Motor vehicle handle assembly
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-01-15
- Publication Date
- 2026-04-01
AI Technical Summary
Motor vehicle handle arrangements are prone to unwanted door opening during accidents due to acceleration forces, posing a safety risk to occupants.
A motor vehicle handle arrangement with a transmission lever and locking lever, both designed with predetermined weight distribution and center of gravity, are pivotally mounted to secure against acceleration forces, featuring a pin-elongated hole connection and microswitch activation for safe operation.
The design effectively prevents unintended door opening during accidents by securing the handle and transmission lever against acceleration forces, ensuring occupant safety while maintaining cost-effectiveness and functional simplicity.
Smart Images
Figure EP2024050803_28112024_PF_FP_ABST
Abstract
Description
[0001]ZENZ Patentanwälte · Gutenbergstr. 39 · D-45128 Essen H01442WO AZ Motor vehicle handle assembly The invention relates to a motor vehicle handle assembly, comprising a handle support attachable to a motor vehicle door and a handle having a first longitudinal end and a second longitudinal end, wherein the handle is pivotally mounted at its first longitudinal end about a rotational axis relative to the handle support and is movable between an operating position and an actuating position serving to open the motor vehicle door, in which the second longitudinal end of the handle is pivoted about the rotational axis and arranged to move in an opening direction pointing away from the handle support, and wherein a transmission lever, coupled for movement to the handle, is pivotally mounted on the handle support via a transmission axis. Such motor vehicle handle assemblies with a handle for pulling are known from the prior art.The handle pivots about a rotational axis as a result of the pulling movement, so that the handle rotates. This rotation simultaneously actuates an opening device used to open a motor vehicle door. It is known from the prior art that the opening device can be designed, for example, as a Bowden cable. In the event of a vehicle accident, such motor vehicle handle assemblies are exposed to acceleration forces, which can, among other things, act on the handle, so that the handle can perform the rotational movement described above as a result of acting transverse forces, thereby actuating the opening device. Thus, when acceleration forces are acting in the event of a vehicle accident, it is possible that an unwanted opening of the motor vehicle door may occur, which poses a danger to the occupants of the motor vehicle. The object of the invention is therefore to provide a motor vehicle handle assemblywhich is characterized by a high level of safety in the event of a vehicle accident in which acceleration forces act on the handle. This object is achieved according to the invention by a motor vehicle handle assembly having the features according to claim 1. The motor vehicle handle assembly according to the invention comprises a handle support that can be fastened to a motor vehicle door and a handle having a first longitudinal end and a second longitudinal end. The handle is pivotally mounted at its first longitudinal end about a rotational axis relative to the handle support and is designed to be movable between an operating position and an actuating position serving to open the motor vehicle door, in which the second longitudinal end of the handle is pivoted about the rotational axis and arranged to move in an opening direction pointing away from the handle support. A transmission lever, which is motion-coupled to the handle, is pivotally mounted on the handle support via a transmission axis.wherein the transmission lever is designed to activate an opening device designed to open the motor vehicle door as a result of a movement of the handle from the standby position to the actuating position. According to the invention, the transmission lever is designed with a predetermined weight distribution and a predetermined center of gravity, which is arranged horizontally in the transmission axis. Advantageous and expedient embodiments and further developments of the invention emerge from the corresponding subclaims. The invention provides a motor vehicle handle assembly which is characterized by a functionally appropriate and cost-effective design and which has a high degree of functionality. Because the center of gravity of the transmission lever is arranged horizontally in the transmission axis,The transmission lever is protected against any acceleration forces in the event of a vehicle accident and does not swing out to open the vehicle door. It is particularly advantageous in an embodiment of the invention if the transmission lever has a transmission lever weight attached to the transmission lever, which is designed to shift the predetermined center of gravity of the transmission lever into the transmission axis. With the aid of this embodiment, the transmission lever can be manufactured cost-effectively in a conventional manner without having to pay attention to the weight distribution during production, because the center of gravity is then formed and fixed by the transmission lever together with the handle weight attached to it. The handle