Fig. 6, 7 and 8th . 9 illustrated and so far preferred embodiments, the control shaft 11 is equipped for this purpose with an override contour 11b. This override contour 11b is associated with a further override contour 5b arranged on the inner operating lever 5 or on a lever coupled to the inner actuating lever, which in the 4 and 5 is shown.

In the functional state "Locked" ( Fig. 7c ), upon actuation of the inner operating lever 5, the inner operating lever side override contour 5b engages with the control shaft side override contour 11b and transfers the control shaft 11 to the control position "unlocked" (FIG. Fig. 7a )). As a result, the bending functional element 3 is correspondingly transferred into the functional position "unlocked" and, as a result, the lock mechanism 2 is brought into the "unlocked" functional state. For the design of this unlocking other variants are conceivable.

The positioning of the control shaft 11 is preferably carried out in block mode. In the in the Fig. 6, 7 illustrated embodiment runs during the adjustment of the control shaft 11 of the control position "unlocked" in the control position "locks" the override contour 11b against a blocking element 15. The provision of the control shaft 11 in the control position "unlocked" can also be done in block mode. However, a control technology solution is also conceivable for this purpose. Another blocking element is here and preferably not provided.

That in the Fig. 8 . 9 illustrated embodiment corresponds to the in the Fig. 6, 7 illustrated embodiment, which has been extended to the realization of the functional state "theft-proof". Accordingly, the control shaft 11 in the control position "theft-proof" can be brought, the first with regard to the adjustment of the bending-functional element 3 of the "locked" position equivalent. However, the control shaft 11 is positioned in the control position "anti-theft" so that the control shaft side override contour 11b is outside the range of motion 16 of the inside operation side override contour 5b.

Fig. 9 shows the different control positions of this preferred embodiment. Fig. 9a ) shows the unlocked state in which, as already explained, the bending-functional element 3 is not deflected Fig. 9b ), however, shows the control position "locked", in which the bending functional element 3 is deflected and the control shaft side override contour 11b is in the range of motion 16 of the inside operation side override contour 5b Fig. 9c shows an intermediate state between the control position "unlocked" and the control position "anti-theft". Fig. 9d ) shows the tax position "theft-proof". A synopsis of Fig. 9b) and 9d ) shows that the deflection of the bending-functional element 3 in the control positions "locked" and "theft-proof" here and preferably the same.

Essential in the Fig. 9d ) shown "anti-theft" is the fact that the control shaft side override contour 11b is outside the range of motion 16 of the inside operation side override contour 5b. This ensures that in the functional state "theft-proofed" a lifting of the pawl 1 by the internal operating lever 5 is not possible.

Also at the in Fig. 8 . 9 illustrated embodiment, a control of the control shaft 11 is at least partially in the block mode. In any case, this meant the control positions "locked" and "theft-proof" ( Fig. 9b ), 9d)). For this purpose, the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17. Here and preferably, the blocking element 17 is designed to be adjustable and locked in this blocking position (FIG. Fig. 9b )) and "theft-proofed" ( Fig. 9d )) can be brought. For the adjustment of the blocking element 17, a further drive motor 18 is provided. In principle, however, a manual adjustment of the blocking element 17 is also possible here. The blocking element 17 can be arranged directly on the motor shaft 19 of the drive motor 18. In principle, however, it is also conceivable that the blocking element 17 with the drive motor 18 via a pinion od. Like. To couple drive technology.

By adjusting the blocking element 17, different blocking positions of the control shaft 11 can be realized. When in blocking position "locked" befindlichem blocking element 17, the control shaft 11 in the control position "locked" ( Fig. 9b )). When in blocking position "anti-theft" befindlichem blocking element 17, the control shaft 11 in the control position "anti-theft" ( Fig. 9d )). Finally, the blocking element 17 assumes the function of an anti-theft lever, while the drive motor 18 assumes the function of an anti-theft motor.

The control shaft 11 is in the in Fig. 8 . 9 illustrated and thus far preferred embodiment further equipped with an ejector contour 11d, which in a manual adjustment of the control shaft 11 of the control position "anti-theft" ( Fig. 9d )) in the control position "unlocked" Fig. 9a )) comes into engagement with the blocking element 17 and the blocking element 17 is transferred to the blocking position "locked". This is advantageous, for example, in the event that the drive motor 18 (anti-theft motor) fails and a manual unlocking, for example via a lock cylinder, must be performed.

