EP3748111B2 - Motor vehicle lock - Google Patents

Description

The invention relates to a motor vehicle lock according to claim 1 and to a method for producing such a motor vehicle lock according to claim 16.

The motor vehicle lock in question is equipped with a locking mechanism, which typically includes the locking elements "latch" and "pawl," as well as a lock housing structure. The motor vehicle lock has motorized functions, such as opening the locking mechanism.

The DE 10 2015 109494 A1 shows a motor vehicle lock with a locking mechanism and a lock housing structure with a motor drive arrangement.

Furthermore, a control unit for controlling the drive assembly is provided. The lock housing structure also includes an inner housing section equipped with the locking mechanism and the drive assembly, and a control housing section equipped with a control board. Furthermore, a lead frame of lead frame wires extending along the board plane is provided so that the control board can be electrically connected to other components to simplify wiring configurations and arrangements for the vehicle subsystems.

Another well-known motor vehicle lock ( DE 20 2013 103 042 U1 ) shows a drive assembly with an electric drive motor that serves to raise the locking mechanism's pawl. To ensure this opening function even in the event of a failure of the vehicle's electrical system, the lock housing structure incorporates a capacitive energy storage assembly. In an emergency, an electrical power supply is thus available for the drive assembly or a control unit associated with the drive assembly.

Given that, depending on the design, the control of the drive assembly is a safety-relevant function, it is desirable to provide the relevant control components in a pre-assembled and thus pre-testable manner. However, this is usually accompanied by a limitation of design flexibility, particularly with regard to the position of the drive assembly.

The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that the components involved in controlling the drive arrangement can be pre-assembled and that, at the same time, a high degree of structural flexibility with regard to the position of the drive arrangement is ensured at low costs.

A motor vehicle lock in which the drive arrangement is arranged separately from the locking mechanism in a separate fluid-tight housing is known from US 9,353,556 B2 known. From the DE 11 2014 004 455 T5 A motor vehicle lock is known in which the memory arrangement and the drive arrangement are electrically connected directly to the printed circuit board.

The above problem is solved by a motor vehicle lock according to claim 1.

The fundamental consideration is that, with a special design of the lock housing structure, the use of a stamped grid made of stamped grid cables for connecting the drive arrangement can fully meet both the desire for pre-assembly and the desire for design flexibility.

Specifically, it is proposed that the lock housing structure comprise an inner housing section equipped with the locking mechanism and the drive assembly, a housing cover for closing an upper side of the inner housing section, and, between the inner housing section and the housing cover, a control housing section equipped with a flat control board of the control unit and the energy storage assembly. This design of the lock housing structure allows for the aforementioned pre-assembly of the control board and the energy storage assembly by equipping the control housing section with these control components and, if necessary, additional control components. This allows a self-contained functional unit to be constructed on the control housing section, which can be subjected to a functional test in its pre-assembled state.

In detail, it is further proposed that a lead frame made of lead frames extending at least partially along the board plane is assigned to the control housing part, wherein at least part of the drive arrangement is electrically connected to the control board via the lead frames' leads. This means that the arrangement of the drive arrangement is not limited to the extent of the control board, but that the drive arrangement can be arranged largely arbitrarily with a suitable design of the lead frame. Because the lead frame extends at least partially along the board plane of the control board, the drive arrangement can be arranged laterally offset from the control board at any desired location along the board plane. In addition, the control board can be designed independently of the position of the drive arrangement. This makes it possible to reduce the extent of the control board in the board plane. Furthermore, the control board can take on a simple, in particular rectangular or square, shape, since the control board no longer necessarily has to extend towards the drive arrangement.

Preferred variants for the connection and arrangement of the energy storage arrangement are the subject of claims 2 and 3. In particular, the electrical connection of the energy storage arrangement to the control board via lead frames of the lead frames according to claim 2 enables the energy storage arrangement to be positioned laterally offset relative to the control board. according to claim 3. This spatial decoupling of the energy storage arrangement from the control board also leads to a high degree of structural flexibility, on the one hand with regard to the position of the energy storage arrangement and, on the other hand, with regard to the design of the control board.

The drive assembly and/or the control board and/or the energy storage assembly is/are preferably connected directly to the lead frame, i.e., without any intermediate connecting elements. For this purpose, the use of a plug-in connection or plug-in connections is proposed according to claim 4. Such a plug-in connection is, on the one hand, easy to manufacture and, on the other hand, with a suitable design, is insensitive to mechanical tolerances.