can be a pull or rotary handle that protrudes from the outside of the vehicle door. In a further embodiment, the invention providesthat it can also be a flush handle which extends for its actuation. For this purpose, in an embodiment of the invention, a deployment lever is provided which is pivotably mounted on the handle support about a pivot axis and which is designed to be arranged in a rest position and an active position, wherein the handle is further designed to be movable between a retracted position, in which the handle is arranged flush with an outer side of the motor vehicle door, and the operating position, in which the handle is arranged extended in the deployment direction relative to the outer side of the motor vehicle door for manual actuation, wherein the handle is rotatably mounted on the deployment lever at its first longitudinal end about the rotation axis and is arranged in its retracted position in the rest position of the deployment lever,and wherein the deployment lever is designed to move the handle from the retracted position to the operating position during its movement from the rest position to the active position. In a further embodiment, the invention provides that the deployment lever is designed to be movable from the rest position to the active position during normal operation by means of a drive element mounted on the handle carrier. For the purposes of the invention, normal operation means that the drive element is motor-driven, whereas emergency operation means that no energy is available to drive the drive element motor-driven, so that it is a powerless emergency operation. To increase safety in the event of a vehicle accident, so that the handle does not cause an undesired opening of the vehicle door due to acting acceleration forces, a further embodiment of the invention provides:that a locking lever, which is designed to be movable from a locking position to a release position with the aid of the drive element, is arranged on the handle carrier, wherein the locking lever is pivotally mounted on the handle carrier via a locking pivot axis between the locking position, in which the locking lever is designed to block movement of the deployment lever from the rest position, and the release position, in which the locking lever is designed to release movement of the deployment lever from the rest position. The safety of the entire motor vehicle handle assembly can be further increased in a further embodiment of the invention by designing the locking lever with a predetermined weight distribution and a predetermined center of gravity, which is arranged lying on the locking pivot axis. With regard to a simplified and cost-effective manufacturing process, the invention provides in a further embodiment,that the locking lever has a lever weight attached to the locking lever, which is designed to shift the predetermined center of gravity of the locking lever into the locking pivot axis. Thus, a known and cost-effective manufacturing process can be used to manufacture the actual locking lever, without having to pay attention to a corresponding weight distribution with regard to the center of gravity. This is because the center of gravity is determined by the lever weight and shifted accordingly into the locking pivot axis with the help of the lever weight. A further embodiment of the invention is particularly advantageous if the second longitudinal end of the handle is designed as a free longitudinal end. This eliminates the need for a structurally complex coupling of the second longitudinal end of the handle, whereby this coupling would then also have to be secured against acceleration forces in the event of a vehicle accident.However, this can be omitted due to the special design. To support the deployment movement of the second and free longitudinal end of the handle, it is advantageous in an embodiment of the invention if a guide lever is pivotally mounted on the handle support via a guide axis, wherein the guide lever is coupled in motion to the deployment lever via a coupling rod and is designed to urge the second longitudinal end of the handle in the deployment direction upon movement of the deployment lever from the rest position to the operating position. In an embodiment of the invention and the special embodiment, it is particularly advantageous if the handle is designed with a predetermined weight distribution and a predetermined center of gravity, which is arranged horizontally on the axis of rotation. As a result, the handle is protected both in its retracted position and in its operating position against any acceleration forces in the event of a vehicle accident.In addition, the installation space depth can be reduced to a minimum. It is particularly advantageous in an embodiment of the invention if the handle has a handle weight attached to the handle, which is designed to shift the predetermined center of gravity of the handle into the axis of rotation. With the help of this embodiment, the handle can be manufactured cost-effectively in a conventional manner, without having to pay attention to the weight distribution during handle manufacture, because the center of gravity is then formed and fixed by the handle together with the attached handle weight. In a further embodiment of the invention, it is provided