It may also be pointed out that the bending functional element 3 described above is coupled in a preferred embodiment in such a way with one of the involved adjusting elements 1, 4, 5, preferably with the pawl 1, the external operating lever 4 or the inner operating lever 5 that the bending Functional element 3 provides a bias of the respective adjustment element 1, 4, 5. This dual use of the bending functional element 3 has been addressed above in connection with a pawl spring, an external operating lever spring or an internal operating lever spring.

The realization of the functional state "child-proof" is also conceivable with the proposed motor vehicle lock, as will be shown below. A preferred variant provides that another bending functional element 3 is provided, which is also adjusted by the control drive 10.

The Fig. 10 to 13 show a further embodiment of a proposed motor vehicle lock, which is basically constructed similar to that in the 4 and 5 or in the Fig. 6 to 9 illustrated motor vehicle lock. In this illustration, the above-mentioned, the pawl 1 associated lock latch 1a is shown. Furthermore, a lock mechanism 2 is also provided here, wherein the lock mechanism 2 an external operating lever 4 (in Fig. 13 not shown) and an internal operating lever 5 has. It is also essential here that a functional element 3 is provided in the above sense, which is designed as a resilient bendable wire or strip and as a bending-functional element is elastically flexible in different functional positions.

In the in the Fig. 10 to 13 Shown embodiment, a control drive 10 is provided with a control shaft 11 to which the associated bending functional element 3 is supported. Next, the control shaft 11 is also equipped with an Overter contour 11b in the above sense. Finally, it is also provided here that the control shaft 11 is not only in the control positions "unlocked" and "locked", but also in the control position "theft-proof" can be brought, in which the override contour 11b is effectively disabled. The tax position "theft-proof" ( Fig. 12 ) is achieved here in block mode. In view of these only a few choices, the full scope of possible variations and advantages may be inferred from the explanations given in the 4 and 5 and 6 to 9 illustrated exemplary embodiments are referenced.

Fig. 10 shows the functional state "unlocked" in which the bending-functional element 3 is preferably not deflected. It can be seen from the illustration that the external operating lever 4 are coupled via the external actuating driver contour 7 and the internal operating lever 5 via the internal actuating driver contour 8 and in each case further via the bending functional element 3 and the pawl driver contour 6 with the pawl 1.

The Fig. 11 and 13 show the functional status "locked". Here, the bending-functional element 3 is deflected so that the bending-functional element 3 is disengaged from the external actuating driver contour 7 and the inner actuating driver contour 8. An actuation of the inner actuating lever 5 leads to an adjustment of the bending functional element 3 in the functional position "unlocked", as will be explained in connection with the override contour 11b.

Fig. 12 shows the functional state "anti-theft", which differs from the functional state "Locked" as explained in that the control shaft side override contour 11b is rotated outside the range of movement of the inside operating lever side override contour 5b.

A special feature shows up in the Fig. 10 to 13 Here, it is provided that the outer actuating driver contour 7 and the inner actuating driver contour 8 are each configured web-like and based on the pivot axis of the external operating lever 4 and des. of the outer actuation Inner actuating lever 5 along a circular section. This is in Fig. 13 for the internal operation driver contour 8 to recognize particularly well. Here and preferably, it is further provided that the external actuating driver contour 7 and the inner actuating driver contour 8 run directly next to one another. Overall, this leads to a particularly compact arrangement. It should be noted that such a configuration can also be provided for only one of the two driver contours 7, 8.

In all illustrated and insofar preferred embodiments, it is provided that the pawl driver contour 6, the outer actuating driver contour 7 and the inner actuating driver contour 8 extend substantially parallel to the pivot axis of the pawl 1 and the external actuating lever 4 and the inner actuating lever 5 , This, too, can in principle only be provided for one of the mentioned driver contours 6, 7, 8. In particular, the extent heights of the Mitnehmerkonturen 6, 7, 8 may be different, as will be shown.

