Wing element for a vehicle, in particular for 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), and a handle element (7) which is separate from the base element (4) and can be moved relative to the base element from a starting position (AS) into an actuated position, making it possible to unlock a lock (12) by means of which the wing element (2), which can be mounted on a body of the vehicle (1) for movement between a locked position and at least one open position, can be secured in the locked position. The wing element (2) also comprises a locking device (19) which is separate from the base element (4) and separate 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 securing position (ST), in which the handle element (7) is secured by means of the securing device (19) to prevent the handle element (7) from moving out of the starting position (AS) into the actuated position, into a release position, in which the securing device (19) allows the handle element (7) to move out of the starting position (AS) into the actuated position.

Description

[0001] Wing element for a vehicle, in particular for a motor vehicle, as well as vehicle

[0002] The invention relates to a wing element for a vehicle, in particular for a motor vehicle. Furthermore, the invention relates to a vehicle, in particular a motor vehicle, with at least one such wing element.

[0003] WO 2007 / 118552 A1 discloses a motor vehicle with a vehicle door comprising a lower door section and an upper window section separated by a window sill. WO 2020 / 01137 A1 discloses a device for operating a vehicle door, including a sensor device configured to detect a force acting on the vehicle door and to generate corresponding sensor data. Furthermore, DE 102017202 114 A1 discloses a motor vehicle with at least one side door comprising a door body. WO 2006 / 007916 A1 also discloses a motor vehicle door with an inner module and an outer module.

[0004] The object of the present invention is to create a wing element for a vehicle and a vehicle with at least one such wing element, so that a particularly advantageous actuation of the wing element can be realized.

[0005] This problem is solved according to the invention by a wing element having the features of claim 1 and by a vehicle having the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims.

[0006] A first aspect of the invention relates to a wing element for a vehicle, in particular for a motor vehicle. This means that the vehicle, preferably designed as a motor vehicle, in particular as a motor car and especially as a passenger car, has the wing element in its fully manufactured state. The wing element is understood to be a structural component that is movably, in particular pivotably, held or mounted on a body of the vehicle, for example, a self-supporting body, the interior of which is formed by the body, also referred to as the passenger cell, passenger compartment, or cabin. Thus, in the fully manufactured state of the vehicle, the wing element is formed separately from the body and is movably, in particular pivotably, mounted on the body. In particular, the wing element is associated with an opening in the body.The wing element can be moved, in particular pivoted, relative to the vehicle body between a closed position and at least one open position. In the closed position, the wing element closes at least a portion of the vehicle body opening. In the open position, the wing element releases this portion of the opening. The wing element can, for example, be a door, particularly a side door, so that the opening is designed, for example, as a side or rear door. The door is also referred to as a vehicle door. Thus, for example, in the open position of the wing element, a person initially in the vicinity of the vehicle and therefore the wing element can enter the interior through the released portion of the opening.Furthermore, a person initially inside the vehicle can exit the interior via the opened section and thus access the surroundings. It is also conceivable that the wing element is a flap, such as a tailgate or a front flap. For example, the wing element could be a trunk lid, a trunk cover, or a hood. Thus, the opening in the vehicle body could be a side or rear door opening, or a front or rear storage compartment opening, allowing access to a storage compartment, such as the front or rear of the vehicle, particularly the trunk, via the section of the opening opened by the wing element. Therefore, the wing element is a separate, add-on component that is movable, particularly pivotable, and can be attached to or positioned on the vehicle body.

[0007] The wing element comprises at least one base element, which is, for example, inherently rigid and thus dimensionally stable. In particular, the base element is a solid. Within the scope of this disclosure, the characteristic that an element, such as the base element, is inherently rigid and thus dimensionally stable means that the element is not, for example, a flexible element like a piece of fabric or a tension member designed as a rope, which is flexible and thus dimensionally unstable and can therefore only transmit tensile forces but not compressive forces. Rather, the element retains its shape independently when considered in isolation, so that both compressive and tensile forces can be transmitted via the element.

[0008] The wing element has a handle element formed separately from the base element, which is movable relative to the base element from a starting position to an operating position, in particular rotationally and / or translationally. By moving the handle element relative to the base element from the starting position to the operating position, a lock can be mechanically, in particular purely mechanically and thus without the use of electrical energy, unlocked. This lock secures the wing element, which is movable, in particular pivotable, on the vehicle body between the closed position and at least one open position, in the closed position, particularly relative to the body.