that the transmission lever is motion-coupled to the second longitudinal end of the handle. This motion coupling can be realized in a structurally advantageous manner in an embodiment of the invention byby connecting the transmission lever to the second longitudinal end of the handle via a pin-slot connection. For electrically opening the motor vehicle door, the invention provides in a further embodiment that the opening device is designed as a microswitch. Such a microswitch is easily activated as a result of the movement of the handle and the accompanying movement of the transmission lever. In a further embodiment of the invention, it is conceivable that the opening device is designed as an opening lever, which is pivotably mounted on the handle carrier about an opening axis. In a further embodiment, the opening lever can be connected to a Bowden cable. In an alternative embodiment, it is also conceivablethat in the actuating position of the handle, the opening lever is designed to activate a microswitch as a result of a pivoting movement of the transmission lever. Finally, for a currentless emergency operation, the invention provides in a further embodiment of the motor vehicle handle arrangement that in an emergency operation, the first longitudinal end of the handle is designed to be movable against a spring force in a direction opposite to the extension direction such that the first longitudinal end of the handle is pivoted about the axis of rotation and the second longitudinal end of the handle is extended in the extension direction and can be grasped by a user. The user can grasp the handle at its second longitudinal end and move it completely into the operating position, so that in the operating position, the handle can be used to open the motor vehicle door in the normal way. By normal way, an operation of the handleIndependent of normal operation or power-free emergency operation, in which, according to one embodiment, the handle is pivotable from its operating position into an actuating position used to open the motor vehicle door, in which the second longitudinal end of the handle is pivoted about the pivot axis and moved in the opening direction. Thus, due to its movement upon actuation, the handle is a type of rotary handle. It is understood that the features mentioned above and those yet to be explained below can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the present invention. The scope of the invention is defined only by the claims. Further details, features, and advantages of the subject matter of the invention will become apparent from the following description in conjunction with the drawings.in which an exemplary preferred embodiment of the invention is shown. The drawing shows: Figure 1 is a schematic side view of a motor vehicle with several motor vehicle handle assemblies according to the invention, Figure 2 is a perspective view of the motor vehicle handle assembly according to the invention with a handle arranged in a retracted position so as to run flush or flush with the outside of a motor vehicle door, Figure 3 is a perspective view of the motor vehicle handle assembly according to the invention with the handle arranged in an operating position and exposed relative to the outside of the motor vehicle door, Figure 4 is a perspective rear view of the motor vehicle handle assembly according to the invention, Figure 5 is a perspective front view of the motor vehicle handle assembly according to the invention, with a handle carrier of the motor vehicle handle assembly hidden,Figure 6 is a perspective rear view of the motor vehicle handle assembly shown in Figure 5. Figure 7 is a bottom view of the motor vehicle handle assembly according to the invention. Figure 8 is a perspective detailed view of an opening lever and transmission lever of the motor vehicle handle assembly according to the invention. Figure 9 is a perspective top view of a guide lever and the transmission lever of the motor vehicle handle assembly according to the invention. Figure 10 is a top view of the motor vehicle handle assembly, with the handle arranged in a retracted position. Figure 11 is a top view of the motor vehicle handle assembly, with the handle arranged in an operating position. Figure 12 is a top view of the motor vehicle handle assembly, with the handle arranged in an actuating position for opening a motor vehicle door. Figure 13 is a top view of the motor vehicle handle assembly.The handle is arranged in an emergency operating position. Figure 1 shows an exemplary motor vehicle 1 in the form of a passenger car, which in the example has four motor vehicle doors 2 (two of which are visible in Figure 1), which can be opened via a respective motor vehicle handle assembly 3 and, in particular, with the aid of a handle 4 of the motor vehicle handle assembly 3. The motor vehicle doors 2 are firmly locked via a respective door lock and can be opened from the outside by moving the handle 4. According to the invention, the motor vehicle handle assembly 3 can be used not only for motor vehicle doors 2, but also for any type of hatch of a motor vehicle 1. Figures 2 and 3 each show a perspective view of one of the motor vehicle doors 2 and the handle 4 used to open the motor vehicle door 2.The handle 4 is shown in a retracted position in