EP1317596A1

EP1317596A1 - Motor vehicle doorlock with combined central locking and opening actuator

Info

Publication number: EP1317596A1
Application number: EP01974009A
Authority: EP
Inventors: Bernardo Erices
Original assignee: Robert Bosch GmbH; Brose Schliesssysteme GmbH and Co KG
Current assignee: Brose Schliesssysteme GmbH and Co KG
Priority date: 2000-09-07
Filing date: 2001-09-05
Publication date: 2003-06-11
Anticipated expiration: 2021-09-05
Also published as: DE50111505D1; WO2002020925A1; US6932393B2; US20030116977A1; EP1317596B1

Abstract

The invention relates to a motor vehicle doorlock, which may be automatically locked and unlocked and opened both manually ad mechanically, whereby an external operating element (3), operable by hand, by means of an external door handle, can, when in a coupled position, operate a release element by means of a coupling element (5), or directly operate a locking element (8) and in an uncoupled position performs an idle movement. On non-operation of the external operating element (3), the coupling element (5) may be shifted from the coupled position to the uncoupled position and vice versa by a motor. A central locking actuator (12) is provided for the motor-driven operation of the coupling element (5), which in a second function can also operate the release element or the locking element (8). The invention is characterised in that an opening operation normally only occurs mechanically with the external operating element (3) and that the central locking actuator (12), in the second function, only operates the release element or the locking element (8) when the external operating element (3) is already in the idle movement.

Description

Motor vehicle door lock with combined central locking and opening drive

The present invention relates to a motor vehicle door lock with a combined central locking and opening drive with the features of the preamble of claim 1.

The term motor vehicle door lock is to be understood comprehensively; not only are side door locks and rear door locks covered, but also, for example, tailgate locks.

The known motor vehicle door lock, from which the invention is based (EP 0 710 755 B1), firstly has the usual locking elements in the form of a lock latch and a pawl locking the lock latch in the closed position, as well as a lock mechanism with several elements which interact with one another and possibly actuate the locking elements on. The elements of the lock mechanism include an external actuation element in the form of a toggle lever, which can be actuated by hand from an outside door handle or the like and which can actuate the pawl in the engaged position via a coupling element in the form of a pivotable and longitudinally displaceable lever. In the disengaged position of the coupling element, namely pivoted out from a driver nose into a cutout, the external actuation element carries out an idle stroke.

The coupling element is moved by an adjusting element from the engaged into the disengaged position, specifically by means of a motorized actuation of the adjusting element by means of a central locking drive. With repeated

Actuation of the central locking drive in the same direction of actuation the adjusting element returns under spring force to its starting position in the manner of a ballpoint pen mechanism and thus the coupling element returns from the disengaged position to the engaged position.

In a second function, the central valve drive has the function of an opening drive, namely actuates the locking latch. For this purpose, an additional trigger element can also be provided between the pawl and the central valve drive. The central locking drive has a drive element which can be driven in two directions in the form of a drive pinion which meshes with a toothed segment on the adjusting element. In one direction, the drive element actuates the adjusting element, namely both coupling and uncoupling, in the other direction the trigger element or the closing element.

The spring-loaded ballpoint pen mechanism of the known motor vehicle door lock can, if the paths and spring forces are properly coordinated, also be designed in such a way that the coupling element, which is in the disengaged position, can be adjusted into a storage position upstream of the engaged position by a motorized actuation of the adjusting element which the coupling element is automatically shifted into the engaged position when the actuation of the external actuation element is omitted, specifically, as explained, under the action of the spring force of a spring element. This ensures that this motor vehicle door lock can be unlocked by a motor even if an opening operation has already been carried out from the outside at the same time, that is to say the exterior actuation element has been actuated. The engaged position, i.e. the unlocked position, is stored here under spring force and, after the external actuating element has been released, is automatically assumed under spring force. This is known as the "comfort function".