Another peculiarity arises in the in the Fig. 10 to 13 illustrated embodiment with regard to the realization of the override contour 11b, which cooperates in the above sense with an inside operating lever side override contour 5b. Here and preferably, it is provided that the control shaft side override contour 11 b is configured so that in the functional state "locked" upon actuation of the inner actuating lever 5, the inner operating lever side override contour 5 b runs substantially parallel to the control shaft axis 12 and the control shaft 11 in the Control position "unlocked" transferred. In this case, the control shaft-side override contour 11b is preferably configured as a run-on slope extending along the control shaft axis 12, in particular as a section of a screw contour aligned with the control shaft axis 12. The state in which the inside operation lever side override contour 5b just comes into engagement with the control shaft side override contour 11b during operation of the inside operation lever 5 is shown in FIG Fig. 13 ,

Another special feature in the in the Fig. 10 to 13 This cam 11a is in fact designed so that set for the control positions "unlock", "locked" and "theft-secured" due to the bias of the bending functional element 3 each stable states. The arrangement is such that with an adjustment of the control shaft 11 between these control positions in each case an increased deflection of the bending functional element 3 must be "overcome". This is realized by providing the cam 11a with corresponding edges 21, 22. As a result, the bias of the bending functional element 3, together with the configuration of the cam 11a, causes the control shaft 11 to be held in the respective control position.

The motor adjustment of the control shaft 11 shows in the in the Fig. 10 to 13 illustrated embodiment is a special feature. Basically, it is also here so that the control shaft 11 has a blocking contour 11c, which can be brought into engagement with a blocking element 17. Again, the control shaft 11 and the blocking element 17 are preferably adjustable by motor. For that are preferably two drive motors, not shown, whose drive shafts are further preferably aligned with the control shaft axis 12 and parallel to the control shaft axis 12.

The blocking element 17 initially blocks the control shaft 11 in the "locked" control position and is in engagement with the blocking contour 11c for this purpose. To adjust the control shaft 11 in the control position "theft-proof" the blocking element 17 is a piece in a mouth-like shape of the blocking contour 11 c moves. Then, the control shaft 11 can be adjusted in the direction of the control position "anti-theft" until the blocking element 17 preferably canted in the mouth-like shape of the blocking contour 11c and blocks the further adjustment of the control shaft 11.

The above embodiment of the blocking contour 11c of the control shaft 11 with a mouth-like formation thus saves an additional stop or the like, which is here replaced by the tilting of the blocking element 17.

The above mouth-like shape has another advantage. In fact, it also provides a related to the in Fig. 8 . 9 illustrated embodiment ejector contour 11d ready, the case of a manual adjustment of the control shaft 11 of the control position "anti-theft" ( Fig. 12 ) in the control position "unlocked" ( Fig. 10 ) transferred the blocking element 17 in the blocking position "locked".

Incidentally, it is so here that in the control position "anti-theft" the override contour 11b is rotated out of the range of motion of the inside operation side override contour 5b. This corresponds essentially to the principle of operation in the Fig. 4 to 9 illustrated embodiments.

The design of the cam 11a of the control shaft 11 is finally advantageous insofar as it is assigned to the side of a shoulder 23, which connects that the bending-functional element 3 laterally jumps from the cam 11a.

It has already been pointed out that the proposed motor vehicle lock can easily be equipped with a child safety function. To show the Fig. 14 and 15 selected components of a control drive 10, in particular the control shaft 11 of a motor vehicle lock, the rest of the in the Fig. 10 to 13 shown embodiment corresponds.

Also in the Fig. 14 and 15 illustrated control shaft 11 operates in principle as in the Fig. 10 to 13 Accordingly, it is equipped with a cam 11a shown only schematically for engagement with the bending-functional element 3. Although an override contour 11b and a blocking contour 11c in the above sense are provided in principle, they are not shown here.

In the in the Fig. 14 and 15 illustrated embodiment, it is provided that the lock mechanism 2 in the above sense in parallel in the functional state "child-proof" can be brought and that thereby the functional position "unlocked" automatically passes into the functional position "unlocked-child-proof". This means that an adjustment of the control shaft 11 in the control position "unlocked" causes an adjustment of the bending-functional element 3 not in the functional position "unlock", but in the functional position "unlocked-child-proof".

In the functional position "unlocked-child-proof", the internal operating lever 5 is decoupled from the pawl 1 and the external actuating lever 4 is coupled to the pawl 1. In the lock mechanism 2 so measures are taken to ensure that in the functional state "child-proof" an unlocking automatically causes a transfer of the bending-functional element 3 in the functional position "unlocked-child-proof". Preferably, the functional position "unlocked-child-proof" is between the functional position "unlocked" and the functional position "locked".