[0009] The wing element, in particular the handle element, has, for example, a control element by which the lock can be electrically unlocked by operating, in particular by actuating, the control element, thus effecting an electrical unlocking of the lock. Particularly when the wing element is designed as a door, in particular as a side door, of the vehicle, the lock is a door lock or is also referred to as a door lock. In particular, the lock can be an integral part of the wing element and thus be movable, in particular pivotable, relative to the assembly between the closed position and at least one open position. In particular, the control element can be a mechanical control element such as a knob, a push button, or a button.For example, the operating element can be moved relative to a base element of the wing element between a first operating element position and a second operating element position, in particular translationally and / or rotationally. By operating, in particular by actuating, the operating element is moved, for example, from the first operating element position relative to the base element to the second operating element position, thereby electrically unlocking the lock. Furthermore, it is conceivable that the operating element is or has a touch-sensitive surface, whereby the operating element can be operated by a person directly touching the touch-sensitive surface with one of their fingers.The handle element is, for example, an external handle element, particularly one located on the outside of the door, which is thus arranged, for instance, on the outer surface of the door leaf. In particular, if the door leaf is a door, especially a side door, the handle element is therefore an external handle element, i.e., an external door handle, which is also referred to as an external door handle. The handle element is arranged on the outside, with the outside, in the installed position of the door leaf and in the closed position of the door leaf, facing away from the interior and towards the vehicle's surroundings, particularly in the transverse direction of the vehicle. The door leaf assumes its installed position in the fully manufactured state of the vehicle containing the door leaf element.

[0010] The lock can be adjusted, for example, between a locked and an unlocked state. Unlocking the lock moves it from the locked to the unlocked state. If the sash is in the closed position and the lock is in the locked position, the sash is secured in the closed position by the lock, particularly by a positive locking mechanism, and thus protected against unwanted movement relative to the frame into the open position. To open the sash, i.e., to move it from the closed to the open position, the operating element is operated, particularly by a person.This unlocks the lock, thus transferring it from the closed to the unlocked state, so that the lock releases the sash element for movement relative to the body from the closed to the open position. For example, a locking element, such as a locking bolt (also called a lock pin) or a locking bar (also called a lock bolt), is attached to the body, in particular to a vehicle pillar of the body, such as a door pillar or body pillar. In the closed position of the sash element and in the locked state of the lock, the lock, in particular a rotary and / or fork latch of the lock, interacts with the locking element, in particular positively, thereby securing the sash element in the closed position, in particular positively.For example, the lock has a first locking element, which can be, for instance, the aforementioned rotary and / or fork latch. In the closed position of the wing element and in the locked state of the lock, the lock interacts with a second locking element, which is, for example, the locking element. The second locking element is attached, at least indirectly, and in particular directly, to the structure, especially to the vehicle pillar, in such a way that relative movements between the second locking element and the structure, in particular between the second locking element and the vehicle pillar, are prevented. In particular, in the closed position of the wing element and in the locked state of the lock, the first locking element interacts positively with the second locking element.Because the first lock element interacts with the second lock element, particularly in a positive-locking manner, in the closed position of the sash element and in the locked state of the lock, the sash element is secured or protected in the closed position, particularly in a positive-locking manner. For example, the first lock element can be moved between a locked position and an unlocked position, particularly translationally and / or rotationally, relative to a base element of the lock and, in particular, relative to the second lock element (locking element). In the closed position of the sash element and in the locked position of the first lock element, the first lock element interacts with the second lock element, particularly in a positive-locking manner, thereby securing or protecting the sash element in the closed position, particularly relative to the assembly.By unlocking the lock, for example, the first lock element is moved from the locked position to the unlocked position, in which the first lock element no longer interacts with the second lock element. This releases the wing element for movement relative to the assembly from the closed position to the open position. The characteristic that the lock can be electrically unlocked by operating, in particular by actuating, the control element, and thus that electrical unlocking of the lock can be effected, means in particular that, for example, as a result of operating the control element, an electrically operated lock actuator, which is designed, for example, as an electric motor, is electrically controlled.By electrically controlling the lock actuator, the lock actuator is electrically operated, so that, for example, the first lock element is moved from the locked position to the unlocked position using electrical energy. This means that the first lock element is moved electrically from the locked position to the unlocked position, thereby unlocking the lock electrically using the aforementioned electrical energy.The movement of the sash element from the closed position to the open position following the electrical unlocking of the lock can, for example, be effected manually by a person, or by the aforementioned person, in particular by the person manually exerting a force, especially a pulling or pushing force, on the sash element, particularly via the handle element, thus moving the sash element relative to the structure from the closed position to the open position. Furthermore, it is conceivable that, as a result of operating the control element, the sash element can be moved, or is moved, electrically, i.e., using electrical energy, from the closed position to the open position relative to the structure, particularly after the lock has been unlocked, especially electrically.For this purpose, an electrically operated motion device is provided, which includes, for example, the aforementioned electrically operated lock actuator and / or at least one other electrically operated actuator. As a result of operating the control element, the motion device is activated, particularly electrically, thereby electrically operating the motion device. This allows the motion device to move, in particular pivot, the sash element relative to the structure from the closed position to the open position using electrical energy. Thus, the lock can be unlocked with particular ease, and the sash element can be opened with particular ease, i.e., moved from the closed position to the open position.It is conceivable that the wing element, in particular the handle element and especially the operating element, has at least one sensor, in particular an electrical or electrically operated sensor, by means of which an operation, in particular activation, of the operating element by a person can be detected. If, for example, the sensor detects an operation, in particular activation, of the operating element by a person—that is, in particular a movement of the operating element from the first operating element position to the second operating element position by a person—then, in particular as described above, the lock actuator is activated so that the lock is electrically unlocked by means of the lock actuator. The lock actuator can be part of the wing element.Furthermore, it is conceivable that the sensor is a component of the wing element, in particular a component of the handle element, and most especially a component of the operating element. The lock can also be a component of the wing element.