A particularly compact design is achieved by arranging the control board and energy storage assembly on top of the partition wall of the control housing section, and arranging the drive assembly on the underside of the partition wall of the control housing section. The partition wall can be used as a support for the stamped grid by embedding the stamped grid into the partition wall, preferably using a plastic injection molding process. For this purpose, the partition wall is naturally made of a plastic material.

The above offset position of the drive assembly and, if applicable, the energy storage assembly relative to the control board is achieved, according to claim 5, by a special design of the leadframe cables with a connector and two connecting tabs arranged at the ends of the connector. One of these leadframe cables thus has two connecting tabs located opposite each other at the ends.

The connecting tabs are preferably part of the plug connection mentioned above, so that the connecting piece provides a counter-bearing when establishing the plug connection. In this context, it is particularly advantageous for the connecting piece to be embedded in the partition wall, as mentioned above.

Preferred embodiments for the connecting tongues of the stamped grid lines are the subject of claims 5 to 8. Here it becomes clear that an extraordinarily high degree of structural flexibility can be achieved with the proposed stamped grid.

The further preferred embodiments according to claims 9 to 11 relate to preferred design variants for the lock housing structure. An important feature is that the control housing part cooperates with the housing cover to form at least one substantially closed chamber for accommodating the energy storage arrangement and/or the control board (claim 11).

The likewise preferred embodiments according to claims 12 and 13 relate to preferred assembly movements that accompany the establishment of the respective plug connection. It is interesting according to claim 13 that the assembly movement additionally accompanies a clamping attachment of the energy storage arrangement to the control housing part.

The further preferred embodiment according to claim 14 ensures that the electrical connection of the energy storage arrangement to the lead frame is not impaired during normal operation of the motor vehicle lock, in particular by slamming of an associated motor vehicle door.

A particularly compact variant for connecting the motor vehicle lock to a higher-level motor vehicle control system is disclosed in claim 15, in which the control housing part, in particular the control board, is equipped with an electrical connector assembly. For this purpose, the housing cover is preferably provided with at least one corresponding recess through which the connector assembly is accessible.

According to a further teaching according to claim 16, which has independent significance, a method for producing a proposed motor vehicle lock as such is claimed.

The key feature of this process is that the control housing section is fitted with the control board and the energy storage assembly, and only then is the inner housing section fitted with the control housing section. It is generally possible to perform a functional test of the pre-assembled functional unit after the control housing section has been fitted with the control board and the energy storage assembly.

According to claim 17, the control housing part is preferably assembled with the control board and/or the energy storage arrangement by joining the control board or the energy storage arrangement to the lead frame. This can be easily achieved using a plug-in connection as described above, so that the proposed method can be implemented with particularly low effort.

Fig. 1

ein vorschlagsgemäßes Kraftfahrzeugschloss in einer teilweisen Explosionsdarstellung und

Fig. 2

das Kraftfahrzeugschloss gemäß Fig. 1 in einer teilweise geschnittenen Darstellung.

In the following, the invention is explained in more detail with reference to a drawing which merely represents an exemplary embodiment. In the drawing,

Fig. 1

a proposed motor vehicle lock in a partially exploded view and

Fig. 2

the motor vehicle lock according to Fig. 1 in a partially cut representation.

The proposed motor vehicle lock 1 is applicable to all types of locking elements of a motor vehicle. These include, in particular, side doors, rear doors, tailgates, trunk lids, front hoods, and especially engine hoods. These locking elements can be designed as swing doors or sliding doors.

Fig. 1 shows that the motor vehicle lock 1 is equipped with a locking mechanism 2 consisting of a lock latch 3 and a pawl assembly 4 associated with the lock latch. The lock latch 3 interacts in the usual manner with a locking part 5 to hold the associated locking element in the closed position. For this purpose, the pawl assembly 4 consisting of two pawls 4a, 4b blocks the lock latch 3 in its respective closed position. To open the locking mechanism 2, the pawl assembly 4, here the pawl 4b, must be lifted out.

The locking part 5 is preferably arranged on the motor vehicle body, while the motor vehicle lock 1 is arranged on the closure element. This can also be arranged the other way around.