Figure 2 and in an extended operating position in Figure 3. As can be seen from Figure 2, the handle 4, in its retracted position, is arranged approximately flush with an outer side 5 of the motor vehicle door 2, i.e., completely flush or flush with the surface. In this position, the handle 4 is in its retracted position, in which it is not used. From the retracted position shown in Figure 2, the handle 4 can be transferred into the operating position shown in Figure 3, in which the handle 4 protrudes from the outer side 5 of the motor vehicle door 2 and is arranged in an extended position compared to the retracted position. Accordingly, the handle 4 is arranged protruding from the motor vehicle door 2 in the operating position.by previously moving the handle 4 in a deployment direction 6. In the operating position, the handle 4 is arranged in a deployment direction 6 relative to the outer side 5 of the motor vehicle door 2 for manual operation by a user, so that a user can then grasp behind the handle 4 and operate or handle it to open the motor vehicle door 2. The force applied by the user to the handle 4 causes the handle 4 to be moved further in the deployment direction 6 at one of its longitudinal ends to open the motor vehicle door 2. When the handle 4 has reached an actuating position, which is shown in Figure 12, the motor vehicle door 2 opens. Even if the above and following description of the figures is directed to a flush and extendable handle 4, the person skilled in the art will recognize that the invention also applies to a non-extendable handle, such as a pull or rotary handle.Figure 4 shows a perspective rear view of the motor vehicle handle assembly 3 according to the invention, which has a handle support 7 that can be fastened to the motor vehicle door 2. In addition to the handle support 7 and the handle 4, the motor vehicle handle assembly 3 according to the invention has a deployment lever 8 mounted on the handle support 7. Furthermore, Figure 4 shows that a drive element 9 movably mounted on the handle support 7, a locking lever 10 movably mounted on the handle support 7, a guide lever 11 movably mounted on the handle support 7, a coupling linkage 12, and a transmission lever 14 are provided. Reference is made below to Figures 4 to 13.For reasons of clarity, the handle support 7 is not shown in Figures 5 to 13, and the transmission lever 14 is not shown in Figures 10 to 13, and furthermore, only the components of the motor vehicle handle assembly 3 that are essential to the invention are shown in Figures 5 to 13. However, a fixed reference point is shown in Figures 10 to 13 as a fixed panel element 15 that is attached to the handle support 7 and is thus stationary, in order to better recognize the various movements of the individual components in relation to a fixed reference point. As can be seen, for example, from Figure 4 in conjunction with Figures 5 to 8,The deployment lever 8 is pivotally mounted on the handle support 7 about a pivot axis 16, and the handle 4 has a first longitudinal end 17 and a second longitudinal end 18. The handle 4 is rotatably mounted on the deployment lever 8 at its first longitudinal end 17 about a rotation axis 19. In an embodiment of a pull or rotation handle not shown in the figures, the handle 4 would be pivotally mounted on the handle support 7 and at its first longitudinal end 17 about the rotation axis 19 relative to the handle support 7, with the rotation axis 19 then being mounted on the handle support 7 in this embodiment. Furthermore, the handle 4 shown in the figures is designed with a predetermined weight distribution and a predetermined center of gravity 20 (see, for example, Figure 7). The center of gravity 20 is arranged along the rotation axis 19. As can be seen, for example, from Figure 6, the handle 4 has a handle weight 21,which is attached to the handle 4 and which is designed to shift the predetermined center of gravity 20 of the handle 4 into the rotation axis 19. The lever 8 is used to move the handle 4 from the retracted position to the operating position. This lever can be moved into a rest position (see, for example, Figures 7 and 10) and into an active position (see, for example, Figure 11). It is arranged at the first longitudinal end 17 of the handle 4 and is pivotally mounted on the handle support 7 about the pivot axis 16. In the rest position of the lever 8, the handle 4 is arranged in its retracted position (see, for example, Figure 10). The lever 8 is designed to move the handle 4 from the retracted position to the operating position during its movement from the rest position to the active position (see, for example, Figure 11). The lever 8 thus presses the handle 4 during its movement from the rest position to the operating position.which is mounted at its first longitudinal end 17 on the deployment lever 8 via the rotation axis 19 so that it can rotate against a spring force, in the deployment direction 6, so that the handle 4 is moved by the deployment lever 8 into the extended position. The guide lever 11 is provided so that the second longitudinal end 18 of the handle 4 is also extended accordingly. The guide lever 11 is pivotally mounted on the handle carrier 7 via a guide axis 22. The guide lever 11 is motion-coupled to the deployment lever 8 via the