Motor vehicle lock

Described herein is a motor vehicle lock for use in all types of closing elements of a motor vehicle, wherein the motor vehicle lock can be brought into different function states such as “unlocked”, “locked”, “theft protected” or “child locked.” The motor vehicle lock includes a coupling device designed for quick decoupling which includes a coupling arrangement with a shiftable switch element that can be shifted by means of at least one control drive. Depending upon the coupled state, the switch element couples together or decouples two swivelable adjustment elements of the actuating system.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of German Patent Application No. DE 20 2011 005 608.2, filed Apr. 27, 2011, the disclosure of which is incorporated by reference herein in its entirety.

FIELD OF THE INVENTION

The invention concerns a motor vehicle lock and a control drive for the motorized adjustment of a switch element. The motor vehicle lock can be used in all types of closing element of a motor vehicle. These include in particular side doors, rear doors, tailgates, boot lids and bonnets. The closing elements can in principle also be designed as a type of sliding door.

BACKGROUND OF THE INVENTION

The known motor vehicle lock (US 2010/0235058 A1) on which the invention is based is fitted with the closing elements of a lock bolt and catch. The lock bolt cooperates in the usual way with a closing bar and is held in a main engagement position or pre-engagement position by the catch in its dropped position.

The known motor vehicle lock is an electric lock with mechanical redundancy. This means the catch is lifted by motor drive by means of an opening auxiliary drive. Also a mechanical actuating system is provided for the catch which, in particular on failure of the power supply, allows manual lifting of the catch via an inside door handle.

The known vehicle lock can be brought into various function states “unlocked”, “locked”, “theft protected” and “child-locked”. In the function state “unlocked”, the allocated vehicle door can be opened from the inside and from the outside. In function state “locked” it cannot be opened from the outside but can be opened from the inside. In function state “theft protected”, it cannot be opened either from the outside or the inside. In function state “child-locked”, it can be opened from the outside but not from the inside.

In the known vehicle lock, the above function states are always stored in a lock controller. As far as the motorised lifting of the catch is concerned, all function states are implemented purely by the controller.

In order in particular to implement the function states “theft protected” and “child-locked” mechanically also in view of the mechanical actuation system of the interior actuating lever, the actuation system in the known vehicle lock provides a coupling device in the widest sense. In coupled state, the actuation system is coupled with the catch to lift it while the actuation system runs freely in decoupled state. From decoupled state a first actuation of the inner actuating lever always causes the coupling of the coupling arrangement. In the presence of the controller function states “theft protected” or “child-locked”, the lock controller however causes an immediate reset of the coupling arrangement to the decoupled state so that a second actuation has no effect on the catch. Without this reset, the catch could be lifted manually on the second actuation. In known vehicle locks, manual actuation takes place with a double stroke concept.

Said reset of the coupling arrangement in known vehicle locks is always connected with a shift of the entire mechanical actuation system. To achieve an adequate speed of the above reset, the motorised control drive necessary for this must be designed correspondingly strong, which leads to a very high design cost.

SUMMARY OF THE INVENTION

The invention is based on the problem of structuring and refining the known vehicle lock such that the constructional cost associated with production is reduced.

The problem is solved by a motor vehicle lock with closing elements of a lock bolt and catch, wherein the catch in its dropped position holds the lock bolt in a main engagement position and, where applicable, also in a pre-engagement position, and an actuating lever is provided which in mounted state is allocated to an actuating handle and by its operation the catch can be lifted from the dropped position, wherein the motor vehicle lock can be brought into different function states such as “unlocked”, “locked”, “theft protected” or “child-locked”, wherein the current function state is always stored in a lock controller, and a coupling arrangement is provided by which the actuating lever depending on function state can be coupled with the catch to lift it, wherein from the decoupled state a first actuation of the actuating lever always causes coupling of the coupling arrangement and the lifting of the catch can be achieved by a subsequent second actuation, wherein the lock controller on first actuation transfers the coupling arrangement back to the decoupled state by means of a control drive, depending on current function state, such that the second actuation does not cause lifting of the catch. In one embodiment, the coupling arrangement has a switch element which can be shifted by means of the control drive from a coupling position to a decoupling position and depending on coupled state couples together or decouples two preferably swivelable adjustment elements of the actuating system, in particular the actuating lever and catch or a lever coupled with the catch, and which can be shifted separately from the two adjustment elements at least in the decoupling direction.