The functional position "unlocked-child-proof" of the bending-functional element 3 is shown schematically in FIG Fig. 15c ). It can be seen that the external actuating driver contour 7 and the inner actuating driver contour 8 are designed so that in this functional position, the bending functional element 3 is out of engagement with the internal actuating driver contour 8 and the internal operating lever 5 is disengaged from the pawl 1 and that the External operating lever 4 via the external actuating driver contour 7, the bending functional element 3 and the pawl driver contour 6 is coupled to the pawl 1. This selective coupling of the two above Mitnehmerkonturen 7, 8 is realized in that in the direction of deflection of the bending function element 3 seen the Außenbetätigungs driver contour 7 has a greater extent height than the inner operation driver contour 8. This can be the representation in Fig. 15 remove. The Mitnehmerkonturen 6, 7, 8 are in Fig. 14 not shown.

The Fig. 14 and 15 show a particularly compact realization of the functional state "child-proof". For this purpose, a further functional element is provided, namely an adjustable child restraint element 20, which between a position "child-proof" ( Fig. 15c )) and a position for child protection ( Fig. 15 a), b) ) is adjustable. This adjustment of the child protection element 20 corresponds to the insertion of the functional states "child-resistant" and "child-protected".

In the functional state "child-proofed", the child-resistant element 20 holds the bending-functional element 3 in an adjustment of the control shaft 11 in the control position "unlocked" in the functional position "unlocked" upstream functional position "unlocked-child-proof". This means that in the functional state "child-proof" the control shaft 11 can be brought into all possible control positions, wherein the setting of the control position "unlocked" causes the bending-functional element 3 is held in the upstream functional position "unlocked-child-proof".

When adjusting the control shaft 11 in the control position "Locked" the bending function element 3 is unchanged in the functional position "locked" adjusted when the child safety. The actuation of the inner suspension lever 5 via the override contour 11b also causes an unlocking process. However, the bending-functional element 3 falls again only in the upstream functional position "unlocked-child-proof", so that a lifting of the pawl 1 by means of the internal operating lever 5 is not possible.

For the constructive realization of the child safety element 20, a number of advantageous variants are conceivable. In a particularly preferred embodiment, it is provided that the child protection element 20 is designed as a child safety shaft, the child safety shaft 20 is further preferably aligned with the control shaft axis 12. This is in the Fig. 14 and 15 In this case, it leads to a particularly compact arrangement when the parental control shaft 20 is at least partially integrated in the control shaft 11. Here and preferably, the parental control shaft 20 is even completely integrated into the control shaft 11, wherein the parental control shaft 20 is arranged in a recess 24 in the control shaft 11.

For the engagement of the child safety shaft 20 with the bending functional element 3, it may be advantageous to design the child safety shaft 20 in the manner of a camshaft, in such a way that the associated bending functional element 3 is supported on the camshaft. In the in the Fig. 14 and 15 illustrated and so far preferred embodiment, it is, however, so that the parental control shaft 20 is configured in the manner of a crankshaft and that the associated bending functional element 3 is supported on the crankshaft 20. Here, it is so that the crankshaft 20 has an engaging portion 20 a, which is correspondingly engageable with the bending functional element 3 in engagement. The parental control shaft 20 is advantageously designed in one piece, in particular as a bent wire or the like, configured.

The parental control element 20 can be as explained in the position "child-safe" and bring in the position "child-safe". For this purpose, the child protection element 20 is an adjustment 20b. assigned, over which the child protection element 20 can be created. For example, this adjustment section 20b is coupled to a child safety switch accessible from the front side of a side door or to a child safety drive.

From a synopsis of the representations in Fig. 15 It is also apparent that the child-safety element 20 located in the "child-safe" position does not influence the adjustment of the bending-functional element 3. The bending functional element 3 can be in the functional position "unlocked" ( 15A )), in the functional position "locked" ( Fig. 15b )) and in the functional position, not shown Bring "theft-proof". It looks different when the health status "Child Safe" is set, such as Fig. 15c ) shows. Here, the control shaft 11 is in the control position "unlocked". However, the bending-functional element 3 does not reach the functional position "unlocked", but is automatically held by the child-resistant element 20 in the functional state "unlocked-child-proof". The resulting functional behavior was explained above.

In all illustrated embodiments, it is preferably such that the control shaft 11 is made of a plastic material having the highest possible hardness. At the same time, the materials should be chosen so that there is minimal friction between the bending functional element 3 and the control shaft 11.