coupling rod 12, so that when the deployment lever 8 is moved from the rest position into the operating position, the free arm of the guide lever 11 is also moved in the deployment direction 6, as can be seen when looking at Figures 9, 10 and 11. The coupling rod 12 is connected via a first joint axis 23, which is mounted on the deployment lever 8 at a distance from the pivot axis 16, and via a second joint axis 24,which is mounted on the guide lever 11 at a distance from the guide axis 22, is articulated to the deployment lever 8 and the guide lever 11 in the manner of a four-bar linkage. The second longitudinal end 18 of the handle 4 is designed as a free longitudinal end. This means that the second longitudinal end 18 is not connected to any component. Rather, the guide lever 11 is designed to urge the second longitudinal end 18 of the handle 4 in the deployment direction 6 when the deployment lever 8 moves from the rest position (see Figure 10) to the operating position (see Figure 11). The free lever arm of the guide lever 11 presses against the second longitudinal end 18 of the handle 4 and presses the second longitudinal end 18 in the deployment direction 6.when the handle 4 is to be moved from the retracted position to the operating position during normal operation. During normal operation, an actuator (not shown in the figures) drives the drive element 9. Accordingly, the extension lever 8 is designed to be movable from the rest position to the active position during normal operation with the aid of the drive element 9 mounted on the handle carrier 7. The rod-shaped drive element 9, which is rotationally driven by the actuator, has an extension control disc 25 with an extension cam contour 26 for moving the extension lever 8.as can be seen from Figures 5 to 7. When the drive element 9 moves or when the drive element 9 is in operation, the extension cam contour 26 moves the deployment lever 8 from the rest position to the active position. However, before this can happen, the locking lever 10 must release the movement of the deployment lever 8. The locking lever 10 is designed to be movable with the aid of the drive element 9 from a locked position (see, for example, Figure 10) to a released position (see, for example, Figure 11). The locking lever 10 is pivotally mounted on the handle carrier 7 via a locking pivot axis 27. In the locked position shown in Figures 8 and 9, the locking lever 10 is designed to block movement of the deployment lever 8 from the rest position. The locking lever 10 can have a recess 28 on its lever arm for locking (see for example Figures 11 and 12), which in the locking position with the first joint axis 23, which is mounted on the deployment lever 8,is engaged such that the locking lever 10 blocks movement of the deployment lever 8 from the rest position. In normal operation, the drive element 9 is rotated, wherein a release control disc 29 with a release cam contour 30 is formed on the drive element 9 in the longitudinal direction of the drive element 9, offset from the extension control disc 25, as can be seen, for example, in Figures 7 and 8. The release cam contour 30 is designed such that upon movement of the drive element 9 or during operation of the drive element 9, the locking lever 10 is moved into a release position, as shown in Figure 10. In the release position, the locking lever 10 is designed to release movement of the deployment lever 8 from the rest position,whereby the locking lever 10 is moved out of engagement with the deployment lever 8. The release control disc 29 and the extension control disc 25 are arranged and formed one above the other on the drive element 9. During operation of the drive element 9, the release cam contour 30 of the release control disc 29 comes into contact with the locking lever 10 and moves the locking lever 10 from the locked position into the release position, with only then the extension cam contour 26 of the extension control disc 25 coming into contact with the deployment lever 8 and moving the deployment lever 8 from the rest position into the active position. Overall, the drive element 9 is designed like a camshaft and, with the aid of the extension cam contour 26 and the release cam contour 28, ensures a sequential release of the locking lever 10 and the subsequent movement of the released deployment lever 8 to extend the handle 4. As a result,Since the deployment lever 8 and the guide lever 11 are connected to one another via the coupling rod 12, the handle 4 is extended into its extended position due to the movement of the deployment lever 8 and the guide lever 11, with the first longitudinal end 21 and the second longitudinal end 22 being extended almost parallel and simultaneously. A safety device is also provided for the locking lever 10 so that, when subjected to an acceleration force in the event of a vehicle accident, the locking lever 10 does not inadvertently release the deployment lever 8 arranged in its rest position, thus preventing an undesired opening of the motor vehicle door 2. For this purpose, the locking lever 10 is designed with a predetermined weight distribution and a predetermined center of gravity 31, which is arranged lying in the locking pivot axis 27. In the embodiment shown in the figures,that the locking lever 10 has a lever weight 