In this first teaching the coupling device is designed for fastest possible decoupling. For this the coupling arrangement is fitted with a shiftable switch element which can be shifted by means of at least one control drive. Depending on coupled state, the switch element couples together or decouples two preferably swivelable adjustment elements of the actuating system.

In one embodiment, at least in the decoupling direction, a shift of the switch element is possible separately from the two adjustment elements. Prevention of shifting of the switch element in the decoupling direction by further elements of the actuation system can therefore be largely excluded.

In a second embodiment, which also has independent significance, the coupling arrangement is equipped with a switch element shiftable by means of the control drive. In particular, the motor vehicle lock has closing elements of a lock bolt and catch, wherein the catch in its dropped position holds the lock bolt in a main engagement position and, where applicable, also in a pre-engagement position, wherein an actuating lever is provided which in mounted state is allocated to an actuating handle and by its operation the catch can be lifted from the dropped position, wherein the motor vehicle lock can be brought into different function states such as “unlocked”, “locked”, “theft protected” or “child-locked”, and the current function state is always stored in a lock controller, and a coupling arrangement is provided by which the actuating lever, depending on function state, can be coupled with the catch to lift it, wherein from the decoupled state a first actuation of the actuating lever always causes coupling of the coupling arrangement and the lifting of the catch can be achieved by a subsequent second actuation, wherein the lock controller on first actuation transfers the coupling arrangement back to the decoupled state by means of a control drive, depending on current function state, such that the second actuation does not cause lifting of the catch. In one embodiment, the coupling arrangement has a switch element which can be shifted by means of the control drive from a coupling position to a decoupling position and depending on coupled state couples together or decouples two preferably swivelable adjustment elements of the actuating system, in particular the actuating lever and catch or a lever coupled with the catch, and which can be shifted in a bistable manner between the coupling position and the decoupling position.

In one embodiment, the switch element can be shifted in a bistable manner between the coupling position and the decoupling position. With bistable adjustability of the switch element, the transfer between the coupling position and the decoupling position can be achieved in a constructionally simple manner and with high shift speed with suitable design.

In one embodiment, an opening auxiliary drive s provided for motorised lifting of the catch, preferably the opening auxiliary drive is constructed separately from the control drive. In another embodiment, actuation of the actuating lever is accompanied by an actuating stroke and, where applicable, a return stroke, preferably the actuating stroke of the second actuation follows the return stroke of the first actuation or the actuating stroke of the second actuation follows the actuating stroke of the first actuation. In one embodiment, the actuating lever is designed as an inner actuating lever which in mounted state is coupled with an inner door handle. In another embodiment, after the first actuation of the actuating lever, by means of the control drive, the lock controller decouples the actuating lever, from the catch again if the current function state is “theft protected” or “child-locked”.

The setting of coupled states according to the proposal can be achieved constructionally simply with a coupling arrangement that is a coupling connecting link with two laterally adjacent connecting link sections of different height on which the switch element lies to set the decoupling position or coupling position. Here the coupling arrangement has a coupling connecting link which provides a type of movement control for the switch element.

In one embodiment, the actuating lever includes an actuating segment and the catch or the lever coupled with the catch includes an actuating segment, the switch element lying on the decoupling segment of the coupling connecting link lies outside the movement range of at least one of the two actuating segments and the switch element lying on the coupling segment of the coupling connecting link lies within the movement range of both actuating segments so that the actuating lever carries the catch with it, preferably the catch-side actuating segment is designed as part of the coupling connecting link.

In another embodiment, the switch element is pretensioned in the height direction of the coupling connecting link in the coupling segment of the coupling connecting link and the switch element is pretensioned in the side direction of the coupling connecting link in the decoupling segment of the coupling connecting link.