If the pawl driver contour 6 has two or more, above-mentioned bearing blocks 6a, 6b, it is preferably such that viewed in the direction of the deflection of the bending functional element 3, the extension height of the two bearing blocks 6a, 6b is different. Preferably, the upper sides of the bearing blocks 6a, 6b lie on a straight line which is aligned substantially parallel to the fully deflected bending functional element 3.

A further optimization of the proposed motor vehicle lock is that the control shaft 11 has a further contour, which may be associated with a lock nut o. Such an additional contour can be realized in principle with little effort and high compactness.

A preferred embodiment, which can be used in the field of emergency operation, is that the bending functional element 3 is always in the range of movement of an emergency operating lever, regardless of the functional position of the bending functional element. 3

With the above explanations it has been shown that the design of a functional element 3 as a bending functional element can be realized with simple structural means. An additional storage of the bending functional element 3 is not required. Accordingly, friction losses are hardly available. Particular advantages also arise with the use of the bending functional element 3 with regard to any icing of the motor vehicle lock, which often leads to a blockage of conventionally mounted levers. Such blocking is virtually excluded in the proposed bending functional element 3.

Furthermore, in the embodiment of a functional element 3 as a bending functional element, the current functional state of the lock mechanism 2 can be determined in a simple manner by control technology. For this purpose, a detection device 25 is preferably provided, wherein the arrangement is preferably made so that with the detection device 25, a deflection of the bending-functional element 3 can be determined. For this purpose, the detection device 25 preferably has an electrical switch 26. In a particularly preferred embodiment, the switch 26 is not an additional switch. Rather, the functional bending element 3 is preferably designed as an integral part of the switch 26. This means that the bending-functional element 3 not only spatially at least partially coincides with the switch 26, but that the bending-functional element 3 provides at least a part of the function of the electrical switch 26.

A simple realization results from the fact that the electrical switch 26 has a movable switching element which comes in a switching operation with at least one associated switching contact 27 in or disengaged, in which case the bending functional element 3, the switching element of the switch 26 provides. Here, the double use of the bending function element 3 becomes particularly clear. On the one hand, the bending functional element 3 performs a function within the framework of the mechanical functional structure of the motor vehicle lock (coupling function). On the other hand, the bending functional element 3 provides the switching element of the electrical switch 26 of the detection device 25.

The basic structure of the proposed detection device 25 show the FIGS. 16 and 17 , The arrangement shown there corresponds to the mechanical function forth in the Fig. 1 to 3 illustrated embodiment. In that regard, reference may be made to the above statements.

Im not deflected, in Fig. 16 shown functional state "unlocked" is the bending-functional element 3, which provides the movable switching element of the switch 26, in engagement with the switching contact 27. Further, the bending-functional element 3 via a stationary contact 28 is electrically connected to the detection device 25 in the rest. Both the switching contact 27 and the stationary contact 28 are here and preferably connected via a conductor arrangement 29 with an optional evaluation unit 30.

An evaluation unit 30 can also be dispensed with. It is preferably such that the electrical switch 26 of the detection device 25 is connected directly into the load circuit of an associated electric drive, an associated electric lamp o. The like. Then, the electric switch 26 switches according to load current. But it may also be advantageous that the electrical switch 26 is not connected directly, but indirectly, namely via a relay or an amplifier stage in the load circuit of a corresponding consumer.

From the illustration in Fig. 16 It is clear that a deflection of the bending-functional element 3, which causes unlocking of the motor vehicle lock, the contacting of the bending-functional element 3 with the switching contact 27 cancels. Thus, the deflection of the bending functional element 3 and thus the current functional state of the lock mechanism 2 can be determined in a simple manner.

A particularly advantageous embodiment in terms of manufacturing embodiment provides that a preferably integrated into the lock housing stamped grid is provided. Such punched grid is used in motor vehicle locks regularly for contacting drives and sensors. Here and preferably, it is such that the at least one switching contact 27 is provided by the stamped grid, more preferably by projecting from the lock housing punched latches tongues. This has the particular advantage that a high mechanical stability of the at least one switching contact 27 is ensured in a simple manner.

In the Fig. 18 to 20 Another proposed motor vehicle lock is shown, the basic structure of which in the Fig. 10 to 13 shown motor vehicle lock corresponds, so that may be referred to the above statements. For functionally identical parts corresponding reference numerals have been assigned accordingly.