The motor vehicle lock 1 further comprises a lock housing structure 6 which, as also shown in Fig. 1 is shown, is multi-part. Provided in or on the lock housing structure 6 are a motor drive arrangement 7 for motor-driven driving of at least one mechanical lock component, here the pawl 4b, a control unit 8 for controlling the drive arrangement 7 and an energy storage arrangement 9, here and preferably capacitive, for supplying electrical voltage to the drive arrangement 7 and/or the control unit 8. The drive arrangement 7 has a first electric drive motor 10, which serves to lift the pawl 4b and thus to open the locking mechanism 2. In principle, the drive arrangement 7 can only have a single electric drive motor. Here and preferably, however, the drive arrangement 7 has a second drive motor 11, which serves to set mechanical locking states. For this purpose, a lock mechanism 12 is provided, which can be brought into the various locking states by the second drive motor 11.

The illustrated and preferred motor vehicle lock 1 is an electric lock with mechanical redundancy. This means that the locking mechanism 2 can be opened either by the drive assembly 7 or by manual actuation, for example, via a manually retractable exterior door handle. In principle, however, the motor vehicle lock 1 can also be a purely electric lock.

What is essential is that the lock housing structure 6 has an inner housing part 13 equipped with the locking mechanism 2 and the drive arrangement 7, a housing cover 14 for closing an upper side 15 of the inner housing part 13, and between the inner housing part 13 and the housing cover 14, a control housing part 17 equipped with a flat control board 16 of the control unit 8 and the energy storage arrangement 9. This arrangement allows the complete assembly of the control housing part 17 with the energy storage arrangement 9, the control board 16, and optionally further electrical or electronic components such as actuators, sensors, switches, or the like. The control housing part 17 thus equipped forms a self-contained functional unit that can be subjected to a functional test in this pre-assembled state.

It should be noted that the term "closure" in connection with the housing parts, in particular the housing cover 14, should be interpreted broadly. This does not necessarily mean a closure that seals against liquids on all sides, but can also be implemented as a cover. This is particularly important given that, depending on the design of the motor vehicle lock 1, passages for levers or the like may need to be provided.

It is also essential that the control housing part 17 is assigned an electrically conductive lead frame 19 comprising lead frames 20, 21, extending at least in sections along the board plane 18 of the control board 16, wherein at least a part of the drive arrangement 7 is electrically connected to the control board 16 via the lead frames 20, 21 of the lead frame 19. The lead frames 20 assigned to the drive arrangement 7 are in Fig. 2 shown. From this illustration it is clear that the drive arrangement 7, in particular the drive motors 10, 11, can be arranged largely arbitrarily along the board plane 18 of the control board 16 without the control board 16 having to have correspondingly large dimensions. Furthermore, Fig. 2 that the production of a plug connection, which will be explained later, with the lead frame 19 is easily possible due to the extension of the lead frame 19 along the board plane 18, provided that the assembly movements required for this purpose are provided transversely to the board plane 18, as in the illustrated embodiment.

Fig. 2 Finally, it is shown that additional electrical or electronic components can be easily connected to the lead frame 19, which are controlled and/or read out via the control board 16.

Furthermore, it is conceivable that further control boards 16 are provided, which in turn are connected to the lead frame 19.

The design flexibility achievable with the proposed solution concerns not only the positioning of the drive assembly 7, but also the positioning of the energy storage assembly 9. The energy storage assembly 9 is here and preferably also electrically connected to the control board 16 via lead frames 21 of the lead frame 19. In particular, this makes it possible for the energy storage assembly 9 to be positioned laterally offset from the control board 16 along the board plane 18. In addition, here and preferably, the energy storage assembly 9 is positioned directly on or in the board plane 18 of the control board 16.

Numerous advantageous variants are conceivable for the design of the energy storage arrangement 9. In the illustrated and thus preferred embodiment The energy storage arrangement 9 is a capacitive energy storage arrangement. Such an energy storage arrangement 9 has capacitors for storing electrical energy. These capacitors are preferably supercapacitors, also referred to as ultracapacitors. Alternatively, the energy storage arrangement 9 can have other types of energy storage devices, in particular accumulators or the like.

In the illustrated and thus preferred embodiment, the energy storage arrangement 9 has a first capacitor 22 and a second capacitor 23, which are configured separately from one another. In principle, it can also be provided that only a single capacitor or more than two capacitors are assigned to the energy storage arrangement 9.