In another embodiment, a shift of the switch element along the coupling connecting link from the decoupling segment to the coupling segment is associated with a dropping of the switch element from the decoupling position in the direction of the coupling position.

In another embodiment, the actuating lever, during the actuating stroke of the first actuation of the switch element, moves along the coupling connecting link from the decoupling segment to the coupling segment, but suppresses a complete dropping of the switch element into the coupling position until an end phase of the return stroke of the first actuation.

In another embodiment, the actuating lever comprises a trigger segment which moves along the coupling connecting link upon actuation of the actuating lever and which comes into engagement with the switch element in the decoupling position on the actuating stroke of the first actuation of the actuating lever and shifts the switch element from the decoupling segment of the coupling connecting link into the coupling segment of the coupling connecting link, whereby the switch element driven by its pretension falls in the direction of the coupling position onto a supporting segment of the actuating lever located higher than the coupling segment of the coupling connecting link and thus preferably comes out of engagement with the coupling connecting link.

In another embodiment, the actuating lever releases the switch element into the coupling position in an end phase of the return stroke of the first actuation.

In another embodiment, the coupling connecting link is arranged on the catch or on a lever coupled with the catch.

In a third embodiment, which also has independent significance, a vehicle lock includes the above coupling arrangement with coupling connecting link without implementing the above double stroke concept. Reference may therefore be made to all statements on the above teachings. In particular, a motor vehicle lock is provided with closing elements of a lock bolt and catch, wherein the catch in its dropped position holds the lock bolt in a main engagement position and, where applicable, in a pre-engagement position, wherein an actuating lever is provided which in mounted state is allocated to an actuating handle and by actuation of which the catch can be lifted from its drop position, and the motor vehicle lock can be brought into various function states such as “unlocked”, “locked”, “theft protected” or “child-locked” and the current function state is always stored in a lock controller, wherein a coupling arrangement is provided by which the actuating lever, depending on function state, can be coupled with the catch to lift it. In one embodiment, the coupling arrangement comprises a shiftable switch element which, depending on coupled state, couples together or decouples two preferably swivelable adjustment elements of the actuating system and that the coupling arrangement comprises a coupling connecting link with two laterally adjacent connecting link segments of different height on which the switch element lies to set the decoupling position or coupling position.

In additional embodiments, the switch element is a spring elastic flexible wire or strip. The shift of the resulting switch element into the different coupling positions takes place here merely on corresponding bending of the bending switch element. No mounting or guide element is therefore required. In particular, in one embodiment, a motor vehicle lock includes a switch element formed as a spring elastic, flexible wire or strip and can thus be shifted as a switch element between the decoupling position and coupling position. In one embodiment, the switch element is substantially bendable about a geometric bending axis which is oriented substantially perpendicular to the longitudinal extent of at least one part of the switch element, preferably the switch element is formed in the manner of a bending bar. In another embodiment, at least one part of the switch element extends substantially perpendicular to the height direction and substantially perpendicular to the side direction of the coupling connecting link. In another embodiment, a motor vehicle lock includes a switch element designed straight at least in segments, in particular in the engagement region between the adjustment elements to be coupled, preferably that the actuating force runs substantially perpendicular to the extent of the switch element.

The other embodiments concern the equipment of the control drive with at least one rotor vane which slides along the switch element for motorised shifting of the switch element into a deflection position, preferably the decoupling position, and after shifting of the adjustment element into the deflection position, in particular in the decoupling position, executes at least one full revolution. In particular, in one embodiment, the control drive has an output shaft with at least one, preferably two, rotor vane protruding substantially radially from the output shaft which slides along the switch element for motorised shifting of the switch element into a deflection position, in particular the decoupling position, and after shifting of the switch element into the deflection position, in particular the decoupling position, executes at least one complete revolution, preferably several complete revolutions. In another embodiment, upon motorised shifting of the switch element, the rotor vane rotates with a rotation speed of at least 1000 rpm, preferably at least 4000 rpm, further preferably at least 6000 rpm. In another embodiment, the rotor vane includes a radially external rotor edge for engagement with the switch element, preferably wherein the radially external rotor edge extends substantially along the output shaft. In another embodiment, the rotor vane includes an axial switch segment and an axial free running segment and the switch segment has a greater radial extent than the free running segment. In another embodiment, in the deflection position, in particular in the decoupling position, the switch element lies to the side of the switch segment of the rotor vane and is thus out of engagement with the rotor vane. In one embodiment, the control drive includes an electric control drive motor which provides the output shaft of the control drive without intermediate gears.