The known, previously explained motor vehicle door lock is basically designed as an electric lock, namely that it is only motor-evident in normal operation. It is only mechanically evident in emergency operation by means of manual actuation of the external actuation element. If an electric lock is equipped with a "passive entry" function, also known as an "electronic key", the motor vehicle * gö door lock can be unlocked automatically when approaching the motor vehicle, without pressing a button on a remote control module or the like ,

A motor vehicle door locking system with a passive entry function requires a certain reaction phase for the control electronics. The duration of the reaction phase is perceived as long in comparison with conventional motor vehicle door locking systems. The pulling of the outer door handle can in fact already take place if the reaction of the control electronics has not yet been completed. The operator is then annoyed that he has to pull the door handle a second time because he interprets this as a "Felile function". There are therefore various attempts to somehow conceal or shorten the resulting total reaction time (DE 195 21 024 AI; DE 197 52 974 AI).

A similar problem also arises when a passive entry function is not set up, for example when a passenger is already trying to open the passenger door from the outside, even though the central locking drive has not yet shifted the coupling element into the engaged position (unlocking position) Has.

There is not always a desire to use a pure electric lock as a motor vehicle door lock. In fact, there is still considerable distrust of pure electric locks that no longer have a mechanical opening mechanism. This distrust is based on safety considerations.

For this purpose, it could be imagined that the known motor vehicle door lock (EP 0 710 755 B1) explained at the beginning, from which the invention is based, could only be actuated mechanically from the outside door handle. Then the central locking drive only had to fulfill the function of - actuating the adjusting element. Such a motor vehicle door lock would also be so slow in the response time that the outer door handle would have to be pulled a second time in order to ultimately mechanically open the motor vehicle door lock. The teaching is therefore based on the problem of designing the known motor vehicle door lock explained at the outset in such a way that it works mechanically in principle, but nevertheless opens quickly in any case.

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

^{• According to the} invention, an opening operation is normally only from

^■ Outside door handle made of mechanical. In this respect, it is a purely mechanical motor vehicle door lock. The central locking drive has nevertheless received its second function of the opening drive, namely when the outer door handle has been pulled or pressed faster than the control electronics for controlling the central locking drive and the central locking drive itself could react, which is particularly true when implementing the passive entry Function can occur regardless of the opening operation of the outer door handle to realize an electrical opening. This is because when the central locking drive has not yet been able to unlock, the central locking drive becomes effective in the second function and actuates the release element or the closing element as a motorized opening drive. The electrical opening of the motor vehicle door lock therefore only takes place when the operator actuates the outer door handle faster than the motorized, in particular electromotive, release mechanism could react. A second actuation of the outer door handle is not necessary because the door opens by itself.

Taking advantage of the already existing motor Zentralverriegelungsan- ^• drive is therefore creates a comfort improvement that will be especially in the realization of a passive entry system in the motor vehicle, to a limited extent also generally beneficial. Nevertheless, it is possible to maintain the motor vehicle door lock as a purely mechanical motor vehicle door lock even in the normal case (and in particular also in an emergency). Safety concerns are therefore eliminated. Preferred refinements and developments of the teaching are the subject of the dependent claims.

For the teaching of the present invention, it is of no importance whether the motor vehicle door lock is realized in one part, that is to say with locking elements and lock mechanics implemented in one unit and, if applicable, electronic lock electronics, or in two parts with the locking elements in a locking unit on the one hand, and the lock mechanics on the other hand and, if necessary the lock electronics in a spatially separate control unit. The latter is also known per se from the prior art (DE 44 44 581 AI) with the advantage that the more moisture-sensitive control unit is arranged in the drying room of a motor vehicle door and only the less moisture-sensitive closing unit with the mechanical locking elements is arranged in the damp room of the motor vehicle door. Typical connecting elements for power transmission are Bowden cables.

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

Fig. 1 shows a first embodiment of a _. Motor vehicle door lock in a view in the locking position,

2 the motor vehicle door lock from FIG. 1, but now in the unlocked position, outside door handle not pulled,

3 in a representation corresponding to FIG. 2, the motor vehicle door lock, outer door handle pulled at idle stroke before the unlocking position was reached,

4 in a representation corresponding to FIG. 1, a second exemplary embodiment of a motor vehicle door lock according to the invention,

5 shows the exemplary embodiment from FIG. 4 in detail in the lower region of the outer actuating element 3, Fig. 6 in a schematic representation of a two-part

Motor vehicle door lock and

7 shows a control unit of a two-part motor vehicle door lock according to FIG. 6.

