Locking system and motor vehicle

Abstract

Locking system (5) of a vehicle door (2) in a motor vehicle (1), - wherein the vehicle door (2) is adjustable between a closed state (SZ) in which the vehicle door (2) can be locked in a door frame (4) of the motor vehicle (1), an open state (OZ) in which the vehicle door (2) releases a door opening (3) enclosed by the door frame (4), and a leaning state (AZ) in which the vehicle door (2) is leaning against the door frame (4) and can be manually moved into the open state (OZ), - wherein the locking system (5) has a door lock (6) for locking and unlocking the vehicle door (2) in the closed state (SZ), - wherein the door lock (6) has an adjustable bolt (8) for pulling the vehicle door (2) from the leaning position (AZ) to the closed position (SZ), - wherein the locking system (5) has a door stay (7) which has an adjustable push button (11) for pushing the vehicle door (2) from the closed state (SZ) to the ajar state (AZ), characterized in that - that the door stay (7) is configured so that in the event of a crash it can push the vehicle door (2) from the closed state (SZ) into an emergency opening state (NZ) that goes beyond the leaning state (AZ).

Description

[0001] The present invention relates to a locking system for a vehicle door in a motor vehicle, according to the preamble of claim 1. The invention further relates to a motor vehicle that is equipped with such a locking system.

[0002] A generic locking system is known from DE 11 2021 000 048 T5 and comprises a door lock and a door stay. The vehicle door is adjustable between a closed state, in which the vehicle door can be locked in a door frame of the vehicle; an open state, in which the vehicle door exposes a door opening enclosed by the door frame; and a leaning state, in which the vehicle door leans against the door frame and can be manually moved to the open state. The door lock is configured to lock and unlock the vehicle door in the closed state. The door lock also has an adjustable bolt for pulling the vehicle door from the leaning state to the closed state. The door stay is equipped with an adjustable handle configured to push the vehicle door open from the closed state to the leaning state. In the known locking system, the door stay is integrated into the door lock.To adjust the bolt and handle, the familiar locking mechanism is coupled with an actuator that is located separately and at a distance from the door lock and the door stay inside the vehicle door. The actuator is connected to the bolt drive via a first Bowden cable and to the handle drive via a second Bowden cable. Routing two separate Bowden cables inside the vehicle door requires a relatively large amount of installation space, which is not always available.

[0003] Further locking systems of this type are known from EP 3 284 885 A1 and DE 10 2022 117 394 A1. A similar locking system is known from DE 20 2008 010 051 U1.

[0004] Other locking systems are known from DE 10 2016 118 685 A1, from DE 10 2018 127 790 A1 and from EP 3 375 959 A1.

[0005] The present invention deals with the problem of providing an improved or at least a different embodiment for such a locking system or for a motor vehicle equipped therewith, which is characterized in particular by increased vehicle security.

[0006] This problem is solved according to the invention by the subject matter of the independent claim and the dependent claim. Advantageous embodiments are the subject matter of the dependent claims.

[0007] The invention is based on the general concept of configuring the door stay in such a way that an additional door state can be set, namely an emergency opening state in which the vehicle door is open further than in the leaning position, but less far than in the fully open position. This emergency opening state, which extends beyond the leaning position, is intended for use in the event of a crash and is configured to provide improved access, particularly for tools, to force open a jammed vehicle door. This improves vehicle safety.

[0008] In the present context, a “configuration” is synonymous with a “design” and / or “setup” and / or “programming”, so that the phrase “configured so that” is synonymous with the phrase “designed and / or set up and / or programmed so that”.

[0009] Specifically, it is proposed that the door stay be configured so that in the event of a crash it can push the vehicle door from the closed state into an emergency opening state that goes beyond the leaning state.

[0010] According to an advantageous embodiment, the door stay can be configured such that the handle assumes a home position in the closed state, in which it rests against the vehicle door. The handle can advantageously interact with a counter-bearing provided for this purpose on the vehicle door to push the door open. According to the present proposal, the handle is already in contact with this counter-bearing in its home position. This maximizes the maximum opening travel achievable with the handle for the emergency opening state without requiring additional installation space for the handle.