32. The lever weight 32 is attached to the locking lever 10 such that the lever weight 32 shifts the predetermined center of gravity 31 of the locking lever 10 into the locking pivot axis 27. In Figure 11, the handle 4 is arranged in its extended position, whereby during normal operation, the drive element 9 has previously moved the locking lever 10 into its release position and the deployment lever 8 into its active position. In the position shown in Figure 11, a user can now grasp behind the handle 4 and actuate it to open the motor vehicle door 2. Upon actuation, the handle 4 then reaches the actuating position shown in Figure 12, in which the second longitudinal end 18 of the handle 4 is pivoted about the pivot axis 16 and arranged to move in the deployment direction 6. From Figure 12, it can be seen that the second longitudinal end 18 of the handle 4 is designed as a free end.since no connection to the handle support 7 or the like is visible. When the handle 4 is moved from the operating position to the actuating position, the handle 4 pivots the transmission lever 14, which is designed to be motion-coupled to the handle 4 and which is pivotally mounted on the handle support 7 via a transmission axis 33. When the handle 4 is moved into the standby position, a transmission pin 42 formed on the transmission lever 14 comes into contact with an opening device 34 designed to open the motor vehicle door 2, wherein the transmission lever 14 is designed to activate the opening device 34 as a result of a movement of the handle 4 from the standby position to the actuating position. To ensure that the transmission lever 14 does not undesirably activate the opening device 34 to open the motor vehicle door 2 in the event of a vehicle accident,The transmission lever 14 is designed with a predetermined weight distribution and a predetermined center of gravity 35, which is arranged horizontally in the transmission axis 33. For a simple manufacturing process, in which the transmission lever 14 can be mass-produced using known methods, it is advantageous if the transmission lever 14 has a transmission lever weight 36 attached to the transmission lever 14, which is designed to shift the predetermined center of gravity 35 of the transmission lever 14 into the transmission axis 33. In the embodiment shown in the figures, the transmission lever 14 is motion-coupled to the second longitudinal end 18 of the handle 4. In particular, the transmission lever 14 is motion-coupled to the second longitudinal end 18 of the handle 4 in such a way thatthat the transmission lever 14 remains stationary in a neutral position on the handle carrier 7 when the handle 4 is moved from the retracted position to the operating position, and that the transmission lever 14 pivots about the transmission axis 33 when the handle 4 is moved from the operating position to the actuated position into a transmission position in order to activate the opening device 34. In Figure 8, the transmission lever 14 is arranged in its neutral position, so that the opening device 34 is not activated, wherein in the position shown in Figure 8, the handle 4 is arranged in its retracted position. In the embodiment shown in the figures, the movement coupling is realized by connecting the transmission lever 14 to the second longitudinal end 18 of the handle 4 via a pin-slot connection 37.as can be seen, for example, from Figures 8 and 9. For this purpose, an elongated hole 38 is formed on the second longitudinal end 18 of the handle 4, in which a bolt-shaped pin 39 of the transmission lever 14 is arranged and guided, so that the transmission lever 14 only pivots into the transmission position upon movement of the handle 4 from the operating position to the actuated position. The opening device 34 can be designed as a microswitch (not shown in the figures), which is activated by the transmission lever 14 in its transmission position. In the embodiment shown in the figures, the opening device 34 is designed as an opening lever 40, which can be seen in Figures 5, 6 and 8. The opening lever 40 is pivotally mounted on the handle support 7 via an opening axis 41. As already explained above,In the operating position of the handle 4, the transmission pin 42 of the transmission element 14 rests against a contact contour 43 (see Figure 8), which is formed on the opening lever 40 at a distance from the opening axis 41. When the handle 4 is now moved into its actuating position, the transmission lever 14 is pivoted from its neutral position into its transmission position, with the opening lever 40 pivoting about its opening axis 41 during this pivoting movement. During the pivoting movement of the opening lever 40 about the opening axis 41, which occurs as a result of the pivoting movement of the transmission lever 14, the opening lever 40 can activate a microswitch. Additionally or alternatively, the opening lever 40 can be connected to a Bowden cable 44.as shown in the embodiment illustrated in the figures. With the aid of the Bowden cable 44, a movement of the handle 4 into its actuating position then pivots the transmission lever 14, the pivoting movement of which is transmitted to the opening lever 40 of the opening device 34, so that the pivoting movement of the opening lever 40 causes a pulling movement on the Bowden