Interesting in the in the Fig. 18 to 20 The illustrated motor vehicle lock is structurally the fact that an electrical component carrier 31 is provided for receiving the motor components of the control drive 10, the rest of the motor vehicle lock in addition to necessary for mechanical drive connections openings, except for the necessary for driving the control shaft 11 openings , is encapsulated. Depending on the design of the lock housing is the Blektrokomponententräger 31 either within the lock housing (housing in the housing) or just outside the lock housing. The electric component carrier 31 is associated with a lid 31 a, which is only in Fig. 19 is shown.

Here and preferably, the motor components of the control drive 10 are two drive motors 13 of the control drive 10, as well as in Fig. 8 shown. In this case, a drive motor 13 of the blocking contour 11c and the control shaft 11 and a further drive motor 13 associated with the blocking element 17.

Here and preferably, it is further such that both the blocking contour 11c and the blocking element 17 are arranged within the electrical component carrier 31. This has the advantage that further openings in the electrical component carrier 31 for the two drive shafts 14 of the drive motors 13 are not necessary.

Interesting in the in the Fig. 18 to 20 illustrated embodiment is further the fact that the control shaft 11 associated drive motor 13 via a permanent coupling 32 is in engagement with the control shaft 11. The clutch 32 includes a fixedly connected to the control shaft 11 coupling body. The coupling body is peripherally equipped with a toothed segment, which meshes with a pinion of the associated drive motor 13. The Clutch 32 is further provided with a only in Fig. 18 equipped switching contour, which is associated with a detection device 25 in the above sense. Here and preferably, the detection device 25 is designed as a switch, preferably as a multi-stage, in particular three-stage, switch.

Furthermore, the coupling 32 preferably has a spring catch, which, depending on the functional position of the control shaft 11, engages in detent engagement with a stationary part, in particular with the cover 31a of the electrical component carrier 31.

The blocking contour 11c is like that in the Fig. 10 to 13 illustrated embodiment equipped with a mouth-like shape, in the illustration according to Fig. 20 located on the back of the clutch 32.

Manufacturing technology is advantageous in which in the Fig. 18 to 20 illustrated embodiment, the fact that the components blocking contour 11c with mouth-like shape, coupling body, switching contour and spring detent in a one-piece plastic part, in particular in an injection molded part, are summarized.

The blocking element 17 in which in the Fig. 18 to 20 embodiment shown is also functionally identical to that in the Fig. 10 to 13 A special feature here is that in the Fig. 18 to 20 illustrated blocking element 17 is designed as a two-armed lever.

At this point it should be mentioned that in the in the Fig. 10 to 13 and 18 to 20 illustrated two-motor solutions, a particularly advantageous Bestromungsreihenfolge the engine is conceivable. It is provided that the two drive motors 13 are temporarily energized against each other to avoid play between the blocking contour 11c on the one hand and the blocking element 17 on the other. This is particularly advantageous in an adjustment of the functional state "theft-proof" according to Fig. 12 in the functional state "locked" according to Fig. 11 ,

That in the Fig. 18 to 20 illustrated embodiment is further equipped with a child safety function, the functionally identical to that in the Fig. 14 and 15 shown parental control is. Accordingly, a parental control shaft 20 with an engagement portion 20a is also provided here. In the in the Fig. 18 to 20 illustrated and so far preferred embodiment, it is however such that the parental control shaft 20 is aligned substantially perpendicular to the control shaft axis 12.

In a particularly preferred embodiment, the parental control shaft 20, in particular the above in the above sense transverse child restraint shaft 20, housed in a cover, not shown, of the motor vehicle lock. This can be realized with the proposed motor vehicle lock in a simple way a variant with child protection and a variant without child protection, namely, by a lid with or without Kindersicherungswelle 20 is mounted.

In all the above embodiments, the defined positioning of the control shaft 11 is of particular importance. This can be achieved, as described above, with a spring catch 32c. It is also conceivable, however, to provide a special embodiment of the bending functional element 3 in this context. In this case, the bending-functional element 3 is not designed substantially straight, but has latching formations, which can be brought into engagement with corresponding Gegenausformungen on the control shaft 11. This can be achieved that the bending-functional element 3 is deflected by an adjustment of the control shaft 11 until a locking formation in the bending-functional element 3 is latchingly engaged with a corresponding Gegenausformung on the control shaft 11. This type of detent can be realized without additional parts and thus cost.

