Aerofoil element for a vehicle, in particular a motor vehicle, and vehicle

Abstract

The invention relates to a wing element (2) for a vehicle (1), comprising at least one base element (4), a handle element (7) which is formed separately from the base element (4) and which can be moved relative to the base element from an initial position (AS) to a handling position, whereby a lock (12) can be mechanically unlocked, by means of which the wing element (2) which is movably arranged between a closed position and at least one open position on a vehicle body of the vehicle (1) can be locked in the closed position, a locking device (19) which is formed separately from the base element (4) and separately from the handle element (7) and which can be moved relative to the base element (4) and relative to the handle element (7) from a locking position (ST) to a release position, in which locking position the handle element (7) is locked by the locking device (19) against a movement from the initial position (AS) to the handling position, and in which release position the locking device (19) allows a movement of the handle element (7) from the initial position (AS) to the handling position.

Description

Technical Field

[0001] This invention relates to a flap element for vehicles, particularly motor vehicles, and especially to a door. Furthermore, this invention relates to a vehicle, particularly a motor vehicle, having at least one such flap element. Background Technology

[0002] WO 2007 / 118552 A1 discloses a motor vehicle having a door with a lower door portion and an upper window portion, separated by a window sill. WO 2020 / 01137 A1 discloses a device for operating a vehicle door, which includes a sensor device configured to detect forces acting on the door and generate corresponding sensor data. Furthermore, DE 10 2017 202 114 A1 discloses a motor vehicle having at least one side door with a door body. Additionally, WO 2006 / 007916 A1 discloses a motor vehicle door having an internal module and an external module. Summary of the Invention

[0003] One object of the present invention is to provide a wing element for a vehicle, particularly for a motor vehicle, and a vehicle having at least one such wing element, thereby enabling particularly advantageous maneuverability of the wing element.

[0004] According to the invention, this task is accomplished by a wing element having the features of claim 1 and by a vehicle having the features of claim 13. Advantageous embodiments of the invention are the subject of the dependent claims.

[0005] The first aspect of the invention relates to a wing element for a vehicle, particularly a motor vehicle. This means that the vehicle, preferably designed as a motor vehicle, particularly an automobile, and especially a passenger car, has the wing element in its fully manufactured state. The wing element should be understood as a component that is movably, particularly pivotally, held or able to be held (i.e., arranged or able to be arranged) on the vehicle body, for example, a vehicle body designed as a self-supporting body, the interior space of which is also called the passenger compartment or passenger space or driver's cab is formed by the vehicle body. During vehicle operation, occupants (e.g., the driver of the vehicle) can remain in the interior space. Therefore, in the fully manufactured state of a vehicle having the wing element, the wing element is constructed separately from the vehicle body and is movably, particularly pivotally, held on the vehicle body. For example, the wing element is disposed at a body opening of the vehicle body. The wing element can move, particularly pivot, relative to the vehicle body between a closed position and at least one open position, particularly when the wing element is connected to the vehicle body. In the closed position, at least one sub-area of ​​the body opening is closed by the wing element. In the open position, the fender element releases this sub-area of ​​the body opening. Specifically, the fender element can be a door, also known as a door, particularly a side door, thus the body opening is designed, for example, as a particularly side or rear door opening. Therefore, for example, in the open position of the fender element, a person initially present in the vehicle and the environment surrounding the fender element can enter the interior space through the released sub-area of ​​the body opening. Furthermore, a person initially present in the interior space can exit the interior space through the released sub-area of ​​the body opening, and thus reach or enter the surrounding environment. Additionally, it is conceivable that the fender element is a flap, such as a rear flap or a front flap. For example, the fender element can be a trunk flap or trunk lid or hood. Therefore, for example, the body opening can be a particularly side or rear door opening or a front or rear storage space opening, thus, for example, access to the vehicle's, for example, front or rear storage spaces, particularly the trunk, via the sub-area released in the open position of the fender element. Therefore, the wing element is an additional component that is separately constructed from the vehicle body, which can be movably, in particular pivotally, arranged or mounted on the vehicle body.

[0006] The wing element has at least one base element, which is designed to be solid and preferably self-rigid, i.e., shape-stable. Within the scope of this disclosure, a self-rigid and therefore shape-stable element (e.g., the base element) should be understood as an element that is not flexible and therefore shape-stable like, for example, a piece of cloth or a traction device designed as a rope, and thus can only transmit tension and not pressure, but is self-rigid and therefore shape-stable, so that the element independently maintains its shape when viewed alone, and thus can transmit both tension and pressure.

[0007] The wing element also has a handle element separately formed from the base element, which is movable relative to the base element from an initial position to an operating position, particularly rotatably and / or translatably. For example, the handle element is held at least indirectly, particularly directly, on the base element, and when the handle element is coupled to the base element (i.e., held on the base element), it is movable relative to the base element from the initial position to the operating position, particularly rotatably and / or translatably. By moving the handle element relative to the base element from the initial position to the operating position, the lock can be unlocked mechanically, particularly purely mechanically, and thus without the use of electrical energy. With this lock, the wing element, which is movably, particularly pivotally, arranged or can be arranged on the vehicle body between a closed position and at least one open position, can be locked in the closed position, particularly relative to the vehicle body.