What is interesting about the above-mentioned lateral offset of the energy storage arrangement 9 relative to the control board 16 and the connection via the lead frame 19 is the fact that the electrical connection between the energy storage arrangement 9 and the control board 16 can be designed to be particularly insensitive to mechanical tolerances. Relative movements between the control board 16 and the energy storage arrangement 9, as far as the electrical connection is concerned, only affect the other component via the lead frame 19. In addition, the lead frame 19 can be designed to be flexible, at least in sections, which further increases its tolerance insensitivity.

In addition, in the illustrated and thus preferred embodiment, the control board 16 and the energy storage arrangement 9 are mounted separately from one another on the control housing part 17, so that mechanical interaction between these two components is further reduced. For example, mechanical vibrations of the energy storage arrangement 9 are transmitted at most to the control housing part 17 and not directly to the control board 16. This mechanical decoupling leads to mechanical protection of the control board 16 and thus to a reduction in the probability of failure of the control board 16.

Of particular importance in this case is the easy-to-manufacture and tolerance-insensitive connection of the lead frame 19 to the components involved. Here, and preferably, this connection is a plug-in connection, which can be configured as a plug-socket connection, an insulation displacement connection, or the like. Such a plug-in connection can be manufactured with a simple assembly movement and, with a suitable design, allows for a high degree of tolerance insensitivity along the respective assembly movement.

In detail, it is preferably the case that the electrical connection between the drive arrangement 7 and the lead frame 19 is designed as a plug connection, as shown in the illustration according to Fig. 2 Here, and preferably, the plug connection between the drive assembly 7 and the lead frame 19 is a plug-socket connection 24, 25.

Alternatively or additionally, it can be provided that the electrical connection between the control board 16 and the lead frame 19 is designed as a plug connection. Here too, according to a synopsis of Fig. 1 and Fig. 2 It is provided that the plug connection is designed as a plug-socket connection 26, so that the control board 16 can be easily plugged onto the lead frame 19.

Further alternatively or additionally, it can be provided that the electrical connection between the energy storage arrangement 9 and the lead frame 19 is designed as a plug connection. Fig. 2 shows that the plug connection here is an insulation displacement connection 27, 28, which is provided between the terminals 22a, 23a and the lead frame 19. The terminals 22a, 23a are arranged in pairs in coordination with the associated terminal tongues and have such different dimensions that polarity reversal of the terminals 22a, 23a is impossible.

All of the connectors mentioned above have in common the ease of manufacture through a simple assembly movement and the high tolerance insensitivity to mechanical tolerances.

The control housing part 17 is equipped with a partition wall 29, which preferably runs parallel to the circuit board plane 18 and defines a top side 30 and a bottom side 31 of the control housing part 17. The control board 16 and the energy storage arrangement 9 are arranged on the top side and the drive arrangement 7 is arranged on the bottom side. This basic arrangement results in a compact design of the motor vehicle lock 1 as a whole. In this context, it is advantageous that at least part of the lead frame 19 is embedded in the partition wall 29.

Generally speaking, at least a portion of the lead frame 19 is embedded in a housing wall of the lock housing structure 6. This housing wall is the partition wall 29 mentioned above.

Preferred variants for the design of the lead frames 20, 21 of the lead frame 19 are shown in Fig. 2 shown. Preferably, at least some of the lead frames 20, 21 of the lead frame 19 each have a connecting piece 32, 33 running along the board plane 18, here and preferably embedded in the partition wall 29, with end-side connecting tabs 34, 35; 36, 37, wherein the connecting tabs 34, 35; 36, 37 protrude, here and preferably transversely, from the partition wall 29. In a particularly preferred embodiment, the length of the connecting piece 32, 33 is greater than the respective lengths of the end-side connecting tabs 34, 35; 36, 37. This takes into account the fact that the proposed offset of the drive arrangement 7 or the energy storage arrangement 9 relative to the control board 16 goes beyond a merely slight displacement.

At least some of the connecting tabs, here the connecting tabs 34, 35, 37, are preferably designed as connecting pins, each of which provides a connector plug for a plug-socket connection. Alternatively or additionally, it can be provided that at least some of the connecting tabs, here the connecting tabs 36, are designed in the manner of insulation displacement terminals. Further alternatively or additionally, it can be provided that at least some of the connecting tabs are designed as resilient connecting elements, and/or that at least some of the connecting tabs are designed as, here and preferably, resilient, connecting sockets. All of these preferred configurations of connecting sockets serve to establish the above electrical connection to the lead frame 19 via a plug connection that is easy to manufacture and insensitive to mechanical tolerances. In principle, however, the respective electrical connections can also be produced, at least in part, by a conventional soldering process.