Finally, attention may be drawn to a preferred embodiment of the bending functional element 3, in which the bending functional element 3 is formed in a section in a special way, there to increase the elastic flexibility. For example, the bending-functional element 3 may be wound there in particular helically. Otherwise, the bending functional element 3 then be designed rigid. Here is a multi-part design of the bending functional element 3 is conceivable.

It should be noted that a particular advantage of the proposed control drive 10 is that a query of each Steu-creation is possible in a simple manner by a corresponding sensor of the control shaft 11 is assigned. The sensor can be designed as a simple microswitch, possibly as a multistage microswitch.

If it is called in the above description and in the claims interior control lever and external control lever, as well as all intermediate levers are to be understood, which are arranged in one of the affected power transmission trains.

Claims (15)

1. A motor vehicle lock having the locking elements of a lock catch and a pawl (1) and having a lock mechanism (2), with the lock catch interacting with the pawl (1), with it being possible for the lock mechanism (2) to be moved into different functional states from the group of the functional states "unlocked", "locked", "anti-theft locked" or "child-safety locked" and with the lock mechanism (2) having for this purpose at least one functional element (3) which can be adjusted into corresponding functional positions, wherein the motor vehicle lock comprises at least two pivotable adjusting elements (1, 4, 5),
   characterized
   in that at least one functional element (3) is designed as a resiliently elastically bendable wire or strip, and can thereby be bent in a resiliently elastic manner, as a bendable functional element, into different functional positions and that the bendable functional element (3) provides a switchable coupling between at least two of the pivotable adjusting elements (1, 4, 5) of the motor vehicle lock and, in a first functional position, is or can be engaged with the adjusting elements and couples the adjusting elements, and in a second functional position, is disengaged from at least one adjusting element and decouples the adjusting elements.
2. The motor vehicle lock as claimed in claim 1, characterized in that the bendable functional element (3) is bendable substantially about a geometric bending axis which is aligned perpendicular to the longitudinal extent of at least a part of the bendable functional element (3), preferably, in that the bendable functional element (3) is designed in the form of a flexible beam.
3. The motor vehicle lock as claimed in one of the preceding claims, characterized in that the bendable functional element (3) is of straight design at least in sections, and/or, in that the bendable functional element (3) is of resiliently elastically flexible design only in sections, and is otherwise of rigid design.
4. The motor vehicle lock as claimed in one of the preceding claims, characterized in that the bendable functional element (3) itself provides a switchable coupling between two adjusting elements (1,4,5) of the motor vehicle lock.
5. The motor vehicle lock as claimed in one of the preceding claims, characterized in that the force which can be transmitted via the bendable functional element (3) acts perpendicular to the extent of the bendable functional element (3).
6. The motor vehicle lock as claimed in one of the preceding claims, characterized in that the lock mechanism (2) has a pivotable outer actuating lever (4) and possibly a pivotable inner actuating lever (5), in that the lock mechanism (2) can, by means of an adjustment of the at least one bendable functional element (3) into different functional positions, be moved into the corresponding functional states, preferably into the functional states "unlocked" and "locked", more preferably into the functional state "anti-theft locked", more preferably into the functional state "child-safety locked".
7. The motor vehicle lock as claimed in claim 6, characterized in that the bendable functional element (3) is aligned substantially radially in relation to one of the pivot axes of the outer actuating lever (4), of the inner actuating lever (5) which may be provided and of the pawl (1), with the outer actuating lever (4), the inner actuating lever (5) which may be provided and the pawl (1) preferably being pivotable about the same pivot axis.
8. The motor vehicle lock as claimed in claim 6 and possibly as claimed in claim 7, characterized in that the pawl (1) or a lever which is coupled to the pawl (1) has a pawl driver contour (6), preferably in that the outer actuating lever (4) or a lever which is coupled to the outer actuating lever (4) has an outer actuating driver contour (7), in that, when the bendable functional element (3) is in the "unlocked" functional position, the outer actuating lever (4) is coupled by means of the outer actuating driver contour (7), the bendable functional element (3) and the pawl driver contour (6) to the pawl (1), preferably in that, in the "locked" functional state, the bendable functional element (3) is disengaged from the pawl driver contour (6) and/or from the outer actuating driver contour (7), and the outer actuating lever (4) is decoupled from the pawl (1).