[0008] The flap element, particularly the handle element, may have an operating element, by means of which the lock can be electrically unlocked by operation, particularly manipulation of the operating element. For example, when the flap element is designed as a door of a vehicle, particularly a side door, the lock is a door lock, or the lock is also referred to as a door lock. In particular, the lock can be an integral part of the flap element and therefore can move together with the flap element relative to the vehicle body between a closed position and at least one open position, particularly by common pivoting. In particular, the operating element can be a mechanical operating element, such as a button, a key, or a push button. For example, the operating element can move between a first operating element position and a second operating element position relative to a reference element, particularly designed as a solid element, of the flap element, particularly the handle element, particularly in a rotatable and / or translational manner. By operation, particularly manipulation of the operating element, the operating element moves, for example, from the first operating element position relative to the reference element to the second operating element position, thereby the lock can be electrically unlocked. The lock can, for example, be adjusted between its locked state and its unlocked state. By unlocking the lock, the lock is moved from the locked state to the unlocked state. If the flap element is in the closed position and the lock is in the locked state during this period, the flap element is secured in the closed position by means of the lock, particularly in a form-locking manner, and is therefore prevented from undesirable movement relative to the vehicle body towards the open position. To open the flap element, even if it moves from the closed position to the open position, for example by human operation, particularly by manipulating the operating element. Thus, the lock is electrically unlocked, i.e., the electric unlocking of the lock is achieved, thereby the lock is moved from the locked state to the unlocked state, causing the lock to release the flap element so that it moves relative to the vehicle body from the closed position to the open position. For example, on the vehicle body, particularly on a vehicle pillar, such as a door pillar and also called a body or structural pillar, a locking element is fixed, such as a locking bolt also called a locking bolt or a locking bow also called a locking bow. In the closed position of the flap element and in the locked state of the lock, for example, the lock, particularly the fork-shaped and / or rotating claws of the lock, interact with the locking element, particularly in a form-locking manner, thereby fixing or being fixed relative to the vehicle body in the closed position. For example, the lock has a first locking element, which may be, for example, the fork-shaped and / or rotating claws mentioned above. The locking element is also referred to as the second locking element. In the closed position of the flap element and in the locked state of the lock, for example, the first locking element and the second locking element interact, particularly in a form-locking manner, thereby fixing or being fixed relative to the vehicle body in the closed position. For example, the first locking element can move between the locked and unlocked positions relative to a base element of the lock and particularly relative to the second locking element (locking element) and particularly relative to the base element, particularly in a translational and / or rotatable manner.In the closed position of the flap element and in the locked position of the first locking element, the first and second locking elements work together, particularly in a form-locking manner, thereby fixing or potentially fixing the flap element in the closed position. The second locking element is fixed to the vehicle body at least indirectly, and particularly directly, in such a way that relative movement between the second locking element and the vehicle body is prohibited. In particular, the second locking element can be fixed to the vehicle pillar at least indirectly, and particularly directly, and thus to the vehicle body, particularly preventing relative movement between the second locking element and the vehicle pillar, and therefore between the second locking element and the vehicle body. By unlocking the lock, or during unlocking, for example, by moving the first locking element from the locked position to the unlocked position, in which the interaction of the first and second locking elements does not occur, the flap element is thus released for movement relative to the vehicle body from the closed position to the open position. The feature that "the lock can be electrically unlocked by operation, particularly by actuating the actuating element" should be understood in particular as, for example, by actuating the actuating element, an electrically actuated lock actuator (which is designed, for example, an electric motor) is particularly electrically controlled. Through this control of the lock actuator, the lock actuator is electrically driven, thereby moving the lock actuator, such as the first lock element, particularly when using electrical energy, and thus electrically from the locked position to the unlocked position. This means that the first lock element is electrically moved from the locked position to the unlocked position, thereby the lock is electrically, i.e., unlocked when using the aforementioned electrical energy. After the lock is electrically unlocked, the subsequent movement of the flap element from the closed position to the open position can be caused, for example, by a person or by the aforementioned person manually, particularly by the person manually applying force, particularly pulling or pressing, especially via the handle element acting on the flap element, thereby moving the flap element relative to the vehicle body from the closed position to the open position. Furthermore, it is conceivable that, due to the operation of the operating element, the flap element is electrically (i.e., when using electrical energy) moved or movable relative to the vehicle body from the closed position to the open position, particularly after the lock is electrically unlocked. For this purpose, for example, an electrically actuated motion device is provided, which has, for example, the aforementioned electrically actuated lock actuator and / or at least one other electrically actuated motion actuator. Because the operation of the operating element, such as the motion device, is particularly electrically controlled, and thus electrically driven, the wing element moves, in particular, pivots, relative to the vehicle body from a closed position to an open position using electrical energy. Therefore, the lock can be unlocked particularly comfortably, and the wing element can be opened particularly comfortably, i.e., moved from the closed position to the open position. It is conceivable that the wing element, particularly the handle element, and especially the operating element, has at least one particularly electrical or electrically actuable sensor by which operation of the operating element, for example, caused by a person, can be detected.Furthermore, it is conceivable that the operating element is or includes a touch-sensitive surface, which can be operated by a person touching the touch-sensitive surface with their finger. If, for example, a sensor detects the operation of the operating element caused by the person, i.e., in particular, movement of the operating element from a first operating element position to a second operating element position caused by the person, then the lock actuator is controlled, in particular as described above, thereby electrically unlocking the lock by means of the lock actuator. The lock actuator may be a component of the wing element. Furthermore, it is conceivable that the sensor is a component of the wing element, particularly the handle element, and especially the operating element. Furthermore, the lock may be a component of the wing element.

[0009] In principle, for example, due to a vehicle accident, the operating elements and / or sensors and / or lock actuators may no longer be able to be supplied with electrical power or current because, for example, the power supply to the operating elements and / or lock actuators and / or sensors is damaged, interrupted, or destroyed. In this case, the lock may no longer be able to be electrically unlocked because, for example, the lock actuators can no longer be operated and / or because, for example, operation or manipulation of the operating elements can no longer be detected by means of sensors.

[0010] In order to still be able to unlock the lock and thus still be able to open the wing element simply and quickly, and thus achieve the particularly advantageous maneuverability of the wing element, the handle element can be moved relative to the base element from the initial position to the operating position, in particular translationally and / or rotatably, so that the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, i.e., from the locked state to the unlocked state.

[0011] Therefore, for example, after a vehicle accident, a person remaining in the vehicle and thus in the environment surrounding the wing element, acting as a first responder, can move the handle element from its initial position to an operating position, and thus subsequently quickly and easily open the wing element. The person can then, for example, enter the interior space and thus, for example, care for those remaining inside.

[0012] Here, the wing element has a locking device separate from the base element and the handle element. This locking device is movable from a locked position to a released position relative to the base element and relative to the handle element, particularly rotatably and / or translatably. In the locked position, the handle element is locked by the locking device to prevent movement from the initial position to the operating position. In other words, in the locked position, the locking device prevents the handle element from moving from the initial position to the operating position. Thus, for example, in the normal state of the vehicle (where no accident has occurred), undesirable movement of the handle element from the initial position to the operating position can be avoided. Thus, for example, a person remaining in the environment surrounding the vehicle in its normal state can grasp, particularly hold, the handle element and apply force to the wing element through the handle element to operate the wing element, even if it moves relative to the vehicle body, without undesirable movement of the handle element from the initial position to the operating position. This ensures particularly advantageous operability of the wing element.

[0013] In the released position, the locking device allows the handle element to move from the initial position to the operating position. In other words, in the released position, the locking device releases the handle element so that it can move from the initial position to the operating position. This means that, for example, especially after a vehicle accident, when the locking device is in the released position, a person remaining in the environment surrounding the vehicle can quickly and easily move the handle element from the initial position to the operating position, and thus quickly and easily unlock the lock, after which the person can quickly and easily open the flap element.