[0011] Another advantageous embodiment is based on the idea of ​​using a door stay that is already equipped with an actuator for adjusting the handle. The door stay actuator can then be coupled to the door lock bolt via a cable connection device, such as a Bowden cable, in such a way that the bolt for closing the vehicle door can also be adjusted using the door stay actuator. In other words, the door stay actuator is used to close the vehicle door. Consequently, a separate actuator can be dispensed with. Overall, this results in a comparatively simple design for the locking system, which can be easily integrated into the vehicle door. In particular, only one cable connection device is required, so the locking system presented here requires comparatively little installation space.The actuator can be bidirectionally actuated, whereby in one direction of actuation it adjusts the push button, while in the other direction it adjusts the bolt. Thus, the two different functions can be assigned to the actuator through these two different directions of actuation.

[0012] Specifically, for this embodiment, it is proposed that the door stay has an actuator connected to the door stay handle, such that pressing the actuator causes the handle to move from the closed position to the ajar position, thus opening the vehicle door. Furthermore, the door stay actuator is connected to the door lock bolt via a pull-type linkage, such that pulling the actuator causes the bolt to move from the ajar position to the closed position, thus closing the vehicle door.

[0013] According to an advantageous embodiment, the actuator can be configured such that, when pushed, it drives the handle from its home position in an extension direction towards the vehicle door, and when pulled, it drives the handle from its home position in a retraction direction away from the vehicle door. The actuator can then have a coupling mechanism that is coupled to the handle on the input side and to the pull-out device on the output side, such that when the handle is moved in the retraction direction, the coupling mechanism transmits a tensile force to the pull-out device. This results in a simple and cost-effective design for the actuator, as it only needs to generate a bilinear movement of the handle to both push the vehicle door open and, using the handle and the coupling mechanism, pull the vehicle door closed via the pull-out device.

[0014] A preferred embodiment includes a driver for coupling with the coupling mechanism, which in its home position rests against an input-side gear element of the coupling mechanism. When adjusted in the retraction direction, the driver drives the input-side gear element, and when adjusted in the retraction direction, it lifts away from the input-side gear element. This allows for a simple and space-saving implementation of the required coupling between the driver and the coupling mechanism.

[0015] A suitable configuration involves a segmented transmission with a coupling mechanism. This segmented transmission comprises an input gear segment coupled to the push button and an output gear segment coupled to the drawbar connection. Such a segmented transmission enables reliable power and torque transmission, requires minimal installation space, and can achieve any desired gear ratio or reduction.

[0016] According to an advantageous embodiment, the locking system can include a spring device for generating a spring force to push the unlocked vehicle door from the closed position to the ajar position. In this way, when the door lock is opened, unlocking the closed vehicle door, the spring force automatically pushes the vehicle door from the closed position to the ajar position without the need to actuate the actuator. In other words, in the embodiment of the locking system presented here, the vehicle door is moved from the closed position to the ajar position by means of the spring device, so that the door stay actuator does not need to be actuated. This is particularly advantageous for battery-electric vehicles, as no electrical energy is required when opening the vehicle door, for example, to actuate the actuator for a push action to adjust the handle.

[0017] According to an advantageous embodiment, the locking system can be equipped with a control unit for actuating the actuator, which is coupled at least to the actuator and preferably to the door lock and / or the door stay. This control unit can expediently be configured so that, when the vehicle door is closed, it actuates the actuator to adjust the latch for pulling the vehicle door shut as soon as the vehicle door reaches the ajar position during closing. This results in increased convenience when operating the vehicle door.

[0018] A configuration where the locking system includes sensors to detect the ajar, closed, and open states of the vehicle door is advantageous. The control unit can then be linked to these sensors and configured to distinguish between opening and closing the vehicle door. This simplifies the process for the control unit to activate the actuator to adjust the bolt when the vehicle door is closed, provided the door reaches the ajar position during the closing process.