9. The motor vehicle lock as claimed in claim 8, characterized in that the inner actuating lever (5) or a lever which is coupled to the inner actuating lever (5) has an inner actuating driver contour (8), in that, when the bendable functional element (3) is in the "unlocked" functional position, the inner actuating lever (5) is coupled by means of the inner actuating driver contour (8), the bendable functional element (3) and the pawl driver contour (6) to the pawl (1), preferably in that, in the "locked" functional state, the bendable functional element (3) is disengaged from the pawl driver contour (6) and/or from the inner actuating driver contour (8), and the inner actuating lever (5) is decoupled from the pawl (1).
10. The motor vehicle lock as claimed in claim 6 and possibly as claimed in one of claims 7 to 9, characterized in that, when the lock mechanism (2) is in the "locked" functional state, an actuation of the inner actuating lever (5) causes the lock mechanism (2) to be moved into the "unlocked" functional state, preferably in that, with regard to the actuation of the inner actuating lever (5), an initial free travel is provided and in that the lock mechanism (2) is moved into the "unlocked" functional state when the free travel is run through.
11. The motor vehicle lock as claimed in one of the preceding claims, characterized in that a control drive (10) preferably in the form of a motor is provided, with which control drive (10) the at least one bendable functional element (3) is associated, and in that, by means of the control drive (10), the associated bendable functional element (3) can be adjusted into at least one functional position, preferably, in that the control drive (10) has a control shaft (11) on which the associated bendable functional element (3) is supported, such that the bendable functional element (3) can be deflected by means of an adjustment of the control shaft (11), further preferably, in that the control shaft (11) can be moved into the control positions "unlocked" and "locked" and the associated bendable functional element (3) then moves into or enables the corresponding functional positions.
12. The motor vehicle lock as claimed in claim 11, characterized in that the control shaft (11) is designed in the form of a camshaft and in that the associated
    bendable functional element (3) is supported on the camshaft and can be correspondingly deflected by means of an adjustment of the camshaft, or, that the control shaft (11) is designed in the form of a crankshaft and in that the associated bendable functional element (3) is supported on the crankshaft, preferably in that the control shaft (11) is designed in the form of a bent wire, more preferably in that the control shaft (11) is simultaneously the motor shaft (14) of the drive motor (13).
13. The motor vehicle lock as claimed in claim 11 and possibly as claimed in claim 12, characterized in that an adjustment of the control shaft (11) into the "locked" and "anti-theft locked" control positions takes place in each case in the blocked mode, preferably in that the control shaft (11) has for this purpose a blocking contour (11c) which can be engaged with a blocking element (17), more preferably in that the blocking element (17) is designed such that it can be adjusted, and moved into the "locked" and "anti-theft locked" blocking positions, in particular by means of a motor, further preferably, in that the control shaft (11) has an ejector contour (11d) which, during a manual adjustment of the control shaft (11) from the "anti-theft locked" control position into the "unlocked" control position, engages with the blocking element (17) and moves the blocking element (17) into the "locked" blocking position.
14. The motor vehicle lock as claimed in claim 6 and possibly as claimed in one of claims 7 to 13, characterized in that the lock mechanism (2) can, in parallel, be moved into the "child-safety locked" functional position and in that, in this way, the "unlocked" functional position automatically moves into the "unlocked - child-safety locked" functional position, in which the inner actuating lever (5) is decoupled from the pawl (1) and the outer actuating lever (4) is coupled to the pawl (1), preferably in that the "unlocked - child-safety locked" functional position is situated between the "unlocked" functional position and the "locked" functional position.
15. The motor vehicle lock as claimed in claim 14, characterized in that, to realize the "child-safety locked" functional state, the control drive (10) has an independently adjustable child-safety locking element (20) which, in the "child-safety locked" functional state, in the event of an adjustment of the control shaft (11) into the "unlocked" control position, holds the bendable functional element (3) in the "unlocked - child-safety locked" position upstream of the "unlocked" functional position, preferably, in that the child-safety locking element (20) is designed as a child-safety locking shaft, further preferably in that the child-safety locking shaft (20) is aligned on the control shaft (11), more preferably in that the child-safety locking shaft (20) is at least partially, preferably completely integrated into the control shaft (11), more preferably in that the child-safety locking shaft (20) is arranged at least partially, preferably completely in a cutout in the control shaft (11).

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