[0014] The wing element also has an actuator that is separate from the base element, the handle element, and the locking device. Furthermore, the wing element has a rigid coupling element, preferably designed as a solid, that is separate from the base element, the handle element, the locking device, and the actuator. This coupling element is designed, for example, as a rod, i.e., a coupling rod. The coupling element is rigid and therefore shape-stable, allowing both tensile and compressive forces to be transmitted, for example, between the actuator and the locking device. The locking device can be driven by the actuator via the coupling element, thereby moving it from a locked position relative to the base element to a released position. Thus, the actuator can, for example, generate an actuating force acting on the coupling element, which can be transmitted from the actuator to the locking device via the coupling element, moving the locking device from the locked position to the released position. This actuating force can be tensile or compressive. Preferably, the coupling element is coupled to or can be coupled to the actuator on one hand. Furthermore, the coupling element is coupled to the locking device on the other hand, as will be described in detail below. Particularly preferably, the coupling element is hingedly coupled to the locking device on the other hand.

[0015] If, for example, by means of the vehicle's sensor devices, an actual accident involving the vehicle is determined, in particular, detected, and / or if, by means of the vehicle's electronic computing devices, the probability of a future accident involving the vehicle is determined, in particular, calculated, to exceed a predetermined or predeterminable threshold, then, for example, the actuator is controlled, in particular, electrically. This particularly electrical control of the actuator causes the actuator to drive the locking device via a coupling element, thereby moving it from a locked position to a released position. Subsequently, after an accident, a person remaining in the vehicle's surroundings can easily and quickly move the handle element from its initial position to its operating position, and subsequently open the wing element, and, for example, subsequently enter the interior space.

[0016] To achieve particularly advantageous maneuverability of the winglet element, the present invention specifies that the coupling element has a length region, also referred to as a first length region. Unless otherwise stated, the term "length region" as used above and below refers to the first length region of the coupling element. The length region of the coupling element is designed to be S-shaped or Z-shaped when viewed in an imaginary plane, also referred to as a first imaginary plane, and thus has a so-called S-bend or a so-called Z-bend. Unless otherwise stated, the term "plane" as used below refers to the first imaginary first plane. In other words, the length region of the coupling element is designed to be S-shaped or Z-shaped when viewed in the imaginary plane, and thus has an S-shape or Z-shape when viewed in the plane. Therefore, the length region of the coupling element has two regional portions that extend obliquely or parallel to each other when viewed in the imaginary plane, namely the first regional portion and the second regional portion. Thus, for example, the first regional portion is an S-shaped or Z-shaped first leg, and for example, the second regional portion is an S-shaped or Z-shaped second leg. Furthermore, the length region of the coupling element, designed to be S-shaped or Z-shaped when viewed in the imaginary plane, has an intermediate portion extending between the region portions when viewed in the imaginary plane, through which the region portions are interconnected. Thus, for example, the intermediate portion is a tab arranged between the legs, through which the legs are interconnected. Specifically, it is stipulated that the region portions and the intermediate portion are integrally, i.e., single-piece, and thus preferably formed from a single component. In other words, it is preferably stipulated that the region portions and the intermediate portion are formed by an integral, i.e., single-piece, and therefore single-component body, and thus as a single unit and therefore integrally manufactured. In other words, it is preferably stipulated that the region portions and the intermediate portion are not separately constructed and interconnected, but rather preferably integrally constructed from a single component, i.e., formed from a single component.

[0017] The middle portion extends obliquely or vertically relative to the corresponding regional portion when viewed in the imaginary plane. This means that the middle portion extends obliquely or vertically relative to both the first and second regional portions when viewed in the imaginary plane. In particular, when the length region is designed to be S-shaped, extending in an arc shape, for example, the feature of "the middle portion extending obliquely or vertically relative to the corresponding regional portion" should be understood as a tangent line tangent to the middle portion extending obliquely or vertically relative to each regional portion or relative to another tangent line tangent to each regional portion.

[0018] The locking device has a receiving portion through which a middle portion passes. This means that the middle portion completely penetrates the receiving portion. Preferably, the area portion is arranged outside the receiving portion, so preferably, the area portions connected to the middle portion on both sides are also connected to the receiving portion and the locking device on both sides. Since the receiving portion of the locking device is penetrated by the middle portion, i.e., since the middle portion penetrates the receiving portion, the coupling element is particularly hingedly coupled to the locking device. Since the length region of the coupling element is designed to be S-shaped or Z-shaped, and since the middle portion passes through the receiving portion of the locking device, on the one hand, for example in the method of manufacturing the wing element, the coupling element can be coupled to the locking device particularly simply and thus saving time and cost, especially by inserting the S-shaped or Z-shaped length region and thus guiding it through the receiving portion, particularly until the middle portion is located in the receiving portion. Thus, the coupling element is particularly hingedly coupled to the locking device. By means of the S-shape or Z-shape, after the coupling element is coupled to the locking device, undesirable detachment of the coupling element from the locking device can be reliably avoided, thereby reliably maintaining the coupling element and the actuator coupled to the locking device by means of the coupling element. Therefore, the locking device can be moved from the locked position to the released position by means of an actuator, especially after a vehicle accident, thereby ensuring particularly advantageous maneuverability and particularly high safety of the wing element.

[0019] Preferably, the handle element is an outer handle element, particularly an outer door handle element, and therefore it is preferably arranged on the outer side of the fender element. In the mounted position of the fender element (where the fender element occupies its mounting position in the fully manufactured state of the vehicle having the fender element) and in the closed position of the fender element, the outer side of the fender element, particularly in the lateral direction of the vehicle, points outward from the interior space and toward the surrounding environment. Especially when the fender element is a door of the vehicle, particularly a side door, the handle element is therefore a door handle, particularly an outer door handle and thus an exterior door handle. This ensures particularly advantageous operability of the fender element.

[0020] For example, when the fender element is designed as a vehicle door, particularly a side door, the fender element has a door sill, which is simply referred to as a sill or window sill. Specifically, this sill is or forms an edge, particularly a lower edge, by which at least partially defines a window opening, for example for a window glass, particularly a side window, that is particularly translucent, particularly defined downwards in the vehicle height direction, both in the mounting position of the fender element and in the closed position of the fender element. Here, for example, it is specified that a handle element is arranged above the door sill, at least in the initial position and preferably also in the operating position, in the vehicle height direction, particularly in the closed position of the fender element and in the mounting position of the fender element.

[0021] To enable particularly simple and reliable coupling of the coupling element to the locking device, and thus to achieve particularly advantageous maneuverability of the wing element, in one embodiment of the invention, the locking device, particularly when viewed alone, has a through opening that extends into the receiving portion at one end and into or toward the surrounding environment of the locking device at the other end, through which the intermediate portion is pushed into or can be pushed into the receiving portion. Because the locking device has the through opening that extends into the receiving portion at one end and into the surrounding environment of the locking device at the other end, the receiving portion is open, particularly on or toward, exactly one side of the locking device; preferably, in addition, the receiving portion is surrounded and particularly directly defined by the locking device in its circumferential direction.