The motor vehicle door lock 1 shown schematically in a perspective view in FIG. 1 is shown using the example of a motor vehicle side door lock. Rear door locks, sliding door locks, flap locks etc. are also covered by the term door lock.

Such a motor vehicle door lock 1 is part of a motor vehicle door locking system in which the various motor vehicle locks for motor vehicle doors and motor vehicle flaps can be unlocked and locked by motor, preferably by electrical motor. The control electronics of such a motor vehicle door locking system can have the passive entity function explained in the general part of the description. The motor vehicle door lock 1 shown is matched in a special way to the boundary conditions when a passive entry function is implemented. As has already been stated in the general part of the description, the teaching is also important for a normal remote-controlled motor vehicle door lock 1 with a motorized central locking system.

Fig. 1 first shows the motor vehicle door lock 1 with a lock mechanism with several interacting elements. First of all, one can see an external actuation element 3 to be actuated by hand from an external door handle, direction of action indicated by arrow 2, in the form of an external actuation lever pivotably mounted on a bearing axis 4. The external actuation element 3 is loaded against the direction of action 2 by a biasing spring, not shown. The external actuating element 3 thus resets to its starting position shown in FIG. 1 under spring force when the external door handle is released. A coupling element 5 is also provided. In the exemplary embodiment shown, the coupling element 5 is dumbbell-shaped with a pivot axis 6 and a coupling pin 7. This is explained in more detail below. Also shown is a closing element 8 in the form of a pawl. The associated lock latch 9 held in the closed position by the locking pawl - locking element S - can be seen in FIG. 1 in the closed position. As usual, it is designed as a rotary latch with a bearing axis 10, without this being understood as restrictive.

In principle, it would also be possible and is also often implemented to arrange an additional element, a trigger element, for example in the form of a rocker arm, between the closing element 8 and the coupling element 5. For this purpose, reference may be made to the documents cited in the introduction, some of which show such additional triggering elements.

In the engaged position, the outer bed actuating element 3 actuates the closing element 8 via the coupling element 5, in the disengaged position of the coupling element 5, the outer actuating element 8 performs an idle stroke when the outer door handle is pulled. 1 shows the disengaged position.

When the external actuation element 3 is not actuated, the coupling element 5 can be displaced from the engaged position into the disengaged position and vice versa by an adjusting element 11 to be actuated by a motor. A central locking drive 12 is used to actuate the adjusting element 11 by motor. In the exemplary embodiment shown, this is indicated in FIG. 1 by an electric drive motor 13 and a worm gear 14. Other embodiments are known from the prior art and can be used.

In a second function, the central control drive 12 can actuate the closing element 8. How this happens is explained in more detail below.

It is essential first of all that an opening operation is normally carried out mechanically only with the external actuation element 3. The central locking drive 12 actuates the closing element 8 in the second function only when the external actuating element 3 is already in idle stroke in this phase, that is to say has been mechanically actuated so quickly that the coupling element 5 has not yet reached the engaged position. This conceals for an operator that the immediately following opening of the force Fa door lock 1 is not done by mechanical actuation with pulling the outer door handle, but in the second function by the central locking drive 12 was done electrically. However, this function only occurs in exceptional cases. In the normal case, if sufficient time is available for the actuation of the adjusting element 11 by the central control drive 12 in the first function, the subsequent opening actuation of the motor vehicle door lock 1 takes place in a classic manner, purely mechanically.

With the construction explained above, the safety considerations of some automobile manufacturers are taken into account, on the one hand, by providing a motor vehicle door lock 1 which is basically mechanically actuated and which can also be opened mechanically in the event of an accident, on the other hand, by a clever double use of the central locking system - Drive 12 takes into account an actuation problem, which can occur in particular when a passive entity function is implemented or other premature pulling on the outside door handle.

It could now be provided that the central locking drive 12 has a drive element 15 which can be driven in two directions, in particular in the form of a drive pinion or a drive eccentric, which actuates the adjusting element 11 in one direction and the release element or the closing element in the other, opposite direction 8 operated. That would be the construction which is implemented in the central control drive of the prior art, from which the teaching of the present patent application is based (EP 0 710 755 B1).