[0019] In an advantageous embodiment, the control system can be configured to actuate the actuator for adjusting the door handle from the closed position to the ajar position when the vehicle door is opened, if the vehicle door does not automatically reach the ajar position upon opening. For this purpose, the position and / or movement of the vehicle door can be monitored, for example, using suitable sensors. This allows, for instance, monitoring whether the ajar position is reached after the vehicle door has been opened. Additionally or alternatively, a predetermined opening time, which begins with the vehicle door being opened, can also be monitored.In particular, the control system can be configured to activate the actuator for adjusting the door handle from the closed to the ajar position when the vehicle door is opened, if the door does not reach the ajar position within the predetermined opening time. Normally, the spring force of the door latch is sufficient to move the door from the closed to the ajar position. This usually occurs automatically within a predetermined opening time. This predetermined opening time can be, for example, 1 second or less, such as 0.5 seconds. However, under certain circumstances, the spring force of the door latch may fail or be insufficient to move the door from the closed to the ajar position. These circumstances can be detected by monitoring the predetermined opening time.In this embodiment, the door stay allows for convenient opening of the vehicle door even when the spring force is insufficient or unavailable. Such circumstances can arise, for example, if the spring mechanism is damaged, if the vehicle door is warped, if the vehicle door is jammed against the door frame due to heavy soiling, or if the vehicle door is iced over.

[0020] Advantageously, the actuator can be configured to generate a pushing force greater than the spring force of the spring mechanism when the push button is pressed. This allows for significant support of the spring mechanism. For example, the spring force can range from 10 N (N = Newton) to 50 N, and in particular, can be approximately 20 N. Conversely, the pushing force of the actuator can range from 100 N to 500 N, and in particular, can be approximately 400 N.

[0021] In an advantageous embodiment, the control unit can be coupled with a temperature sensor for detecting the ambient temperature of the vehicle and can also be configured such that, when the vehicle door is opened, the control unit activates the actuator for moving the door handle from the closed position to the ajar position if the ambient temperature of the vehicle is below a predetermined limit temperature. This limit temperature can be selected based on the likelihood of the vehicle door icing. For example, the predetermined limit temperature can be 0°C (C = Celsius) or less than 0°C. By taking the ambient temperature into account, the door handle can be automatically activated to open the vehicle door whenever icing of the vehicle door is expected due to the ambient temperature.The door stay then works in addition to the aforementioned optional spring device, especially from the beginning, resulting in a high level of comfort and reliability for the operation of the locking system.

[0022] In another embodiment, the control unit can be coupled with the vehicle's crash sensors to detect a crash. Furthermore, the control unit can be configured to activate the actuator that moves the door handle from the closed position to the emergency opening position when the vehicle door is opened in a crash. In a crash, there is a risk that the vehicle door will jam in the door frame, potentially rendering the spring force insufficient to open the door from the closed position to the ajar position. By activating the door handle in a crash, the door opening mechanism assists in opening the vehicle door. Consequently, the vehicle occupant (male / female / diverse) can exit the vehicle more easily. Similarly, rescue personnel can open the vehicle door more easily from the outside.These advantages are enhanced by the fact that the emergency opening state extends beyond the leaning state, which particularly facilitates access for rescue workers.

[0023] Advantageously, the actuator can be configured to generate a comparatively large pressing force for adjusting the push button. For example, the pressing force can be greater than 500 N and, in particular, in the range of 500 N to 2000 N. Preferably, the pressing force can be approximately 1000 N.

[0024] According to a particular embodiment, the actuator can be configured to generate at least two different pushing forces for adjusting the handle. The control system can be configured to activate the actuator to generate a first pushing force when the vehicle door is opened, provided there is no crash. In contrast, when the vehicle door is opened, the control system can activate the actuator to generate a second pushing force. This second pushing force is greater than the first. In particular, the second pushing force can be at least twice as large as the first. For example, the first pushing force can be approximately 400 N, while the second pushing force can be approximately 1000 N. These different pushing forces can be achieved using an electromechanical actuator, for example, by applying different currents to the actuator.It is also conceivable that the actuator includes a switchable gearbox, so that a reduction is achieved for the second pressing force to increase the pressing force.

[0025] Further important features and advantages of the invention will become apparent from the dependent claims, the drawings and the associated description of the figures based on the drawings.

[0026] It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention as defined by the claims. Components of a higher-level unit, such as a device, apparatus, or arrangement, mentioned above and those to be mentioned below, which are designated separately, can form separate parts or components of this unit or be integral areas or sections of this unit, even if this is depicted differently in the drawings.