The two end-side connecting tabs 36, 37 of at least some of the stamped grid lines 20, 21, here and preferably of the stamped grid lines 21 assigned to the energy storage arrangement 9, preferably protrude in the same direction from the partition wall 29. This is appropriate since both the energy storage arrangement 9 and the control board 16 are arranged on the upper side 30 of the control housing part 17.

This is different for the leadframe cables 20 assigned to the drive assembly 7. Here, it is preferably the case that the two end-side connecting tabs 34, 35 protrude in opposite directions from the partition wall 29. This takes into account the fact that the drive assembly 7 is arranged on the underside 31 of the control housing part 17, while the control board 16 is arranged on the top side 30 of the control housing part 17.

A summary of Fig. 1 and Fig. 2 further shows that the housing cover 14, together with the inner housing part 13, completely encloses the control housing part 17, particularly in a sealing manner. This results in further design flexibility, particularly with regard to the design of the control housing part 17 and the sealing requirements that may need to be met there. The term "sealing" is to be understood here in the sense of a liquid-tight seal.

It results from the representation according to Fig. 1 that the control housing part 17 has a first housing section 38 for receiving the energy storage arrangement 9 and, separately therefrom, a second housing section 39 for receiving the control board 16. Preferably, the two housing sections 38, 39, as in Fig. 1 shown, separated from each other by a side wall 40. It is further preferred that the energy storage arrangement 9 has the above-mentioned electrical connections 22a, 23a, which protrude through the side wall 40 and—from the energy storage arrangement 9—beyond the side wall 40 are in electrical connection with associated connection tabs 36 of the lead frame 19. The side wall 40 is here and preferably transverse to the above-mentioned partition wall 29.

The control housing part 17, together with the housing cover 14, forms at least one chamber closed in the above sense for accommodating the energy storage arrangement 9 and/or the control board 16. In the illustrated and thus preferred embodiment, it is provided that the first housing section 38 and the second housing section 39, together with the housing cover 14, each form a chamber closed in the above sense.

The motor vehicle lock 1 is preferably assigned an assembly direction 41, wherein the control housing part 17 can be equipped with the energy storage arrangement 9 in an assembly movement 42 in the assembly direction, establishing the plug connection with the lead frame 19. Alternatively or additionally, it is provided that the control housing part 17 can be equipped with the control board 16 in an assembly movement 43 in the assembly direction 41, establishing the plug connection with the lead frame 19.

Further alternatively or additionally, it is provided that the inner housing part 13 can be equipped with the control housing part 17 in an assembly movement 44 in the assembly direction 41, establishing the plug-in connection with the lead frame 19. In addition to the proposed electrical connection, the illustrated embodiment shows an interesting mechanical fastening of the energy storage arrangement 9. Here, it is provided that the control housing part 17 has a clamping arrangement 45, wherein during the assembly movement 42 of the energy storage arrangement 9 in the assembly direction 41, the energy storage arrangement 9 comes into clamping engagement with the control housing part 17 via the clamping arrangement 45. For this purpose, the clamping arrangement 45 preferably has clamping ribs 46 that extend along the assembly direction 41. Other variants for the design of the clamping arrangement 45 are conceivable. A particularly advantageous feature of the clamping arrangement 45 is the fact that the assembly movement 42 of the energy storage arrangement 9 creates not only an electrical connection, but also a mechanical connection. The assembly movement of the energy storage arrangement 9 in particular is of particular importance in this case, since it must be ensured that the energy storage arrangement 9, as a safety-relevant component, always maintains a secure electrical connection to the lead frame 19. This particularly applies to the situation of the Slamming of an associated closure element, in particular of an associated motor vehicle door, which is accompanied by a corresponding force acting on the energy storage arrangement 9. For this purpose, the motor vehicle lock 1 is initially assigned a closing direction 47, in which the motor vehicle lock 1 runs in the assembled state when the associated closure element is closed. Preferably, the assembly movement 42 of the energy storage arrangement 9 is oriented differently, in particular transversely, to the closing direction 47. This ensures that the electrical connection of the energy storage arrangement 9 to the lead frame 19 is not impaired during intended use.