In equipping the control drive with at least one said rotor vane, it is interesting that a precise positioning of the control drive is not necessary as the rotor vane can “run out” largely arbitrarily. A quite particular advantage results because largely arbitrary rotor speeds can be set as defined braking is also not required. Accordingly in one embodiment, it is proposed that on motorised shifting of the switch element, the rotor vane runs with a rotation speed of at least 1000 rpm.

The control drive with rotor vane is the subject of a fourth embodiment which also has independent significance. Reference may be made to all statements suitable for describing the control drive according to the proposal as such. In particular, one embodiment provides a control drive for motorised adjustment of a switch element of a motor vehicle lock into a deflection position, in particular of a switch element of a motor vehicle lock with an output shaft. In one embodiment, the control drive includes at least one, preferably two, rotor vanes substantially protruding radially from the output shaft which slide along the switch element for motorised shifting of the switch element and after movement of the switch element into the deflection position executes at least one complete revolution, preferably several complete revolutions.

DETAILED DESCRIPTION

It should first be pointed out that the drawing shows only the components of the motor vehicle lock according to the proposal which are necessary to explain the teaching. Accordingly a closing bar which usually cooperates with the lock bolt1is not shown in the drawing.

The closing elements of lock bolt1and catch2also cooperate in the normal manner. The catch2in its dropped position holds the lock bolt1in a main engagement position as shown for example inFIG. 1. In a motor vehicle lock shown, a pre-engagement position of lock bolt1is provided but in the present case this is of no further significance.

The catch2can be brought into a raised position in which it releases the lock bolt1in the direction of its opening position (FIG. 5). The lock bolt1thus comes out of engagement with the closing bar or similar, not shown, so that the allocated motor vehicle door or similar can be opened.

The motor vehicle lock has at least one actuating lever3which in the mounted state is allocated to an actuating handle, by actuation of which the catch2can be lifted from its dropped position. The actuating lever3can be an inner actuating lever, an outer actuating lever, an emergency actuating lever or similar.

The motor vehicle lock can be brought into the function states explained in the general part of the description such as “unlocked”, “locked”, “theft protected” or “child-locked”. For the meaning of these function states, reference is made to the statements there.

A lock controller4is allocated to the vehicle lock and serves amongst others to store the current function state. For mechanical implementation of the various function states, a coupling arrangement5is provided via which the actuating lever3, depending on function state, can be coupled with the catch2to lift this.FIGS. 1 to 3show the decoupled state whileFIGS. 4 and 5show the coupled state of the coupling arrangement5. The function method of the coupling arrangement5is explained in more detail below.

It is first essential only that from the decoupled state (FIG. 1), actuation of the actuating lever3(FIGS. 2,3) always causes coupling of the coupling arrangement5(FIG. 4). A subsequent second actuation shown inFIG. 5can then in principle cause the lifting of the catch2. For this however it is necessary for the lock controller4not to have triggered the decoupling of the coupling arrangement5on first actuation.

According to the invention namely the lock controller4, on first actuation, depending on the current function state, transfers the coupling arrangement5back to the decoupled state by means of a control drive6such that the second actuation does not cause a lifting of the catch2. This is the case for example if the actuating lever3is the inner actuating lever and the current function state “theft protected” or “child-locked” is present in lock controller4. This too is explained further below.

An essential feature of the proposed solution is the special design of coupling arrangement5which comprises a switch element7which can be shifted by means of control drive6from the coupling position (FIGS. 4,5) to the decoupling position (FIGS. 1 to 3), which switch element depending on coupled state2here couples together or decouples preferably swivelable adjustment elements3,13of the actuating system. The adjustment elements3,13are here preferably firstly the actuating lever3and secondly a catch lever13connected with the catch2. In principle any arbitrary lever chain can be arranged between the actuating lever3and the catch2, wherein the adjustment elements can then be any arbitrary, series-connected adjustment elements of this lever chain.