[0027] Preferred embodiments of the invention are shown in the drawings and are explained in more detail in the following description, wherein identical reference numerals refer to identical or similar or functionally identical components.

[0028] They show, schematically, Fig. 1. A highly simplified, circuit diagram-like schematic representation of a motor vehicle in the area of ​​a locking system, Fig. 2 a simplified view of the locking system in the area of ​​a door stay with a handle in a home position, Fig. 3 a view as in Fig. 2, however, when closing a vehicle door, Fig. 4 a view like in Fig. 2, however, with a different basic position of the push button, Fig. 5 a view like in the Fig. 2 to 4, however, when pushing the vehicle door open until it is in a leaning position, Fig. 6 a view like in the Fig. 2 to 5, however, when pushing open the vehicle door to an emergency opening state.

[0029] Accordingly Fig. 1. A motor vehicle 1 comprises at least one vehicle door 2 for opening and closing a door opening 3, which is enclosed by a door frame 4. For this purpose, the vehicle door 2 is to be moved between a closed state SZ, which is in Fig. 1 is indicated by a solid line, adjustable to an open state OZ and a leaning state AZ, which are in Fig. The positions 1 and 2 are indicated by a dashed line. In the closed position SZ, the vehicle door 2 closes the door opening 3 and can be locked in the door frame 4. In the open position OZ, the vehicle door 2 releases the door opening 3. In the leaning position AZ, the vehicle door 2 is leaning against the door frame 4 and can be manually moved to the open position OZ. Furthermore, an emergency opening position NZ is provided, which goes beyond the leaning position AZ but falls far short of the open position OZ.

[0030] In the Fig. In figures 2 to 4, vehicle door 2 is only indicated by a contour. The closed state (SZ), the leaning state (AZ), and the emergency opening state (NZ) are shown in the diagrams. Fig. Numbers 2 to 5 are indicated by lines.

[0031] In the schematic, simplified representation of the Fig. In Figure 1, the vehicle door 2 is pivotably mounted on the door frame 4 about an axis A extending perpendicular to the plane of the drawing. The motor vehicle 1 is preferably a passenger car and has at least two vehicle doors 2, in particular exactly two or exactly four vehicle doors 2.

[0032] The vehicle door 2 is equipped with a locking system 5, which includes a door lock 6 and a door stay 7. The door lock 6 serves to lock and unlock the vehicle door 2 in the closed position SZ. For this purpose, the door lock 6 may have a locking mechanism (not shown here). The door lock 6 also has an adjustable bolt 8, which is configured to pull the vehicle door 2 from the ajar position AZ to the closed position SZ. For example, the bolt 8 may be rotatable about a bolt axis 9 and may interact with a latch 10 attached to the vehicle door 2. The aforementioned locking mechanism (not shown) may interact with the bolt 8 so that it is only adjustable in the unlocked position, while it is blocked in the locked position.

[0033] The door stay 7 has an adjustable push button 11, which serves to push the vehicle door 2 from the closed state SZ to the ajar state AZ. For this purpose, the push button 11 can be configured to be bilinearly adjustable according to a double arrow 12. Fig. In position 1, the lever 11 is fully retracted into a housing 13 of the door stay 7. A position of the lever 11 extended from this housing 13 is in Fig. 1 indicated by a broken line.

[0034] The door stay 7 is equipped with an actuator 14, which is connected to the push button 11 via a gearbox 15. The actuator 14 is located on or in the housing 13 of the door stay 7. The coupling of the actuator 14 to the push button 11 is such that pressing the actuator 14 causes the push button 11 to move from the closed state SZ to the tilted state AZ, thus opening the vehicle door 2. In the example of the Fig. 1. In the event of actuation of the actuator 14, the push button 11 is extended from the housing 13. An extension direction 30 is specified in the Fig. 1 to 6 are indicated by a left-pointing arrow. The actuator 14 of the door stay 7 is also directly or indirectly connected to the bolt 8 via a pull-connection device 16, such that pulling the actuator 14 causes the bolt 8 to move from the ajar state AZ to the closed state SZ, thus closing the vehicle door 2. For example, the pull-connection device 16 can be connected to a lever arm 17, which is rotationally fixed to the bolt 8. The lever arm 17 and a section of the pull-connection device 16 connected to the lever arm 17 are shown in Fig. 1 is indicated by a dashed line. The cable connection device 16 can, in the simplest case, be formed by a Bowden cable. Alternatively, a pull rod, for example, is also conceivable.