A further preferred measure for high operational reliability consists in the housing cover 14 having a hold-down arrangement 48a, which acts forcefully on the energy storage arrangement 9, in particular on the housings of the capacitors 22, 23, in the assembly direction 41. This ensures that any accelerations that may occur, in particular vibrations, cannot impair the electrical connection between the energy storage arrangement 9 and the lead frame. Here and preferably, the hold-down arrangement 48a has web-like formations arranged on an inner side of the housing cover 14.

Alternatively or additionally, the housing cover 14 has a contact holder arrangement 48b, which acts in a force-locking manner on the terminals 22a, 23a of the energy storage arrangement 9, in particular the capacitors 22, 23, in the assembly direction 41. This, in turn, ensures that the terminals 22a, 23a cannot leave the connection with the lead frame 19.

Only indicated in the drawing is the preferred variant, according to which the control housing part 17, here and preferably the control board 16, is equipped with an electrical connector assembly 49, which is accessible through the housing cover 14. For this purpose, the housing cover 14 is provided with corresponding recesses 50.

According to a further teaching, which is of independent importance, a method for producing a proposed motor vehicle lock 1 as such is claimed.

According to the proposed method, the control housing part 17 is first fitted with the control board 16 and the energy storage assembly 9. Only then is the inner housing part 13 fitted with the control housing part 17, thereby establishing the electrical connection between the control board 16 and the drive assembly 7. As described above, the first method step allows a functional test to be performed without having to assemble the entire motor vehicle lock 1.

Preferably, the control housing part 17 is equipped with the control board 16 and/or the energy storage arrangement 9 by joining the control board 16 or the energy storage arrangement 9 to the lead frame 19. As mentioned above, this is preferably provided via a plug-in connection. Reference is made to all explanations of the proposed motor vehicle lock 1 that are suitable for explaining the proposed method.

Claims (17)