According to the first teaching it is proposed that the switch element7can be shifted separately from the two adjustment elements3,13at least in the direction of the decoupling position. This separate adjustability of the switch element7arises from a combination ofFIGS. 1 and 6. It is clear above all from the depiction according toFIG. 6that with suitable design, the separate adjustability allows decoupling with particularly low force as there is no or almost no obstruction by the adjustment elements3,13.

According to the second teaching it is proposed that the switch element7can be shifted in a bistable manner between the coupling position and the decoupling position. The bistable adjustability of the switch element7shown is described in the following explanations.

In principle the vehicle lock can be a purely mechanical lock. Here preferably the vehicle lock however is an electric lock with mechanical redundancy. Accordingly an opening auxiliary drive9is provided which is coupled with catch2via an opening system8and serves for motorised lifting of the catch2. The opening auxiliary drive9is merely indicated in the drawing. In the sense of a modular structure, the opening auxiliary drive9is constructed preferably separately from the control drive6.

Actuation of the actuating lever3is preferably accompanied by an actuating stroke (FIGS. 1 to 3) and a return stroke (FIG. 3toFIG. 4). The actuating stroke is here the forward movement, the return stroke the backward movement of the actuating lever3.

The actuation stroke of the second actuation (FIG. 5) then follows the return stroke of the first actuation. Alternatively however it can also be provided that the actuating stroke of the second actuation directly follows the actuating stroke of the first actuation. In the latter case the first actuation stroke and second actuation stroke together constitute a complete stroke.

Here preferably the actuating lever3is an inner actuating lever which in mounted state is coupled to an inner door handle. This was already indicated above. In this case the lock controller4decouples the coupling arrangement5on first actuation only if the current function state is “theft protected” or “child-locked”. Only in these two function states must it be ensured that opening is not possible from the inside either manually or motorised.

In the present case the design of coupling arrangement5is of particular significance. The coupling arrangement5preferably has a coupling connecting link10with two laterally adjacent connecting link sections11,12of different height. The two connecting link sections11,12here together form a step.

To set the decoupling position or coupling position, the switch element7lies on the respective connecting link section11,12. The connecting link section11allocated to the decoupling position is referred to below as the decoupling segment11, and the connecting link section12allocated to the coupling position is referred to as the coupling segment12. With suitable design of switch element7, fitting the coupling arrangement5with a coupling connecting link10leads to particularly simple constructional arrangements. This applies in particular for a switch element7made from spring elastic, flexible wire as will be explained below.

The function of the coupling arrangement5is based on the fact that the switch element7in its coupling position creates a form-fit connection between the actuating lever3and the catch2or the actuating lever13coupled to the catch2, and in its decoupling position releases this form-fit connection again. Accordingly the actuating lever3has an actuating segment14and the catch2or the catch lever13coupled to the catch2has an actuating segment15. In decoupled state, i.e. when the switch element7lies on the decoupling segment11of the coupling connecting link10, the switch element7is outside the movement range of at least one of the two actuating segments14,15, here outside the movement range of both actuating segments14,15. In coupled state the switch element7lying on the coupling segment12of the coupling connecting link10lies within the movement range of both actuating segments14,15, as a combined view ofFIGS. 4 and 5shows. In the latter case the actuating lever3when actuated carries with it the catch2in order to lift it.

A particularly compact design arises with the embodiment example shown and to this extent preferred, in that the catch-side actuating segment15is designed as part of the coupling connecting link10.

In the embodiment example shown the spring pretension of switch element7is interesting. The switch element7is here preferably pretensioned in the height direction16of the coupling connecting link10in the coupling segment12of coupling connecting link10. InFIG. 1b) this is a downward spring pretension.