[0035] The actuator 14, the coupling with the bolt 8 and the coupling with the push button 11 are expediently configured such that the actuator 14 has a first direction of movement in the case of push actuation, which drives the push button 11 in the extension direction 30, and in the case of pull actuation, has a second direction of movement which drives the bolt 8.

[0036] The locking system 5 can also be equipped with a spring device 18 configured to generate a spring force 19. The spring force 19 is in Fig. 1 is symbolized by a right-pointing arrow. The spring force 19 serves to push the unlocked vehicle door 2 from the closed state SZ to the ajar state AZ. When the door lock 6 is opened, unlocking the vehicle door 2 which is locked in the closed state SZ, the spring force 19 automatically and independently pushes the vehicle door 2 from the closed state SZ to the ajar state AZ, without the need to actuate the actuator 14. The spring force 19 can, for example, be 20 N.

[0037] The locking system 5 can also be equipped with a control unit 20, which is configured to actuate the actuator 14. For this purpose, the control unit 20 is connected via control lines 21 to at least the actuator 14 or the door stay 7, and in the example shown, the Fig. 1 is also coupled to the door lock 6. The door lock 6 is preferably an electronic door lock 6 that can be electrically operated to lock and unlock the vehicle door 2. The control unit 20 is configured so that when the vehicle door 2 is closed, it activates the actuator 14 to adjust the latch 8 to pull the vehicle door 2 shut, as soon as the vehicle door 2 reaches the ajar state AZ. This means that a driver (male / female / diverse) manually moves the vehicle door 2 from the open state OZ to the ajar state AZ, and that the locking system 5 then automatically moves the vehicle door 2 from the ajar state AZ to the closed state SZ.

[0038] The locking system 5 can have a sensor 22 configured to detect the closed state SZ and / or the leaning state AZ and / or the open state OZ and / or the emergency opening state NZ. The sensor 22 can be connected to the control unit 20 via a corresponding signal line 23. The control unit 20 is configured to distinguish between opening and closing the vehicle door 2 based on its knowledge of the current state of the vehicle door 2. For example, the vehicle door 2 is considered closed when, starting from the open state OZ, the leaning state AZ is reached.

[0039] The control unit 20 can also be configured to actuate the actuator 14 to adjust the push button 11 for pushing the vehicle door 2 from the closed state SZ to the ajar state AZ when the vehicle door 2 is opened, if the vehicle door 2 does not reach the ajar state AZ within a predetermined opening time. With the vehicle door 2 or the locking system 5 functioning correctly, opening the vehicle door 2 first unlocks the vehicle door 2 and releases the bolt 8. Subsequently, the spring force 19 of the spring assembly 18 can push the vehicle door 2 from the closed state SZ to the ajar state AZ. This usually occurs within a predetermined opening time, which can be, for example, approximately 0.5 seconds. Since the opening of the vehicle door 2 can be performed electrically with the electric door lock 6, the control unit 20 knows the time of the opening action.If the vehicle door 2 does not reach the leaning position AZ within the predetermined opening time after the opening action is initiated, the control unit 20 assumes a malfunction and actuates the actuator 14 to adjust the push button 11 for pushing open the vehicle door 2. The push button 11 generates a pushing force 24, which is in . Fig. 1 is indicated by a left-pointing arrow. It is clear that the pushing force 24 acts on the vehicle door 2 in the same direction as the spring force 19, even if this is not shown in the simplified representation of the Fig. Figure 1 shows a different representation. The actuator 14 can expediently be configured such that the pushing force 24 is greater than the spring force 19. For example, the pushing force 24 can be at least 100 N.