[0022] In another particularly advantageous embodiment of the invention, the receiving portion has a first extension dimension extending along an imaginary first extending line, wherein the first extending line extends in an imaginary second plane perpendicular to the plane. The through opening has a second extension dimension extending along an imaginary second extending line, wherein the second extending line extends in the imaginary second plane and parallel to the first extending line. The second extension dimension is smaller than the first extension dimension, i.e., the first extension dimension is larger than the second extension dimension. When viewed in the second plane, the receiving portion is designed as an elongated hole compared to the through opening, thereby compensating for tolerances, such as positional tolerances and / or manufacturing tolerances. Therefore, the coupling element can be particularly advantageously coupled on the one hand to an actuator, also known as an actuator, and on the other hand to a locking device, thereby ensuring reliable operation of the locking device by means of the actuator via the coupling element.

[0023] In another particularly advantageous embodiment of the invention, the receiving portion is through along an imaginary first through line, wherein the circumferential direction of the receiving portion extends, for example, around the first through line. The first through line extends parallel to or within the imaginary first plane. Thus, for example, the intermediate portion passes through or penetrates the receiving portion along the first through line. Furthermore, the receiving portion completely penetrates the locking device along the first through line, such that, for example, the aforementioned through opening is the first through opening, and the receiving portion is the second through opening. Where through openings are mentioned above and below, unless otherwise stated, they should be understood as the first through opening.

[0024] Another embodiment is characterized in that the through opening extends along an imaginary second through line such that the (first) through opening extends into the receiving portion at one end and into the surrounding environment of the locking device at the other end along the second through line. Here, the first through line extends perpendicular to the second through line, and vice versa. Thus, the coupling element can be coupled to the locking device both particularly simply and particularly reliably, thereby preventing the coupling element from undesirably disengaging from the locking device, and the actuator can reliably manipulate the locking device through the coupling element and thereby move it from the locked position to the released position.

[0025] For example, the second through line extends in the imaginary second plane perpendicular to the (first) plane. For example, the first through line extends in the imaginary (first) plane.

[0026] In order to prevent the coupling element from undesirably detaching from the locking device and thus ensure reliable operation of the locking device by means of an actuator via the coupling element, in another embodiment of the invention, the coupling element is provided to have an additional length region connected to one of the region portions, the additional length region extending obliquely or vertically relative to said region portion, and (in particular, directly) supported on or may be (in particular, directly) supported on a protrusion provided on the locking device.

[0027] Preferably, this additional length region extends at an angle or perpendicular to the first region in an imaginary observation plane that extends perpendicular to the first imaginary plane. Thus, this additional length region, and therefore the coupling element, can be advantageously supported on the protrusion via this additional length region, thereby preventing undesirable disengagement of the coupling element from the locking device, such as disengagement caused by a vehicle accident. Subsequently, it can be ensured that the locking device can be operated by means of an actuator via the coupling element, thereby achieving particularly advantageous maneuverability of the winglet element.

[0028] Another particularly advantageous embodiment is characterized in that the observation plane is a second plane extending perpendicular to the (first) plane. This ensures a particularly reliable coupling between the coupling element and the locking device.

[0029] In another particularly advantageous embodiment of the invention, the additional length region is provided to be supported or supportable on a protrusion along a direction extending in the observation plane. This prevents the coupling element from disengaging from the locking device, for example, due to a vehicle accident, thereby ensuring the particularly advantageous maneuverability of the wing element.

[0030] Another embodiment is characterized in that the additional length region forms a free end of the coupling element, and the distance from said one region to this free end is continuous, i.e., extends straight without interruption. This allows for advantageous, particularly hinged, coupling between the coupling element and the locking device. In other words, undesirable detachment of the coupling element from the locking device can be prevented.

[0031] To ensure particularly reliable coupling of the coupling element to the locking device, and thus to prevent undesirable detachment of the coupling element from the locking device, another embodiment of the invention specifies that the protrusion is formed by a screw element, separate from both the coupling element and the locking device, and directly screwed into the locking device. For example, the screw element is a screw. For example, the screw element has a first thread, particularly designed as an external thread. The locking device, for example, has a second thread corresponding to the first thread and, for example, designed as an internal thread. These threads are directly screwed into each other, particularly such that the threads are directly screwed into each other.

[0032] Finally, it has proven particularly advantageous that the additional length region is supported or can be supported on the protrusion toward the side of the locking device, especially when the locking device is viewed alone, with the through opening on or toward the side of the locking device leading into the surrounding environment.

[0033] This ensures reliable coupling between the coupling element and the locking device, thereby preventing the coupling element from unintentionally detaching from the locking device.

[0034] For example, the coupling element is hinged to the actuator, particularly rotatably coupled. The side of the locking device points, for example, rearward or forward in the vehicle's longitudinal direction, thus providing, for example, through an opening in the vehicle's longitudinal direction forward or rearward into the surrounding environment of the locking device, particularly in the wing element's mounting position and in the wing element's closed position. The vehicle's longitudinal direction is also referred to as x or the x-direction.

[0035] In the method of manufacturing the wing element, for example, the coupling element is moved relative to the locking device such that the intermediate portion is moved into and thus arranged in the receiving portion, especially when the screw element has been held on the locking device, particularly by means that the screw element is directly screwed to the locking device. Especially after the intermediate portion is arranged in the receiving portion, for example, the screw element is rotated relative to the locking device, particularly about a rotation axis, thereby causing the screw element to translate relative to the locking device, particularly along the rotation axis. Thus, the position of the screw element relative to the locking device and relative to the coupling element can be adjusted, so that the coupling element is particularly advantageously supported or can be supported on the screw element, particularly by means of an additional length region. Therefore, the coupling element can be particularly advantageously fixed in the receiving portion and on the locking device. By means of an S-shape or Z-shape, the coupling element can also be guided past the screw element already held on and thus pre-installed on the locking device, so that the coupling element can be coupled to the locking device particularly easily.

[0036] For example, in the method described above, the rotation of the screw element relative to the locking device about the axis of rotation can be detected and thus monitored, for example, the rotation of the screw element about the axis of rotation and relative to the locking device can be recorded. This allows for inspection or verification that the wing element is assembled as specified and therefore desired, or has been assembled. An S-shape or Z-shape is an advantageous geometry that prevents the coupling element from undesirably detaching from the locking device. In particular, this allows the coupling element to be secured to the locking device in at least almost all directions.