1. Motor vehicle lock with a locking mechanism (2) and a lock housing structure (6), a motorized drive arrangement (7) for the motorized drive of at least one mechanical lock component, a control unit (8) for the actuation of the drive arrangement (7), and an (in particular, capacitive) energy storage arrangement (9) for the electric voltage supply of the drive arrangement (7) and/or the control unit (8) being provided in or on the lock housing structure (6),
   wherein the lock housing structure (6) has an inner housing part (13) which is fitted with the locking mechanism (2) and the drive arrangement (7), a housing cover (14) for closing an upper side (15) of the inner housing part (13), and, between the inner housing part (13) and the housing cover (14), a control housing part (17) which is fitted with a planar control board (16) of the control unit (8) and the energy storage arrangement (9), in that the control housing part (17) is assigned a leadframe (19) which consists of leadframe lines (20, 21) and extends at least in sections along the board plane (18) of the control board (16), and in that at least part of the drive arrangement (7) is connected electrically via the leadframe lines (20) of the leadframe (19) to the control board (16)and that a dividing wall (29) of the control housing part (17) defines an upper side (30) and a lower side (31) of the control housing part (17), and in that the control board (16) and the energy storage arrangement (9) are arranged on the upper side and the drive arrangement (7) is arranged on the lower side, wherein at least part of the leadframe (19) is embedded in the dividing wall (29).
2. Motor vehicle lock according to Claim 1, characterized in that the energy storage arrangement (9) is connected electrically via leadframe lines (21) of the leadframe (19) to the control board (16).
3. Motor vehicle lock according to Claim 1 or 2, characterized in that the energy storage arrangement (9) is positioned along the board plane (18) offset laterally with respect to the control board (16).
4. Motor vehicle lock according to one of the preceding claims, characterized in that the electric connection between the drive arrangement (7) and the leadframe (19) and/or the electric connection between the control board (16) and the leadframe (19) and/or the electric connection between the energy storage arrangement (9) and the leadframe (19) are/is configured as a plug-in connection or as plug-in connections, and preferably in that the plug-in connection is configured as a plug/socket connection, as an insulation displacement connection or the like.
5. Motor vehicle lock according to one of the preceding claims, characterized in that at least part of the leadframe lines (20, 21) of the leadframe (19) in each case has a connecting piece (32, 33) which runs along the board plane (18), is preferably embedded in the dividing wall (29) and has end-side connector tongues (34, 35; 36, 37), and in that the connector tongues (34, 35; 36, 37) project, in particular transversely, from the dividing wall (29), and preferably in that the length of the connecting piece (32, 33) is greater than the respective lengths of the end-side connector tongues (34, 35; 36, 37).
6. Motor vehicle lock according to Claim 5, characterized in that at least part of the connector tongues (34, 35; 36, 37) are configured as connector pins, and/or in that at least part of the connector tongues (34, 35; 36, 37) are configured as resilient connector elements, and/or in that at least part of the connector tongues (34, 35; 36, 37) are configured as connector sockets which are, in particular, resilient, and/or in that at least part of the connector tongues (34, 35; 36, 37) are configured in the form of insulation displacement connectors.
7. Motor vehicle lock according to Claim 5, characterized in that the two end-side connector tongues (36, 37) of at least part of the leadframe lines (20, 21), preferably of the leadframe lines (21) which are assigned to the energy storage arrangement (9), project in an identical direction from the dividing wall (29).
8. Motor vehicle lock according to Claim 5, characterized in that the two end-side connector tongues (34, 35) of at least part of the leadframe lines (20, 21), preferably of the leadframe lines (20) which are assigned to the drive arrangement (7), project in an opposed direction from the dividing wall (29).
9. Motor vehicle lock according to one of the preceding claims, characterized in that, together with the inner housing part (13), the housing cover (14) encloses the control housing part (17) completely, in particular in a sealing manner.
10. Motor vehicle lock according to one of the preceding claims, characterized in that the control housing part (17) has a first housing section (38) for receiving the energy storage arrangement (9) and, separately therefrom, a second housing section (39) for receiving the control board (16), preferably in that the two housing sections (38, 39) are separated from one another by way of a side wall (40), and further preferably in that the energy storage arrangement (9) has electric connectors (22a, 23a) which protrude through the side wall (40) and are connected electrically on the other side of the side wall (40) to associated connector tongues of the leadframe (19).
11. Motor vehicle lock according to one of the preceding claims, characterized in that, together with the housing cover (14), the control housing part (17) configures at least one closed chamber for receiving the energy storage arrangement (9) and/or the control board (16), and preferably in that, together with the housing cover (14), the first housing section (38) and the second housing section (39) configure in each case one closed chamber.
12. Motor vehicle lock according to one of the preceding claims, characterized in that the motor vehicle lock (1) is assigned an assembly direction (41), and in that the control housing part (17) can be fitted with the energy storage arrangement (9) in an assembly movement (42) in the assembly direction (41), in a manner which establishes the plug-in connection to the leadframe (19), and/or in that the control housing part (17) can be fitted with the control board (16) in an assembly movement (43) in the assembly direction (41), in a manner which establishes the plug-in connection to the leadframe (19), and/or in that the inner housing part (13) can be fitted with the control housing part (17) in an assembly movement (44) in the assembly direction (41), in a manner which establishes the plug-in connection to the leadframe (19).
13. Motor vehicle lock according to one of the preceding claims, characterized in that the control housing part (17) has a clamping arrangement (45), and in that, during the assembly movement (42) of the energy storage arrangement (9) in the assembly direction (41), the energy storage arrangement (9) comes into clamping engagement via the clamping arrangement (45) with the control housing part (17), and preferably in that the clamping arrangement (45) has clamping ribs (46) which extend along the assembly direction (41).
14. Motor vehicle lock according to one of the preceding claims, characterized in that the motor vehicle lock (1) is assigned a closing direction (47), in which, in the assembled state, the motor vehicle lock (1) runs in the case of closing of an associated closure element, and in that the assembly movement (42) of the energy storage arrangement (9) is oriented differently, in particular transversely, with respect to the closing direction (47).
15. Motor vehicle lock according to one of the preceding claims, characterized in that the control housing part (17), in particular the control board (16), is fitted with an electric plug arrangement (49) which is accessible by way of the housing cover (14).
16. Method for producing a motor vehicle lock according to one of the preceding claims, characterized in that the control housing part (17) is fitted with the control board (16) and the energy storage arrangement (9), and, afterwards, the inner housing part (13) is fitted with the control housing part (17).
17. Method according to Claim 16, characterized in that the control housing part (17) is fitted with the control board (16) and/or the energy storage arrangement (9), by the control board (16) and/or the energy storage arrangement (9) being joined to the leadframe (19).

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