[0040] The control unit 20 can be coupled, in particular via a further signal line 25, to a temperature sensor 26 for detecting the ambient temperature of the motor vehicle 1. The coupling can be in Fig. The connection can be made directly as shown in Figure 1. An indirect connection is also conceivable, in which the control unit 20 is coupled to a vehicle control unit (not shown here) that knows the current ambient temperature because it is coupled, for example, to the temperature sensor 26 shown or to another temperature sensor 26 for detecting the ambient temperature of the vehicle 1. Advantageously, the control unit 20 can be configured so that, when the vehicle door 2 is opened, it actuates the actuator 14 to adjust the push button 11 for pushing the vehicle door 2 open from the closed state SZ to the ajar state AZ, provided the ambient temperature of the vehicle 1 is below a predetermined limit temperature. The predetermined limit temperature could, for example, be 0°C. This makes it particularly easy to open the vehicle door 2 even when it is iced over.

[0041] The door stay 7 is also configured here so that in the event of a crash it can push the vehicle door 2 from the closed state SZ into the emergency opening state NZ, which goes beyond the leaning state AZ. In the example of the Fig. 1. The controller 20 is also coupled to a crash sensor 27, for example via a corresponding signal line 28. The crash sensor 27 is configured to detect a crash. The controller 20 can then be used as described in Fig. The control unit 20, shown in Figure 1, is directly coupled to the crash sensor 27. It is also conceivable that the control unit 20 is coupled to a vehicle control unit (not shown), which in turn is coupled to the crash sensor 27 and therefore knows whether a crash has occurred or not. In any case, the control unit 20 can now be configured so that, when the vehicle door 2 is opened, it actuates the actuator 14 to adjust the push button 11 for pushing the vehicle door 2 open from the closed state (SZ) to the emergency opening state (NZ) if a crash has occurred. Since the emergency opening state (NZ) opens the vehicle door 2 further with respect to the door frame 4 than the leaning state (AZ), opening the vehicle door 2 is simplified in the emergency opening state (NZ) for the respective vehicle occupant (male / female / diverse) as well as for helpers (male / female / diverse) to open the vehicle door 2.

[0042] The actuator 14 can be configured, in particular, to generate at least two different pressure forces 24 for adjusting the push button 11. In the example of the Fig. Figure 1 shows two different pushing forces 24, indicated by two differently sized arrows and labeled 24a and 24b. The controller 20 can be configured to activate the actuator 14 to generate a first pushing force 24a when the vehicle door 2 is opened, provided the ambient temperature is below the predetermined limit temperature and no crash has occurred. Furthermore, the controller 20 is configured to activate the actuator 14 to generate a second pushing force 24b when the vehicle door 2 is opened, provided a crash has occurred. The second pushing force 24b is greater than the first pushing force 24a. For example, the first pushing force 24a could be approximately 400 N, while the second pushing force 24b could be approximately 1000 N.

[0043] Furthermore, the controller 20 can be configured so that when the vehicle door 2 is opened, it does not activate the actuator 14 to generate a pushing force 24 if the ambient temperature is above the limit temperature and no crash has occurred. If the controller 20 is also configured to monitor the opening time, it can activate the actuator 14 to generate a pushing force 24 if the predetermined opening time is exceeded, even if the ambient temperature is above the limit temperature and no crash has occurred. This pushing force 24 can then be equal to or less than the first pushing force 24a.

[0044] The different pressing forces 24a and 24b can be achieved, in particular, by means of a gearbox 29 and / or by different electrical power supplies or currents to the electromechanical actuator 14. For example, the electrical voltage of the power supply to the actuator 14 can be different for the two pressing forces 24a and 24b.

[0045] According to the Fig. 2 and Fig. 4 In the closed state SZ of the vehicle door 2, the push button 11 assumes a basic position GS, from which it is adjusted, for example, to push open the vehicle door 2 by means of the actuator 14. Fig. Figure 2 shows a first configuration of the door stay 7, in which the handle 11 in its basic position GS has a distance of 31 from the vehicle door 2. In contrast, Figure 2 shows... Fig. 4 A preferred second configuration of the door stay 7, in which the handle 11 rests against the vehicle door 2 in its home position GS. For example, the vehicle door 2 has an abutment (not shown here) for contact with the handle 11, against which the handle 11 already rests in the home position GS in the second configuration. This allows optimal use of the installation space available in the door frame 4.