The exemplary embodiment shown and so far preferred goes another way, namely that the central control drive 12 has a drive element 15 which can be driven in two directions, in particular in the form of a drive pinion or a drive eccentric, which in one direction has the adjusting element 11 in the direction of the engaged position and the release element or the closing element 8 is actuated and in the other, opposite direction, the adjusting element 11 is actuated in the direction of the disengaged position and the closing element 8 is released. So you have a directional actuation of the adjusting element 11 in the direction of the engaged position and the closing element 8 in the opening direction (lifting the pawl). The exemplary embodiment shown shows the drive element 15 in principle in the form of a drive pinion, but degenerated to form a toothed arch, because only pivoting over a relatively small angular range in both directions is required here.

The illustrated exemplary embodiment shows, as far as can be clearly seen from a comparison of FIGS. 2 and 3, that the "comfort function" explained at the outset is also implemented. This is achieved in that the coupling element 5, which is in the disengaged position, can be adjusted when the external actuation element 3 is actuated by a motorized actuation of the adjusting element 11 into a storage position upstream of the engaged position (shown in FIG. 3), from which the coupling element 5 when the actuation is omitted of the external actuating element 3 is automatically shifted into the engaged position (shown in FIG. 2). The latter is preferably done under the force of a biasing spring acting in the illustrated embodiment on the coupling element 5 in a clockwise direction, which is not shown separately here.

The storage position, which is upstream of the engaged position, is defined in the exemplary embodiment shown by a spoke 3 'on the outer actuating element 3, which prevents the clutch element 5 from falling into the engaged position when the outer actuating element 3 is idling. For this purpose, in the exemplary embodiment shown, the coupling pin 7 rests against the lock 3 ′ under the spring force of the clockwise biasing spring (not shown). When the external actuation element 3 has returned to its initial position, the path for the coupling pin 7 is free in the engaged position.

After releasing the external actuating element 3, the mechanical coupling to the closing element 8 is closed, regardless of the fact that the lifting of the closing element 8 by means of the central control drive 12 in its second function as an opening drive has already taken place. The following opening operations are again purely mechanical.

In the above-described embodiment, a particularly useful construction shown in the drawing is characterized in that Drive element 15 is connected to a swivel arm 16 which, when the drive element 15 is actuated in one direction, pivots about a swivel axis 17 in such a way that its free end strikes the actuating element or the closing element 8 and actuates it, provided that the coupling element 5 is not in the position is in the engaged position, and runs freely, provided the coupling element 5 is in the engaged position. The free-wheeling position is shown in FIG. 2. Here, the coupling pin 7 on the coupling element 5 is not between the pivot arm 16 and the closing element 8. The pivot arm 16 can pivot relatively far clockwise without influencing the pawl - closing element 8.

, In contrast, in Fig. 3 the coupling pin 7 between the pivot arm 16 and the closing element 8. Another pivoting of the pivot arm

16 in Fig. 3 clockwise would cause the closing element 8 would be pivoted counterclockwise about the bearing axis 4 because of

Coupling pin 7 so to speak "pushes it in front of itself".

The exemplary embodiment shown shows a particularly expedient, toggle-type construction of the mechanics on the central control drive 12. It is namely provided that the adjusting element 11 is designed as a lever (pivot axis 11 ') mounted on the pivot arm 16 at a distance from the pivot axis 17, which lever is pivoted when the Swivel arms 16 about the swivel axis

17 performs an essentially linear adjustment movement. The drive movement of the drive element 15 is thus converted on the one hand into a swivel movement ^'of the swivel arm 16, on the other hand leads to a displacement of the adjusting element 11 for the purpose of adjusting the coupling element 5. This enables the desired superimposed movements to be realized for the different functions, even though the central control drive 12 only runs in one direction (and returns to the starting point in the opposite direction).

In the exemplary embodiment shown, the coupling element 5 is designed as a lever pivotably mounted on the adjusting element 11 and running at one end in a link 18 with the coupling pin 7. The setting 18 is formed in the adjusting element 11 in the form of a circular arc (bean-like), to the right of this setting 18 is the pivot axis 6 of the coupling element 5. For the illustrated and preferred exemplary embodiment it is also true that the lever forming the coupling element 5 is spring-loaded towards the end of the link 18 facing the engaged position by a biasing spring, not shown here.