cable 44. The above-described chain of action between the transmission lever 14 and the opening device 34 is used during normal operation and emergency operation of the motor vehicle handle assembly 3. It is clear that in the case of powerless emergency operation, the design with the Bowden cable 44 must be used, since no energy is available for microswitches and the like. Furthermore, in powerless emergency operation, it is no longer possiblethat the motor-driven drive element 9 ensures the various movement sequences of the flush-mounted handle 4. If a power-free emergency operation is required to open the motor vehicle door 2, such as when the vehicle battery is empty, the handle 4 can be moved inward by a user at the first longitudinal end 17 against the extension direction 6, whereby the other, second longitudinal end 18 of the handle 4 is moved in the extension direction 6. For an emergency operation shown in Figure 13, the first longitudinal end 17 of the handle 4 is thus designed to be movable against a spring force in a direction opposite the extension direction 6 such that the first longitudinal end 17 of the handle 4 is pivoted about the rotation axis 19 and the second longitudinal end 18 of the handle 4 is extended in the extension direction 6 and can be grasped by a user. Before the handle 4 assumes the emergency operating position shown in Figure 13,The first longitudinal end 17 of the handle 4 first pushes the locking lever 10 out of its locked position, so that the deployment lever 8 is ultimately released and pivotable. Upon release of the deployment lever 8, the handle 4 can then be moved from the emergency actuation position shown in Figure 13 into the operating position shown in Figure 11, from which the user can then move the handle 4 into the actuation position shown in Figure 12 to open the motor vehicle door 2. The invention described above is, of course, not limited to the described and illustrated embodiment. Even if the described and illustrated embodiment is directed to a flush-mounted handle that is designed to be extendable, the person skilled in the art will recognize that the invention and the transmission lever according to the invention can also be used with a non-extendable handle, such as a pull or rotary handle. It is therefore clear,that numerous modifications may be made to the embodiment shown in the drawings, which are obvious to a person skilled in the art and which correspond to the intended application, without thereby departing from the scope of the invention. The invention includes everything contained in the description and / or shown in the drawings, including that whichwhich, deviating from the specific embodiment, is obvious to the person skilled in the art. List of reference symbols 1 Motor vehicle 2 Motor vehicle door 3 Motor vehicle handle arrangement 4 Handle 5 Outside 6 Deployment direction 7 Handle carrier 8 Deployment lever 9 Drive element 10 Locking lever 11 Guide lever 12 Coupling rod 14 Transmission lever 15 Cover element 16 Pivot axis of 8 17 First longitudinal end of 4 18 Second longitudinal end of 4 19 Rotation axis of 4 20 Center of gravity 21 Handle weight 22 Guide axis of 11 23 First joint axis 24 Second joint axis 25 Extension control disc 26 Extension cam contour 27 Locking pivot axis of 10 28 Recess 29 Release control disc 30 Release cam contour 31 Center of gravity 32 Lever weight 33 Transmission axis 34 Opening device 35 Center of gravity of 14 36 Transmission lever weight 37 Pin-slot connection 38 Slot 39 Pin 40 Opening lever 41 Opening axis 42 Transmission pin of 14 43 Contact contour 44 Bowden cable,
Claims
ZENZ Patent Attorneys · Gutenbergstr. 39 · D-45128 Essen H01442WO AZ Patent claims 1. Motor vehicle handle arrangement (3), comprising a handle support (7) which can be fastened to a motor vehicle door (2) and a handle (4) having a first longitudinal end (17) and a second longitudinal end (18), wherein the handle (4) is pivotally mounted at its first longitudinal end (17) about a rotational axis (19) relative to the handle support (7) and is designed to be movable between an operating position and an actuating position which serves to open the motor vehicle door (2), in which actuating position the second longitudinal end (18) of the handle (4) is pivoted about the rotational axis (19) and is arranged to be moved in an opening direction (6) pointing away from the handle support (7), wherein a transmission lever (14) which is motion-coupled to the handle (4) is pivotally mounted on the handle support (7) via a transmission axis (33),wherein the transmission lever (14) is designed to activate an opening device (34) designed to open the motor vehicle door (2) as a result of a movement of the handle (4) from the standby position into the actuating position, and wherein the transmission lever (14) is designed with a predetermined weight distribution and a predetermined center of gravity (35) which is arranged lying in the transmission axis (33).
2. Motor vehicle handle arrangement (3) according to claim 1, wherein the transmission lever (14) has a transmission lever weight (36) fastened to the transmission lever (14), which weight supports the predetermined center of gravity (35) of the, 2 transmission lever (14) is designed to be displaceable into the transmission axis (33).