[0046] The actuator 14 is now configured such that, when pushed, it drives the handle 11 from the home position GS in the extension direction 30 towards the vehicle door 2, thus pushing it outwards away from the door frame 4. Furthermore, the actuator 14 can preferably be configured such that, when pulled, it drives the handle 11 from the home position GS away from the vehicle door 2 in a retraction direction 32. The retraction direction 32 is defined in the Fig. Numbers 1 to 6 are represented by an arrow pointing to the right.

[0047] According to the Fig. In the example shown here, actuator 14 has a coupling gear 33, which is coupled on the input side to the push button 11 and on the output side to the drawbar coupling device 16. The coupling via the coupling gear 33 causes the push button 11, when moved in the inbound direction 32, to transmit a tensile force 34 to the drawbar coupling device 16 via the coupling gear 33. This tensile force 34 is in the Fig. Numbers 2 to 6 are indicated by an arrow.

[0048] In the example shown, the push button 11 has a driver 35 for coupling with the coupling mechanism 33, which in the basic position GS rests against an input-side gear element 36 of the coupling mechanism 33. When the push button 11 is moved in the inward direction 32, the driver 35 drives the input-side gear element 36. When the push button 11 is moved in the outward direction 30, the driver 35 lifts off the input-side gear element 36.

[0049] In the Fig. 4 embodiment shown, in which the push button 11 is extended further in its basic position GS than in the embodiment shown in Fig. In the embodiment shown in 2, with the same positioning of the driver 35, it can already be lifted from the input-side gear element 36 in the basic position GS. A preferred version is one in Fig. 4. The changed position of the driver 35, shown with a broken line, is already in contact with the input-side gear element 36 in the basic position GS.

[0050] The coupling mechanism 33 is designed here as a segmented gear unit, comprising an input gear segment 36 coupled to the push button 11 as the input-side gear element and an output gear segment 37 coupled to the drawbar 16 as the output-side gear element. The two gear elements 36 and 37, designed as gear segments, mesh with each other for drive coupling. The two gear elements 36 and 37 are preferably pivotably mounted or arranged in a gear housing 38 about pivot axes running parallel to each other. These pivot axes can extend perpendicular to the adjustment direction of the push button 11 indicated by the double arrow 12.

[0051] In Fig. 2 is the vehicle door 2 in the closed state SZ. The handle 11 assumes a home position GS, in which it has a distance of 31 from the vehicle door 2.

[0052] In Fig. 3. The push button 11 is adjusted by the actuator 14 in the inbound direction 32 in order to transmit the tractive force 34 to the coupling device 16 for closing the vehicle door 2 via the coupling gear 33. The vehicle door 2 reaches in Fig. 3 just the closed state SZ.

[0053] Fig. 4 corresponds again Fig. 2, provided that in this case the basic position GS of the handle 11 is selected such that it rests against the vehicle door. The vehicle door 2 returns to the closed state SZ.

[0054] In Fig. 5 the push button 11 is extended in the extension direction 30 and has pushed the vehicle door 2 into the leaning position AZ.

[0055] In Fig.6. The push button 11 is extended in the extension direction 30 and has pushed the vehicle door 2 open beyond the leaning position AZ to the emergency opening position NZ. The door stay 7 can be adapted to the installation situation or to the door frame 4 in such a way that the follower 35 comes to rest against a stop 39 in the emergency opening position NZ, which can be formed on the door frame 4.