1 to 3 also make it clear that in the illustrated and, in this respect, preferred exemplary embodiment, an actuating arm 19 of the closing element 8 and an actuating arm 20 of the outer actuating element 3 form a slot 21 which is open at one end and into which the coupling pin 7 of the coupling element 5 is immersed in the engaged position and not immersed in the disengaged position. The engaged position is shown in FIG. 2, the disengaged position is shown in FIG. 1.

The second function for the central control drive 12 is realized in that the actuating arm 19 of the closing element 8 extends beyond the open end of the slot 21 and the pin 7 of the coupling element 5 also in the disengaged position or, if appropriate, in the storage position in front of this actuating arm 19 stands. Even then, the force can be transmitted to the locking element 8 - pawl - but only from the swivel arm 16 of the central locking drive 12. In contrast, the coupling pin 7 diverts upward into the slot 21 when the actuator is actuated manually, the swivel arm 16 is now ineffective, but the external actuating element 3 acts via the actuating arm 20.

In general, the part immersed in the slot 21 need not be a pin 7. This part 7 of the coupling element 5 can also have many other shapes, for example be integrally formed on the coupling element 5.

Fig. 3 shows the central control drive 12 below the closing element 8 and the rotary latch 9. As a result, this arrangement builds relatively high overall. In contrast, it is expedient that the external actuating element 3 is mounted on the bearing axis 4, on which the locking element 8 is also mounted. Fig. 4 shows an exemplary embodiment, which differs from the previously described embodiment in that the central locking drive 12 has been moved upward, approximately in the height of the closing element 8. In any case, this makes the overall structure of the motor vehicle door lock 1 more compact in terms of height (in relation to the drawing level).

A further simplification is provided here in that the adjusting element 11 present in the first embodiment is omitted in the lock mechanism. This is due to the fact that here the coupling element 5 is mounted directly on the drive element 15. The coupling element 5 itself is relatively limited relative to the drive element 15, namely in that it is designed as a lever running on the drive element 15 in a link 18 which is spring-loaded toward the end of the link 18 facing the engaged position in the drive element 15.

FIG. 4 shows the position corresponding to FIG. 1 in this exemplary embodiment, that is to say the locking position, that is to say the coupling element 5 in the disengaged position. In this position, the lock 3 on the external actuating element 3 would pivot past the coupling pin 7 of the coupling element 5 in an idle stroke; this coupling pin 7 would remain in front of the actuating arm 19 of the closing element 8. The indicated swivel arm 16, on the other hand, would hit the pin 7 in this position even when the coupling element 5 remained stationary (deflected against spring force) and would move the actuating arm 19 over it.

Fig. 5 shows the lower area of the outer actuating element 3 with the lock 3 'in a partial side view. It can be seen that the outer actuating element 3 is "cranked" to form the lock 3 'and projects with the lock 3' into the movement path of the coupling pin 7. In the position shown in FIG. 4, as shown in FIG. 5, the lock 3 'is offset downwards with respect to the coupling pin 7, the coupling pin 7 is not hit. If, however, the coupling pin 7 is moved downward, it comes in front of the lock 3 'and this can then transmit the force to the actuating arm 19 of the closing element 8 with the coupling pin 7 interposed. , The particular advantages of the motor vehicle door lock 1 according to the invention have already been explained in the general part of the description.

Figures 6 and 7 show an embodiment in which the motor vehicle door lock is made in two parts. This concept is already known from the prior art (DE 44 44 581 AI) and allows the moisture-sensitive components of the motor vehicle door lock to be accommodated in the drying room of a motor vehicle door and only the less moisture-sensitive locking elements to be left in the damp room. Fig. 6 shows the locking elements, namely pawl 8 and lock latch 9, in a mechanical locking unit 22, which sits in the usual place on the dash panel of the motor vehicle door and is preferably protected as well as possible against moisture from outside and inside. The remaining elements of the motor vehicle door lock, in particular the lock mechanism and any lock electronics that may be present, are combined in a control unit 23 spaced apart from the locking unit 22. The control unit 23 is located on the inside of the partition between the wet room and the dry room in the dry room of the motor vehicle door. The locking unit 22 is connected to the control unit 23 by means of a mechanical removal force transmission means 24. This force transmission means 24 is already a Bowden cable in the prior art. This is also the case with the illustrated embodiment. This is the best way to move the mechanical power transmission means 24 from the drying room to the damp room. In principle, of course, other force transmission means 24, for example rods with or without a lever, can also be used.