[0037] The second aspect of the invention relates to a vehicle preferably designed as a motor vehicle, particularly an automobile, and especially as a passenger car, having at least one winglet element according to the first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention should be regarded as advantages and advantageous designs of the second aspect of the invention, and vice versa. Attached Figure Description

[0038] Further details of the invention will become apparent from the following description of preferred embodiments and the accompanying drawings. The drawings show:

[0039] Figure 1 A partial schematic perspective view of a vehicle having at least one winglet element is shown;

[0040] Figure 2 A schematic perspective view of a first structural unit of a wing element is shown, wherein the first structural unit has a handle element of the wing element;

[0041] Figure 3 A schematic perspective view of a second structural unit of the wing element is shown, wherein the second structural unit has an actuator for the wing element;

[0042] Figure 4 A partial schematic perspective view of the handle element is shown;

[0043] Figure 5 A partial schematic side view of the coupling element of the winglet element is shown accordingly; and

[0044] Figure 6 A partial schematic front view of the coupling element is shown. Detailed Implementation

[0045] In the accompanying drawings, identical or functionally equivalent elements are labeled with the same reference numerals.

[0046] Figure 1 A partial schematic perspective view shows a vehicle 1, designed herein as a passenger car, whose interior space, also referred to as the passenger compartment, passenger space, or driver's cab, is formed by a body of vehicle 1, particularly designed as a self-supporting body. Vehicle 1 has at least one wing element 2, which, in the embodiment shown in the figures, is designed as a door, particularly a side door. This door is also referred to as a vehicle door. The wing element 2 is provided with a body opening, wherein this body opening is here designed as a side door opening. The wing element 2 is movably, particularly pivotally, held relative to the body between a closed position and at least one open position. Figure 1 In the closed position of the wing element 2 shown, at least one sub-area of ​​the vehicle body opening is closed by the wing element 2. In the open position, the wing element 2 releases at least this sub-area of ​​the vehicle body opening, so that, for example, a person initially in the vehicle 1 and therefore in the surrounding environment 3 of the wing element 2 can enter the interior space through the released sub-area of ​​the vehicle body opening. Furthermore, for example, a person initially in the interior space can exit the interior space through the released sub-area of ​​the vehicle body opening and thus reach or enter the surrounding environment 3.

[0047] from Figure 2 It can be seen that the wing element 2 has a first structural unit 11, which has a self-rigid and solidly designed first base element 4. For example, the first base element 4 is a first plate. For example, the base element 4 is a first carrier, specifically a first carrier plate. From Figure 3 It can be seen that the wing element 2 has a second structural unit 37, which has a second base element 5. The second base element 5 is rigid and a solid. In particular, the second base element 5 is a second plate. For example, the second base element 5 is a second carrier, specifically a second carrier plate. The base elements 4 and 5 are separately constructed from each other and are at least indirectly, and in particular directly, connected to each other.

[0048] The wing element 2 has a handle element 7 that is separately configured from the base elements 4 and 5. This handle element is held on the base element 4, in particular around the base element 5, such that the handle element 7 can be moved relative to the base elements 4 and 5 from an initial position AS, in particular rotatably and / or translatably, to an operating position. The feature that “the handle element 7 is held on the base element 4 around the base element 5” should be understood to mean that the handle element 7 is not, or is not solely, held on the base element 4 by the base element 5.

[0049] Vehicle 1, particularly the fender element 2, has a lock (not visible in the accompanying drawings) by means of which the fender element 2 can be locked in a closed position relative to the vehicle body. In the embodiment shown in the drawings, the lock is an integral part of the fender element 2 and therefore can move together with the fender element 2 relative to the vehicle body of 1 between open and closed positions, particularly by joint pivoting. Since the fender element 2 is designed as a door, particularly a side door, in the embodiment shown in the drawings, the lock is designed as a door lock. By means of this lock, the fender element can be held in the closed position and thus locked in the closed position, thereby preventing the fender element 2 from moving relative to the vehicle body from the closed position to the open position. For this purpose, in the closed position of the fender element 2, the lock is locked, i.e., adjusted to the locked state. By moving the handle element 7 from the initial position AS to the operating position, the lock can be unlocked mechanically, particularly purely mechanically, and therefore without the use of electrical energy, i.e., from the locked state to the unlocked state. By leading the lock from the locked state to the unlocked state, the lock releases the wing element 2, which was initially in the closed position, so that it can move relative to the body of the vehicle 1 from the closed position to the open position.

[0050] For example, wing element 2 has a from Figure 2 The visible, flexible, and therefore shape-unstable, traction device 35 is designed, for example, as a rope or cord traction device, particularly Bowden line. The lock can be operated via the traction device 35 by moving the handle element 7 from the initial position AS to the operating position, thereby mechanically, and particularly purely mechanically, unlocking it.

[0051] from Figure 4As can be seen, the wing element 2 has a locking device 19 that is separate from the base elements 4 and 5 and from the handle element 7. This locking device is movable from a locked position ST to a released position relative to the base elements 4 and 5 and relative to the handle element 7. In the locked position ST, the handle element 7 is prevented from moving from the initial position AS to the operating position by the locking device 19. This means that in the locked position ST, the locking device 19 prevents the handle element 7 from moving from the initial position AS to the operating position. In the released position, the locking device 19 allows the handle element 7 to move from the initial position AS to the operating position. In other words, in the released position, the locking device 19 releases the handle element 7 so that it can move from the initial position AS to the operating position.

[0052] The locking device 19 has a first locking element 20 and a second locking element 21. Each locking element 20, 21 is configured separately from the base elements 4 and 5. The locking element 20 is movably held on the base element 4, particularly around the base element 5, such that the locking element 20 can move relative to the base element 4 and relative to the base element 5 from a first position S1 to a second position. Here, the locking element 20 can pivot about an element pivot axis relative to the base element 4 from the first position S1 and thus move to the second position. The locking element 21 is held on the base element 4, particularly around the base element 5, such that the locking element 21 can move relative to the base elements 4 and 5 from a third position S3 to a fourth position. In the embodiment shown in the figures, the locking element 21 can move relative to the base elements 4 and 5 from the third position S3 to the fourth position. The locking elements 20 and 21 are configured separately from each other and coupled to each other, so that by moving the locking element 20 from the first position S1 to the second position, the locking element 21 can be moved from the third position S3 to the fourth position. In the third position S3, the handle element 7 is locked by the locking element 21 to prevent the handle element 7 from moving from the initial position AS to the operating position. In the fourth position, the locking element 21 releases the handle element 7 to allow it to move from the initial position AS to the operating position.