Claims

[1] Locking system (5) of a vehicle door (2) in a motor vehicle (1), - wherein the vehicle door (2) is adjustable between a closed state (SZ) in which the vehicle door (2) can be locked in a door frame (4) of the motor vehicle (1), an open state (OZ) in which the vehicle door (2) releases a door opening (3) enclosed by the door frame (4), and a leaning state (AZ) in which the vehicle door (2) is leaning against the door frame (4) and can be manually moved into the open state (OZ), - wherein the locking system (5) has a door lock (6) for locking and unlocking the vehicle door (2) in the closed state (SZ), - wherein the door lock (6) has an adjustable bolt (8) for pulling the vehicle door (2) from the leaning position (AZ) to the closed position (SZ), - wherein the locking system (5) has a door stay (7) which has an adjustable push button (11) for pushing the vehicle door (2) from the closed state (SZ) to the leaning state (AZ), characterized by , - that the door stay (7) is configured so that in the event of a crash it can push the vehicle door (2) from the closed state (SZ) into an emergency opening state (NZ) that goes beyond the leaning state (AZ). [2] Locking system (5) according to claim 1, characterized by , - that the door stay (7) is configured so that the push button (11) assumes a home position (GS) in the closed state (SZ) in which it rests against the vehicle door (2). [3] Locking system (5) according to one of the preceding claims, characterized by , - that the door stay (7) has an actuator (14) which is connected to the handle (11) of the door stay (7) such that pressing the actuator (14) causes the handle (11) to be moved from the closed state (SZ) to the leaning state (AZ) to push open the vehicle door (2), - that the actuator (14) of the door stay (7) is connected to the bolt (8) of the door lock (6) via a pull connection device (16) such that a pull operation of the actuator (14) causes the bolt (8) to be adjusted to pull the vehicle door (2) from the leaning state (AZ) to the closed state (SZ). [4] Locking system (5) according to claim 3, characterized by , - that the actuator (14) is configured such that, when pushed, it drives the push button (11) from the home position (GS) in an extension direction (30) towards the vehicle door (2), and when pulled, it drives the push button (11) from the home position (GS) in a retraction direction (32) away from the vehicle door (2), - that the actuator (14) has a coupling gear (33) which is coupled on the input side to the push button (11) and on the output side to the drawbar coupling device (16), such that when the push button (11) is moved in the direction of entry (32) the coupling gear (33) introduces a tractive force (34) into the drawbar coupling device (16). [5] Locking system (5) according to claim 4, characterized by , - that the push button (11) has a driver (35) for coupling with the coupling mechanism (33), which in the basic position (GS) rests against an input-side gear element (36) of the coupling mechanism (33), drives the input-side gear element (36) when adjusted in the inbound direction (32) and lifts off from the input-side gear element (36) when adjusted in the outbound direction (30). [6] Locking system (5) according to claim 5, characterized by , - that the coupling gear (33) is designed as a segmented gear, which has an input gear segment as an input-side gear element (36) coupled to the pusher (11) and an output gear segment as an output-side gear element (37) coupled to the drawbar (16), which are in mesh with each other. [7] Locking system (5) according to one of claims 3 to 6, characterized by , - that the locking system (5) has a control unit (20) for actuating the actuator (14) which is coupled to the door lock (6) and to the door stay (7), - that the control unit (20) is configured to actuate the actuator (14) to adjust the latch (8) to pull the vehicle door (2) shut when the vehicle door (2) is closed, as soon as the vehicle door (2) reaches the leaning position (AZ) when closing, - that the control unit (20) is configured to actuate the actuator (14) to adjust the push button (11) to push the vehicle door (2) from the closed state (SZ) to the leaning state (AZ) when the vehicle door (2) is opened, if the vehicle door (2) does not reach the leaning state (AZ) on its own within a predetermined opening time. [8] Locking system (5) according to claim 7, characterized by , - that the control unit (20) is coupled with a crash sensor (27) of the motor vehicle (1) to detect a crash and is configured to control the actuator (14) to adjust the push button (11) to push open the vehicle door (2) from the closed state (SZ) to the emergency opening state (NZ) when a crash occurs. [9] Locking system (5) according to claims 7 and 8, characterized by , - that the actuator (14) is configured to generate at least two different pressure forces (24) for adjusting the push button (11), - that the controller (20) is configured to activate the actuator (14) to generate a first pushing force (24a) when the vehicle door (2) is opened, if the ambient temperature is below the predetermined limit temperature and if no crash has occurred, and that it activates the actuator (14) to generate a second pushing force (24b) when the vehicle door (2) is opened, if a crash has occurred, - that the second pressing force (24b) is greater than the first pressing force (24a). [10] Motor vehicle (1), preferably a passenger car, - with at least one vehicle door (2) which is equipped with a locking system (5) according to one of the preceding claims.

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