7 shows a control unit 23 of the preferred exemplary embodiment of a motor vehicle door lock according to the invention. The above-mentioned individual elements of the lock mechanism in this control unit 23 are identified with the same reference numerals as in the previously explained exemplary embodiment. It is indicated that there is a lock electronics in one level behind the level shown in the housing 25 of the control unit 23.

In addition to the elements already explained above, the exemplary embodiment in FIG. 6 also has a Bowden cable 26 for engaging a locking cylinder Adjustment element 11 (ZV security lever) and an anti-theft security drive having a second electric drive motor 27 and a separate worm wheel 28 relocates an anti-theft security pin 29 in an angular elongated hole in an inside operating lever 30, which in turn is connected to an inside door handle by means of a further Bowden cable 31 is. The state of the art may also be referred to for this basic construction.

It can thus be seen overall that the implementation of the teaching of the present invention results in a specific function of the motor vehicle door lock, which is independent of whether the motor vehicle door lock is made in one part or in two parts. Even with the two-part system, the power transmission ratios can be achieved using Bowden cables, etc.

The advantages of a two-part arrangement of the motor vehicle door lock include the following:

With a suitable arrangement of the control unit 23, in particular in the vicinity of the door hinges in the motor vehicle door or flap, the control unit 23 with the shock-sensitive lock electronics located therein is exposed to a lower mass acceleration than previously at the edge of the motor vehicle door that is distant from the articulation point.

The two-part design makes it possible, on the one hand, to have the locking unit 22 and, on the other hand, the control unit 23 in a block shape, that is to say no longer in an L shape, as in the case of an integrated design. This allows better use of the installation space in the motor vehicle door or flap.

The combination with a corresponding inner handle arrangement allows emergency adjustment directly on the control unit 23 from the inside.

Finally, with a suitable arrangement of the control unit 23, there is improved theft protection.

Thanks to the passive entry system and a switch for detecting the actuation of the outer door handle, the control electronics can recognize whether it is only unlocked or whether the motorized drive should also perform the opening function. The control of the electric drive motor 13 of the central control drive 12 can in this way be as required with only the necessary one

Energy supply take place.

In order to protect the mechanical system and to keep the noise level as low as possible, the control voltage of the electric drive motor 13 can be set lower in the central control function than in the opening function, for example to 8.0 V instead of 12.0 V.

Claims

Claims:

1.Motor vehicle door lock, which can be unlocked and locked by motor and is both mechanically and mechanically evident, with a lock mechanism with a plurality of interacting elements, with an external actuating element (3) to be operated by hand from an external door handle via a coupling element (5) in engaged position a trigger element or immediately a closing element (8), in particular a pawl, can actuate and performs an idle stroke in the disengaged position, the coupling element (5) when the external actuation element (3) is not actuated motorized from the engaged position into the disengaged position Position and vice versa is adjustable, wherein a central locking drive (12) is provided for motorized actuation of the coupling element (5) and wherein the central locking drive (12) can also actuate the release element or the closing element (8) in a second function, characterized in that there ß an opening operation normally only takes place mechanically with the external actuation element (3) and that the central control drive (12) in the second function actuates the release element or the closing element (8) only when the external actuation element (3) is already in idle stroke in this phase ,

2. Motor vehicle door lock according to claim 1, characterized in that the coupling element (5) via an adjusting element (11) is motor-operated.

3. Motor vehicle door lock according to claim 1 or 2, characterized in that the central locking drive (12) has a drive element which can be driven in two directions (15), in particular in the form of a drive pinion or a drive eccentric, which in one direction the coupling element (5) or actuated the adjusting element (11) and actuated the trigger element or the closing element (8) in the other direction.

4. Motor vehicle door lock according to claim 1 or 2, characterized in that the central locking drive (12) has a drive element which can be driven in two directions (15), in particular in the form of a drive pinion or a drive eccentric which in one direction the coupling element (5) or . The adjusting element (11) is actuated in the direction of the engaged position and the triggering element or the closing element (8) is actuated and in the other direction the coupling element (5) or the adjusting element (11) is actuated in the direction of the disengaged position and the closing element (8 ) to return to the closed position.