3. Motor vehicle handle arrangement (3) according to claim 1 or 2, wherein a deployment lever (8) is provided, which is pivotably mounted on the handle carrier (7) about a pivot axis (16), and which is designed to be arranged in a rest position and an active position, wherein the handle (4) is further designed to be movable between a retracted position, in which the handle (4) is arranged flush with an outer side (5) of the motor vehicle door (2), and the operating position, in which the handle (4) is arranged in the deployment direction (6) relative to the outer side (5) of the motor vehicle door (2) for manual actuation, wherein the handle (4) is rotatably mounted on the deployment lever (8) at its first longitudinal end (17) about the rotation axis (19) and is arranged in its retracted position in the rest position of the deployment lever (8).and wherein the deployment lever (8) is designed to move the handle (4) from the retracted position into the operating position during its movement from the rest position into the active position.
4. Motor vehicle handle assembly (3) according to claim 3, wherein the deployment lever (8) is designed to be movable from the rest position into the active position in normal operation by means of a drive element (9) mounted on the handle carrier (7).
5. Motor vehicle handle assembly (3) according to claim 4, wherein a locking lever (10) is arranged on the handle carrier (7) and is designed to be movable from a locked position into a released position by means of the drive element (9), wherein the, 3 locking lever (10) is pivotally mounted on the handle carrier (7) via a locking pivot axis (27) between the locking position, in which the locking lever (10) is designed to block movement of the deployment lever (8) from the rest position, and the release position, in which the locking lever (10) is designed to release movement of the deployment lever (8) from the rest position.
6. Motor vehicle handle arrangement (3) according to claim 5, wherein the locking lever (10) is designed with a predetermined weight distribution and a predetermined center of gravity (31) which is arranged lying in the locking pivot axis (27).
7. Motor vehicle handle arrangement (3) according to claim 6, wherein the locking lever (10) has a lever weight (32) fastened to the locking lever (10), which is designed to shift the predetermined center of gravity (31) of the locking lever (10) into the locking pivot axis (27). 8.Motor vehicle handle arrangement (3) according to one of claims 3 to 7, wherein the second longitudinal end (18) of the handle (4) is designed as a free longitudinal end.
9. Motor vehicle handle arrangement (3) according to claim 8, wherein a guide lever (11) is pivotally mounted on the handle carrier (7) via a guide axis (22), wherein the guide lever (11) is movement-coupled to the deployment lever (8) via a coupling rod (12), and upon movement of the deployment lever (8) from the rest position into the active position, the second longitudinal end (18) of the handle (4) is designed to urge in the deployment direction (6). 4 10. Motor vehicle handle assembly (3) according to one of the preceding claims, wherein the handle (4) is designed with a predetermined weight distribution and a predetermined center of gravity (20) which is arranged lying in the axis of rotation (19).
11. Motor vehicle handle assembly (3) according to claim 10, wherein the handle (4) has a handle weight (21) fastened to the handle (4), which is designed to shift the predetermined center of gravity (20) of the handle (4) into the axis of rotation (19).
12. Motor vehicle handle assembly (3) according to one of the preceding claims, wherein the transmission lever (14) is movement-coupled to the second longitudinal end (18) of the handle (4).
13. Motor vehicle handle assembly (3) according to one of the preceding claims, wherein the transmission lever (14) is connected to the second longitudinal end (18) of the handle (4) via a pin-slot connection (37). 14.Motor vehicle handle assembly (3) according to one of the preceding claims, wherein the opening device (34) is designed as a microswitch.
15. Motor vehicle handle assembly (3) according to one of claims 1 to 13, wherein the opening device (34) is designed as an opening lever (40) which is mounted on the handle carrier (7) so as to be pivotable about an opening axis (41). 5 16. Motor vehicle handle arrangement (3) according to claim 15, wherein the opening lever (40) is connected to a Bowden cable (44).
17. Motor vehicle handle arrangement (3) according to claim 15, wherein in the actuated position of the handle (4), the opening lever (40) is designed to activate a microswitch as a result of a pivoting movement of the transmission lever (14).
18. Motor vehicle handle arrangement (3) according to one of the preceding claims, wherein in an emergency operation the first longitudinal end (17) of the handle (4) is designed to be movable against a spring force in a direction opposite to the deployment direction (6) such that the first longitudinal end (17) of the handle (4) is pivoted about the rotation axis (19) and the second longitudinal end (18) of the handle (4) is deployed in the deployment direction (6) and can be grasped by a user.