[0053] Structural unit 37, and therefore wing element 2, has an actuator 23, also called an actuator, which is separate from the base elements 4 and 5, separate from the handle element 7, and separate from the locking device 19. This actuator is, for example, electrically driven and held on the base element 5, for example, particularly by means of the first base element 4. Wing element 2 also has a rigid coupling element 24, which is separate from the base elements 4 and 5, separate from the handle element 7, separate from the locking device 19, and separate from the actuator 23. In the embodiment shown in the figures, this coupling element is designed as a coupling rod. The coupling element 24 is coupled to the actuator 23, particularly hingedly and particularly rotatably. On the other hand, as will be described in detail below, the coupling element 24 is coupled to the locking device 19, particularly by means of the locking element 20. In other words, for example, only the coupling element 24 is coupled to the locking element 20 and therefore to the locking device 19 by means of the locking element 20, so that the locking element 21 is coupled to the coupling element 24 by means of the locking element 20. With the aid of actuator 23, coupling element 24 can be driven, and thereby moved relative to base elements 4 and 5, and preferably also relative to handle element 7, for example, from a first coupling element position to a second coupling element position, particularly translationally and / or rotatably. By moving coupling element 24 from the first coupling element position to the second coupling element position, locking element 21 can be driven and thereby moved from a first position S1 to a second position. Thus, locking element 21 can move from a third position S3 to a fourth position. Therefore, locking device 19 can be driven by actuator 23 via coupling element 24, and thereby moved from locked position ST to released position. In locked position ST, locking element 20 is in the first position S1, and in locked position ST, locking element 21 is in the third position S3. In released position, locking element 20 is in the second position, and in released position, locking element 21 is in the fourth position.

[0054] Figure 5 The positions of the first coupling element 24, denoted by K1, and the second coupling element 24, denoted by K2, are shown. Furthermore, Figure 5 The first position of the locking element 20, indicated by S1, and the second position of the locking element 20, indicated by S2, are shown.

[0055] like Figure 3 , Figure 5 and Figure 6 As shown, the coupling element 24 has a first length region L1, which is designed to be S-shaped or Z-shaped when viewed in an imaginary first plane, and thus has an S-shape or Z-shape. The imaginary first plane here is... Figure 6 The planes of the diagrams coincide. Furthermore, for example, the hypothetical first plane is perpendicular to... Figure 5The diagram extends from the plane. The S-shape is also called an S-bend, and the Z-shape is also called a Z-bend.

[0056] Because the first length region L1 is designed in an S-shape or Z-shape, it has two regional portions that extend obliquely or parallel to each other when viewed in the imaginary first plane: the first regional portion BT1 and the second regional portion BT2. Furthermore, due to its S-shape or Z-shape, the length region L1 has an intermediate portion ZT that extends and is thus arranged between regional portions BT1 and BT2 when viewed in the imaginary first plane, through which regional portions BT1 and BT2 are connected. The intermediate portion ZT extends obliquely or perpendicularly to regional portion BT1 when viewed in the imaginary first plane. Additionally, the intermediate portion ZT extends obliquely or perpendicularly to regional portion BT2 when viewed in the imaginary first plane. Regional portions BT1 and BT2, and the intermediate portion ZT, are parts of the length region L1, wherein these parts of the length region L1 are integrally formed, i.e., monolithically. This means that these parts of the length region L1 are formed from a single component, and thus formed by a one-piece, i.e., monolithically formed and therefore monolithically manufactured and designed as a single entity.

[0057] The locking element 20 and therefore the locking device 19 have a receiving portion 22 designed as a through opening that completely penetrates the locking element 20 and thus the locking device 19. The receiving portion 22 is penetrated by the intermediate portion ZT. In other words, the intermediate portion ZT completely penetrates the receiving portion 22, specifically causing the area portions BT1 and BT2 to be arranged outside the receiving portion 22. Because the receiving portion 22 is penetrated by the intermediate portion ZT, the coupling element 24 is specifically hingedly coupled to the locking device 19.

[0058] from Figure 5 As can be seen, the locking element 20 and therefore the locking device 19 have a through opening 36 at one end leading into the receiving portion 22, and the other end of this through opening leads into or to the surrounding environment 30 of the locking device 19, at least when the locking device 19 is observed alone. Through the through opening 36, the intermediate portion ZT can be pushed into or has been pushed into the receiving portion 22. The receiving portion 22 has a first extension dimension extending along an imaginary first extending straight line, which extends in an imaginary second plane perpendicular to the imaginary first plane. The imaginary second plane is perpendicular to... Figure 5 The planar coordinates of the two sides coincide. The through opening 36 has a second extension dimension extending along an imaginary second extending line, which extends in the imaginary second plane and parallel to the first extending line. The second extending line is indicated by a double arrow 25. From... Figure 5It can be seen that the second extension dimension is smaller than the first extension dimension. Therefore, when viewed in the hypothetical second plane, the receiving portion 22 is designed as an elongated hole compared to the through opening 36, thereby compensating for tolerances, such as manufacturing tolerances and / or positional tolerances.

[0059] The receiving portion 22 is continuous along an imaginary first through line, which is parallel to or extends within the imaginary first plane. Therefore, the first through line is perpendicular to... Figure 5 The diagram extends in a plane. The first through line is in... Figure 6 The through opening 36 extends in the plan view and is shown by double arrow 29. The through opening 36 extends along an imaginary second through line such that the through opening 36, along this second through line, enters the receiving portion 22 at one end, i.e., at its first end E1, and at its other end, i.e., at its second end E2 opposite to the first end E1, enters or opens into the surrounding environment 30 of the locking device 19. The second through line extends perpendicular to the first through line. The second through line in... Figure 5 The line extends perpendicular to the first through line in the plane of the diagram and is shown by double arrow 38.

[0060] The coupling element 24 has an additional length region L2 connected to the region portion BT1, which extends perpendicularly or obliquely relative to the region portion BT1 and can be supported on or is supported on a protrusion 31 provided on the locking element 20. Figure 5 It can be seen that this additional length region L2 extends obliquely or perpendicularly to region portion BT1 in an observation plane, wherein the observation plane extends perpendicularly to the hypothetical first plane and, for example, with... Figure 5 The plane of observation coincides with the plane of the image. In particular, the plane of observation is the hypothetical second plane.

[0061] The additional length region L2 may be supported on or has been supported on the protrusion 31 along a direction also known as the support direction, indicated by arrow 32, which extends in the plane of view. In the embodiment shown in the figures, the additional length region L2 forms a free end E3 of the coupling element 24, wherein the additional length region L2 extends continuously and straight from the region portion BT1 to the free end E3.

[0062] In the embodiment shown in the figures, the coupling element 24 can be driven by the actuator 23, and thereby moves upward in the vehicle height direction of the vehicle 1, particularly by translation, so that the locking device 19 can move from the locked position ST to the released position. Therefore, in the embodiment shown in the figures, the additional length region L2 is connected upward in the vehicle height direction to the region portion BT1, particularly in the mounting position and closed position of the wing element 2, which occupies its mounting position in the fully manufactured state of the vehicle 1 with the wing element 2. Thus, the coupling element 24 is coupled to the locking device 19 in the region above the vehicle height direction and to the actuator 23 in the region below the vehicle height direction and thus arranged below the upper region.