5. Motor vehicle door lock according to one of claims 1 to 4, characterized in that the coupling element (5) in the disengaged position when the external actuating element (3) is actuated is adjustable by a motorized actuation into a storage position upstream of the engaged position, from which the coupling element (5) is automatically displaced on discontinuation of the operation of the external actuating element (3), preferably under the action of the ^'spring force of a spring element in the coupled position.

6. Motor vehicle door lock according to claim 4 and possibly claim 5, characterized in that the drive element (15) is connected to a swivel arm (16), which at

Actuation of the drive element (15) pivots in one direction about a pivot axis (17) in such a way that its free end hits the trigger element or the closing element (8) and actuates it, provided the coupling element (5) is not in the engaged position and runs freely if the coupling element (5) is in the engaged position.

7. Motor vehicle door lock according to claim 6, characterized in that the adjusting element (11) as a on the Schwenkaπn (16) at a distance from the pivot axis (17) is mounted lever which, when pivoting the pivot arm (16) about the pivot axis ( 17) executes an essentially linear adjustment movement.

8. Motor vehicle door lock according to one of claims 1 to 7, characterized in that the coupling element (5) as on the adjusting element (11) is pivotally mounted, one end in a link (18) running lever.

9. Motor vehicle door lock according to claim 8, characterized in that the lever is spring-loaded towards the end of the link (18) facing the engaged position.

10. Motor vehicle door lock according to claim 4 and 5 and possibly claim 6, characterized in that the coupling element (5) is mounted directly on the drive element (15) and is relatively movable relative to it.

11. Motor vehicle door lock according to claim 10, characterized in that the coupling element (5) as a drive element (15) in a link (18) running lever is executed.

12. Motor vehicle door lock according to claim 11, characterized in that the lever is spring-loaded towards the end of the link (18) facing the engaged position

13. Motor vehicle door lock according to one of claims 1 to 12, characterized in that there is a lock (3 ') in the lock mechanism, in particular on the external actuating element (3), which is in the idle stroke of the external actuating element. element (3) prevents the coupling element (5) from falling into the engaged position.

14. Motor vehicle door lock according to one of claims 1 to 13, characterized in that an actuating arm (19) of the closing element (8) and an actuating arm (20) of the external actuating element (3) form a slot (21) which is open at one end, in which a part (7) of the coupling element (5), in particular a pin, is immersed in the engaged position and not immersed in the disengaged position.

15. Motor vehicle door lock according to claim 14, characterized in that the actuating arm (19) of the closing element (8) extends beyond the open end of the slot (21) and the part (7) of the coupling element (5) also in the disengaged position or possibly in the memory position in front of this actuation pin (19).

16. Motor vehicle door lock according to one of claims 1 to 15, characterized in that the closing elements, in particular thus pawl (8) and lock latch (9), are combined in a mechanical locking unit (22) that the other elements of the motor vehicle door lock , in particular the lock mechanism and possibly lock electronics, are combined in a control unit (23), that the locking unit (22) is to be arranged spatially spaced from the control unit (23) in or on the motor vehicle door or flap and that the trigger element for actuating the Closing element (8) a mechanical removal force transmission means (24), in particular a Bowden cable, has or represents.

17. Motor vehicle door lock according to claim 16, characterized in that the locking unit (22) in the damp room and the control unit (23) is to be arranged in the drying room of a motor vehicle door or flap and the mechanical force transmission means (24), in particular the Bowden cable, a damp / Dry separation of the motor vehicle door or flap sifted through.

18. Motor vehicle door lock according spoke 16 or 17, characterized in that the locking unit (22) and / or the control unit (23) has one or in each case a largely encapsulated housing (25) to the outside.

19. Motor vehicle door lock according to one of claims 1 to 18, characterized in that the central locking drive (12) has an electric drive motor (13).

20. Motor vehicle door lock according to Anspmch 19, characterized in that the electric drive motor (13) in the first function of the central locking drive (12), ie unlocking / locking, works with less power than in the second function, that is, for actuating the trigger element or of the closing element (8).

21. Motor vehicle door lock according to Anspmch 20, characterized gekennzeiclmet that the electric drive motor (13) in the first function with a lower voltage than in the second function, in particular with about 8 V compared to about 12 V, is controlled.