In addition the switch element7is pretensioned in the side direction17of the coupling connecting link10in the decoupling segment11of coupling connecting link10. This corresponds to pretension of switch element7inFIG. 1b) substantially to the left.

The step formed by the two coupling segments11,12of the coupling connecting link10and the above spring pretension of the switch element7cause the switch element7to be in a stable state both in its decoupling position (FIG. 1) and in its coupling position (FIG. 4). Thus the abovementioned bistable adjustability of switch element7is achieved in a particularly simple manner. The spring pretension is here preferably created by the spring elasticity of switch element7itself to be explained below.

The embodiment example depicted and to this extent preferred allows a simple transfer of the coupling arrangement5from the decoupled state (FIG. 1) into the coupled state (FIGS. 4,5). For this it is provided that a shift of the switch element7along the coupling connecting link10from the decoupling segment11to the coupling segment12is associated with a dropping of the switch element7from the decoupling position in the direction of the coupling position. This is clear from the sequence ofFIGS. 1,2and3.

During the actuation stroke of the first actuation of actuating lever3, the switch element7is shifted accordingly along the coupling connecting link10from the decoupling segment11to the coupling segment12(FIGS. 1,2and3), wherein a complete drop of the switch element7into the coupling position is however suppressed until an end phase of the return stroke of the first actuation (FIG. 4). This ensures that the first actuation of the actuating lever3indeed causes the transfer of the coupling arrangement5into the decoupled state. Lifting of the catch2however is not yet connected with the first actuation of the actuating lever3.

In detail, the actuating lever3has a trigger segment18which on actuation of the actuating lever3moves along the coupling connecting link10as shown inFIGS. 1 to 3. On the actuation stroke of the first actuation of the actuating lever3, the trigger segment18comes into engagement with the switch element7in the decoupling position and shifts the switch element7from the decoupling segment11into the coupling segment12of the coupling connecting link10. The switch element7, driven by the pretension mentioned above, falls in the direction of the coupling position onto a supporting segment19of actuating lever3located higher than the coupling segment12of the coupling connecting link10. This is shown at the transition fromFIG. 1toFIG. 2. Preferably the switch element7now comes out of engagement with the coupling connecting link10so that the further actuating stroke according toFIG. 3can take place free of the coupling connecting link10.

On the subsequent return stroke following the situation shown inFIG. 3, the switch element7first follows the movement of the actuating lever3and is then, in the end phase of the return stroke of the first actuation, released by the actuating lever3into the coupling position. For this a contact segment20is provided which retains the switch element7in the coupling segment12so that the supporting segment19slides along the switch element7and finally releases the switch element7as stated above. The contact segment20is here preferably designed as part of the coupling connecting link10in the sense of a compact construction.

Various advantageous variants are possible for the arrangement of the coupling connecting link10. Here preferably the coupling connecting link10is arranged on the catch2, in detail on the catch lever13coupled with the catch2.

For the design of switch element7too, different variants are conceivable. In the embodiment example shown and to this extent preferred, the switch element7is designed as a spring elastic, flexible wire or strip so that this can shift as a switch element between the decoupling position and the coupling position. A view ofFIGS. 1 and 4together shows the fact that the switch element7is substantially bendable about a geometric bending axis which is perpendicular to the longitudinal extent of at least one part of the switch element7.

In the embodiment example shown and to this extent preferred, the switch element7has a straight segment7aand a curved segment7b, wherein the spring elastic bending takes place at least partly in the curved segment7b. In a particularly preferred embodiment the switch element7is designed in the form of a bending bar.

Preferably at least part of the switch element7runs substantially perpendicular to the height direction16and substantially perpendicular to the side direction17of the coupling connecting link10.

It is evident from the drawing that the switch element7is here designed straight at least in segments, in particular in the engagement region7abetween the adjustment elements3,13to be coupled, wherein the actuation force thus runs substantially perpendicular to the extent of the switch element7.

A vehicle lock with a coupling arrangement comprising the fundamental structure shown in the drawing with a coupling connecting link10is the subject of a third teaching which has independent significance. The above-mentioned double stroke design of actuating lever2for lifting the catch is not required for this further teaching.