[0063] from Figure 6 As can be seen, the protrusion 31 is formed by a screw element 33, which is separate from the coupling element 24, the base elements 4 and 5, the locking device 19, and the handle element 7. This screw element is designed, for example, as a screw. The screw element 33 is directly screwed to the locking element 20 and thus to the locking device 19.

[0064] Since the through opening 36, when viewed alone, enters the receiving portion 22 at one end and enters or opens to the surrounding environment 30 at the other end, the receiving portion 22 is open in exactly one position and toward exactly one side SE1 of the locking device 19. Here, the support direction extends from the additional length region L2 toward said side SE1, so that the additional length region L2 is supported or can be supported on the protrusion 31 toward said side SE1 of the locking device 19, wherein the through opening 36 enters or opens to the surrounding environment 30 on said side SE1 of the locking device 19.

[0065] Since the locking element 20 can pivot about its pivot axis relative to the base elements 4 and 5 from position S1 to position S2, the locking element 20 is a lever of the locking device 19. For example, one side SE1 points forward or backward in the longitudinal direction of the vehicle 1.

[0066] from Figure 1As can be seen, the wing element 2 has an outer skin, also known as an integral outer skin 10, which, in the closed position of the wing element 2, particularly in the vehicle lateral direction of the vehicle 1, faces outward away from the interior space and towards the surrounding environment 3 of the vehicle 1. The integral outer skin 10 can be perceived visually and tactilely by persons remaining in the surrounding environment 3, i.e., seen and, in particular, touched directly. Here, for example, the wing element 2 has an outer skin element 9, simply referred to as a skin element, through which the first region B1 of the integral outer skin 10 is formed. The outer skin element 9 is formed separately from the body-in-white of the wing element 2 and is therefore indirectly, and particularly directly, held to the body-in-white, so that, for example, at least in the closed position of the wing element 2, the body-in-white is at least partially covered and thus enveloped outward in the vehicle lateral direction of the vehicle 1 by the outer skin element 9. The handle element 7 is an outer handle element, located outside this door, and is therefore designed as an outer handle, i.e., an outer door handle. The wing element 2 has an outer side A, which, in the closed position of the wing element 2, particularly in the lateral direction of the vehicle 1, faces away from the interior space and towards the surrounding environment 3. Here, the handle element 7 is arranged on the outer side A. A second region B2 of the integral outer skin 10 is formed by the handle element 7. Specifically, the handle element 7 has a handle element outer skin that can be visually and tactilely perceived by a person remaining in the surrounding environment 3 in at least the closed position of the wing element 2. Here, the handle element outer skin forms the second region B2.

[0067] The handle element 7 has a first sub-region that forms a first portion of the outer skin of the handle element, also referred to as a first body portion. This first sub-region has a first extending direction and thus extends along that direction. It is conceivable that this first sub-region protrudes from a base of the wing element 2 along or towards the first extending direction. At the mounting position of the wing element 2 (its mounting position is...) Figure 1As shown in the diagram, in the closed position of the wing element 2, for example, the first extending direction is in the vehicle's lateral direction, particularly outward and thus towards the surrounding environment 3 and away from the interior space. Therefore, it is preferred that the first sub-region of the handle element 7 protrudes from the base along the first extending direction. This base is, for example, another external decorative element of the wing element 2, which forms, for example, a third region of the integral outer skin 10. In particular, for example, the first sub-region protrudes from the outer skin element 9 along or towards the first extending direction, particularly in the closed position of the wing element 2, outward in the vehicle's lateral direction and thus towards the surrounding environment 3. Furthermore, the handle element 7 has a second sub-region, also called a second body portion, which forms a second portion of the handle element's outer skin. The second sub-region of the handle element 7 is connected to the first sub-region of the handle element 7, particularly to the end of the first sub-region of the handle element 7 opposite to the base, and the second sub-region of the handle element 7 protrudes from this sub-region of the handle element 7 along a second extending direction that is inclined or perpendicular to the first extending direction. Thus, for example, the second sub-region of the handle element 7 is arranged spaced apart from and at least partially overlapped with the base. In particular, the second sub-region of the handle element 7 extends along a second extending direction. In the mounted position of the wing element 2 and the closed position of the wing element 2, for example, the second extending direction extends upward in the vehicle height direction of the vehicle 1, or the second extending direction points upward in the vehicle height direction of the vehicle 1. For example, in the mounted position of the wing element 2 (where the wing element 2 occupies its mounted position in the fully manufactured state of the vehicle 1 having the wing element 2) and the closed position of the wing element 2, the second sub-region of the handle element is overlapped with the base and / or, for example, a portion of a third region, in the vehicle lateral direction of the vehicle 1 and thus toward the interior space. Thus, for example, a person remaining in the surrounding environment 3 can particularly advantageously and ergonomically grasp, especially from behind, the handle element 7, particularly the second sub-region, with their hand, especially allowing, for example, the person to move at least one or more fingers between the second sub-region of the handle element 7 and the base. Subsequently, the person can apply force to the handle element 7 in a particularly advantageous manner so as to operate the wing element 2 in a particularly advantageous manner, that is, to move it relative to the vehicle body, especially to pivot it.

[0068] To achieve a particularly tactilely advantageous and especially ergonomically comfortable manipulation of the wing element 2, it is preferably specified that, since the second sub-region of the handle element 7 protrudes from the first sub-region of the handle element 7 along a second extending direction, the handle element 7 is specifically designed to be L-shaped or V-shaped when viewed as a whole, and thus has an L-shape or V-shape. Here, the sub-regions of the handle element form an L-shape or V-shape, wherein the sub-regions of the handle element are corresponding legs of the L-shape or V-shape. It is specifically specified that the handle element 7 is connected to the base through its first sub-region.

[0069] Since the wing element 2 is designed as a door, particularly a side door, in the embodiment shown in the accompanying drawings, the wing element 2 has a door sill 26, also referred to as a sill or window sill. Furthermore, the wing element 2 includes a light-transmitting side window 27, simply referred to as a window glass, which is movable, for example, in the vehicle height direction of the vehicle 1 relative to the outer skin element 9 and / or relative to the base and / or relative to the body-in-white in the mounting position of the wing element 2, i.e., particularly capable of translational movement. In particular, the side window 27 can... Figure 1 The movable position is relative to the body-in-white and / or relative to the outer skin element 9, between the closed and open positions shown. A window glass area 28, also known as a window region, is defined by the door sill 26, particularly downwardly in the vehicle height direction of the vehicle 1 in the mounting position of the wing element 2. In the embodiment shown in the figures, the window glass area 28 is a window opening, also known as a window glass opening, which is defined, for example, by the window frame of the wing element 2, wherein, for example, the window frame includes the door sill 26. In the closed position, the side window glass 27 is arranged in the window glass area 28, particularly such that the window glass area 28 is at least partially, particularly at least most and therefore at least more than half or completely closed by the side window glass 27. Specifically, it is specified that in the closed position of the side window glass 27, the door sill 26 is downwardly connected to the side window glass 27 in the vehicle height direction of the vehicle 1 in the mounting position of the wing element 2. It can be seen that, in the mounting position of the wing element 2 and at least in the closed position of the wing element 2, the handle element 7 is arranged above the door sill 26 in the vehicle height direction of the vehicle 1, at least in the initial position AS and preferably also in the operating position.