In the present case particular importance is also paid to the control drive6of the motor vehicle lock. The control drive6has an output shaft21with at least one rotor vane22,23which protrudes substantially radially from the output shaft21. Here preferably two rotor vanes22and23are provided which extend substantially in opposing radial directions. The term “radial” here always relates to the output shaft21.

For motorised shifting of the switch element7into a deflection position, here the decoupling position, the rotor vanes22,23slide alternately along the switch element7. A single sliding of one of the rotor vanes22,23is usually sufficient to move the switch element7to the decoupling position. This process can be gathered from the sequence ofFIGS. 6a) and6b).

It is now essential that after shifting of the switch element7into the deflection position, here the decoupling position, at least one full revolution, here preferably several full revolutions, of the rotor vane22,23is completed. In a particularly preferred embodiment it is even provided that the rotor vane22,23on motorised shifting of the switch element7runs with a rotation speed of at least 1000 rpm, preferably at least 4000 rpm and further preferably at least 6000 rpm. In a particularly preferred embodiment the rotation speed lies in a range between 5000 rpm and 19,000 rpm, preferably between 8000 rpm and 16,000 rpm.

It is clear here that by the possibility of the rotor vane22,23“running out”, the control drive6can be controlled for motorised shifting of the switch element7at a speed which allows optimum power or torque output. As there is no need to approach a defined end position, a simple time control can be used.

For engagement with the switch element7, the rotor vanes22,23are preferably each fitted with a radially external rotor edge24,25which extends substantially along the output shaft21.

An interesting design of rotor vanes22,23is shown in particular in connection with the coupling arrangement5according to the proposal. Starting from the coupled state shown inFIG. 5, rotation of the rotor vanes22,23causes a lifting of the switch element7until the height of the decoupling segment11is reached. By pretension of the switch element7, the switch element7then snaps into the decoupling segment11.

It is interesting that the rotor vanes22,23each have an axial switch segment22a,23aand an axial free running segment22b,23b, wherein the switch segments22a,23aeach have a greater radial extent than the free running segments22b,23b. The free running segments22b,23bare matched to the height of the decoupling segment11such that with the switch element7lying on the decoupling segment11, the rotor vanes22,23are free from the switch element7.

In a particularly preferred embodiment the control drive6has an electric control drive motor26which provides the output shaft21of the control drive6without intermediate gears. This takes account of the fact that as explained above, in the preferred embodiment of control drive6an optimum power or torque output can be set by corresponding setting of the rotation speed.

The control drive6with at least one rotor vane22,23explained above is the subject of a fourth teaching which also has independent significance. Reference can be made to full extent to all statements above directed at the control drive6.

Reference may also be made to a control feature of the embodiment example shown which is interesting above all in regard to the above double stroke concept. A further actuating lever3ais here connected before actuating lever3and in mounted state is coupled via a Bowden cable or similar with an inner door handle or similar, and is here called the “outer actuation lever3a”. A switch27is now allocated to the outer actuation lever and is electrically coupled with the lock controller4(not shown) and can assume three switch states. For example this switch27can also be allocated to the actuating lever3or another lever of the actuating lever chain.

A first switch state of switch27corresponds to the unactuated state as shown inFIG. 1. On first actuation the switch27passes through a second switch state shown inFIG. 2and finally reaches the third switch state shown inFIG. 3. Reaching the third switch state triggers the motorised lifting of the catch2by means of the opening auxiliary drive9, insofar as the corresponding function state is present in the lock controller4. Reaching the first switch position as part of the return stroke finally triggers the return of the switch element7by means of the control drive6, insofar as again the corresponding function state is present in the lock controller4.

In the above control system with switch27, the fact that only a single switch27need be provided is particularly advantageous. The second switch state functions to a certain extent as a “spacer” between the first switch state and the third switch state so that it can be ensured that lifting of the catch2only takes place when actuating lever3is fully deflected.

Finally it should also be pointed out that in addition to the actuating lever3described, further actuating levers can be provided. These include for example an external actuating lever which where applicable may be coupled mechanically with the catch2via a further coupling arrangement.