[0070] List of reference numerals in the attached diagram:

[0071] 1 vehicle

[0072] 2. Wing element

[0073] 3. Surrounding environment

[0074] 4. First basic component

[0075] 5. Second basic component

[0076] 7 Handle components

[0077] 9. External skin elements

[0078] 10. Overall outer skin

[0079] 11 First Structural Unit

[0080] 19 Locking device

[0081] 20 First locking element

[0082] 21 Second locking element

[0083] 22. Reception area

[0084] 23 Actuators

[0085] 24 Coupling elements

[0086] 25 Double arrows

[0087] 26 Gate towers

[0088] 27 Side window glass

[0089] 28. Window glass area

[0090] 29. Double arrow

[0091] 30 Surrounding environment

[0092] 31. Protrusion

[0093] 32 arrows

[0094] 33 Screw Components

[0095] 35 Traction device

[0096] 36 Through opening

[0097] 37 Second structural unit

[0098] 38 Double arrows

[0099] A. Outer side

[0100] AS initial position

[0101] B1 First Area

[0102] B2 Second Zone

[0103] L1 First Length Region

[0104] L2 other length regions

[0105] ST Lock Position

[0106] S1 First Position

[0107] S2 Second Position

[0108] S3 Third Position

[0109] E1 end

[0110] E2 end

[0111] E3 end

[0112] BT1 First Region

[0113] BT2 Second Region

[0114] The middle part of ZT.

Claims

1. A wing element (2) for a vehicle (1), the wing element comprising: At least one basic element (4); A handle element (7) is configured separately from the base element (4), which is movable relative to the base element from an initial position (AS) to an operating position, thereby allowing a lock (12) to be mechanically unlocked. By means of this lock, a wing element (2) movably arranged on the body of the vehicle (1) between a closed position and at least one open position is locked in the closed position. A locking device (19) is configured separately from the base element (4) and from the handle element (7), which is movable relative to the base element (4) and relative to the handle element (7) from a locked position (ST) to a released position. In the locked position, the handle element (7) is locked by the locking device (19) to prevent movement from the initial position (AS) to the operating position. In the released position, the locking device (19) allows the handle element (7) to move from the initial position (AS) to the operating position. An actuator (23) is configured to be separate from the base element (4), the handle element (7), and the locking device (19); and a self-rigid coupling element (24) is configured to be separate from the base element (4), the handle element (7), the locking device (19), and the actuator (23), through which the locking device (19) can be driven by the actuator (23) and thus move from the locked position (ST) to the released position, wherein: The coupling element (24) has a length region (L1) that is designed to be S-shaped or Z-shaped when viewed in an imaginary plane, and thus has: - Two regions (BT1, BT2) that extend or are inclined to each other when viewed in the imaginary plane; and - An intermediate portion (ZT) extending between the respective region portions (BT1, BT2) when viewed in the imaginary plane, through which the respective region portions (BT1, BT2) are interconnected; The intermediate portion (ZT) extends obliquely or vertically relative to the corresponding region (BT1, BT2) when viewed in the imaginary plane; and The locking device (19) has a receiving portion (22) through which the intermediate portion (ZT) passes, thereby coupling the coupling element (24) to the locking device (19).

2. The wing element (2) according to claim 1, characterized in that, The locking device (19) has a through opening (36) that leads to the receiving portion (22) at one end and to the surrounding environment (30) of the locking device (19) at the other end, through which the intermediate portion (ZT) is pushed or can be pushed into the receiving portion (22).

3. The wing element (2) according to claim 2, characterized in that, The receiving portion (22) has a first extension dimension extending along an imaginary first extension line extending in an imaginary second plane perpendicular to the plane, wherein the through opening (36) has a second extension dimension extending along an imaginary second extension line extending in the imaginary second plane and parallel to the first extension line, the second extension dimension being smaller than the first extension dimension.

4. The wing element (2) according to any one of the preceding claims, characterized in that, The receiving portion (22) is through along an imaginary first through line, which is parallel to or extends in the imaginary plane.

5. The wing element (2) according to claim 4 of claim 2 or 3, characterized in that, The through opening (36) is through along an imaginary second through line, such that the through opening (36) extends into the receiving part (22) at one end and into the surrounding environment (30) of the locking device (19) at the other end along the second through line, wherein the second through line extends perpendicular to the first through line.

6. The wing element (2) according to any one of the preceding claims, characterized in that, The coupling element (24) has an additional length region (L2) connected to one of the region portions (BT1, BT2), which extends obliquely or vertically relative to the one region portion (BT1, BT2) and is supported or can be supported on a protrusion (31) provided on the locking device (19).

7. The wing element (2) according to claim 6, characterized in that, The additional length region (L2) extends obliquely or vertically relative to the first region portion (BT1, BT2) in an imaginary observation plane that extends perpendicularly to the imaginary plane.

8. The winglet element (2) according to claims 7 and 3, or claims 7 and 4, or claims 7 and 5 and 3, or claims 7 and 5 and 2 and 3, is characterized in that, The observation plane is the second plane.

9. The wing element (2) according to claim 7 or 8, characterized in that, The additional length region (L2) is supported or can be supported on the protrusion (31) along a direction extending in the observation plane.

10. The wing element (2) according to any one of claims 6 to 9, characterized in that, The additional length region (L2) forms a free end (E3) of the coupling element (24) and extends continuously in a straight line from the region portion (BT1, BT2) to the free end (E3).

11. The wing element (2) according to any one of claims 6 to 10, characterized in that, The protrusion (31) is formed by a screw element (33) that is separate from the coupling element (24) and separate from the locking device (19) and screwed to the locking device (19).

12. The wing element (2) according to any one of claims 6 to 11 and any one of claims 2 to 5, characterized in that, The additional length region (L2) is supported or can be supported on the protrusion (31) on one side (SE1) of the locking device (19), wherein the through opening (36) on the side (SE1) of the locking device (19) allows access to the surrounding environment (30) of the locking device (19).

13. A vehicle (1) having at least one wing element (2) according to any one of the preceding claims.

Images