[0011] In principle, it is possible, for example as a result of a vehicle accident, that the control element and / or the sensor and / or the lock actuator may no longer receive electrical power, because, for instance, the power supply to the control element and / or the lock actuator and / or the sensor is damaged, interrupted, or destroyed. In such a case, the lock may no longer be able to be unlocked electrically, because, for example, the lock actuator can no longer operate and / or because, for example, the sensor can no longer detect operation or activation of the control element. To still be able to open the wing element quickly and easily, especially after an accident, the handle element can be moved from its initial position to the operating position, thereby unlocking the lock mechanically, specifically purely mechanically and thus without the use of electrical energy.Thus, for example, after an accident, a first responder in the vicinity of the vehicle and therefore the door leaf can quickly and easily move the handle from its initial position to the operating position, thereby mechanically unlocking the lock. This allows the responder to quickly and easily open the door leaf and, for example, access the interior to reach and assist a person inside. The handle therefore serves as an emergency release mechanism, enabling the lock to be mechanically unlocked, particularly in an emergency.

[0012] The wing element has a locking device that is separate from the base element and the handle element, and which can be moved from a locked position to a released position relative to both the base element and the handle element. In particular, the locking device is held against the base element so that it can be moved from the locked position to the released position relative to the base element.

[0013] In the locked position, the locking device prevents the handle from moving from its initial position to its operating position. In other words, the locking device secures the handle against movement from its initial position to its operating position. Put another way, the locking device prevents or prevents the handle from moving from its initial position to its operating position.This prevents unwanted movements of the handle from its initial position to the operating position, for example, in a normal vehicle state (where the vehicle is not involved in an accident). This allows a person to exert force on the handle and, via the handle, on the wing element, thus manipulating the wing element relative to the vehicle's structure, without causing unwanted movement of the handle from its initial position to the operating position. Specifically, the force can be either a tensile or a compressive force.

[0014] In the release position, however, the locking device releases the wing element, allowing it to move from the initial position to the operating position. This means that in the release position, the locking device permits the handle element to move from the initial position to the operating position.

[0015] If, after a vehicle accident, the locking mechanism is in the release position, the aforementioned person, acting as a first responder, can quickly and easily move the handle from its initial position to the operating position, thereby quickly and easily unlocking the door. Subsequently, the person can quickly and easily open the door and gain access to the interior.

[0016] The wing element has a coupling element that is separate from the base element, the handle element, and the locking device, and is preferably self-rigid. This coupling element can, for example, be designed as a rod, i.e., a connecting rod. The coupling element engages in a receptacle of the locking device and is thereby connected to the locking device, particularly by a pivot. For example, it is provided that, by engaging the coupling element in the receptacle, the coupling element penetrates the receptacle, particularly completely.

[0017] The wing element also features an actuator, also referred to as an actuator, which is designed separately from the base element, the handle element, the locking device, and the coupling element. This actuator can be electrically operated, for example, and is used to drive the locking device via the coupling element, thereby moving it from the locked position to the unlocked position. For example, the coupling element can be coupled to the actuator, particularly by means of a hinge and especially by means of a rotatable connection. The actuator drives the locking device via the coupling element, thereby moving it from the locked position to the unlocked position.For example, if a vehicle sensor detects an actual accident involving the vehicle and / or if an electronic computing device in the vehicle determines, in particular calculates, that the probability of a future accident exceeds a predefined threshold, the actuator is activated, particularly electrically. This activation of the actuator drives the actuator, which in turn drives the coupling element, moving it relative to the base element and, for example, relative to the handle element. This movement of the coupling element drives the locking device, moving it from the locked position to the unlocked position relative to both the base element and the handle element.Thus, by operating the actuator as described above, the safety device is driven by the actuator via the coupling element and thereby moved from the safety position to the release position.

[0018] To achieve particularly advantageous actuation of the wing element and thus, in particular, a high level of safety, the invention also provides that the wing element has a locking element that is formed separately from the base element, the handle element, the locking device, the actuator, and the coupling element, and is connected to the locking device, in particular by a positive locking mechanism. This locking element has a through-opening arranged in overlap with the receptacle, into which a first length of the coupling element engages. For example, the first length engages in the through-opening such that it penetrates the opening. Furthermore, the locking element has a recess in which a second length of the coupling element, extending obliquely or perpendicularly to the first length of the coupling element, is arranged.It is conceivable that the first length section engages with the receptacle, in particular penetrates it. Alternatively or additionally, it is conceivable that a third length section of the coupling element adjoins the first length section, wherein, for example, the third length section of the coupling element engages with the receptacle, in particular through it. Thus, for example, the first length section is arranged between the third length section and the second length section. For example, the first length section and the third length section form a single overall length section, which, for example, runs straight, i.e., along an imaginary line of extension. Preferably, the first length section and the second length section are integrally formed, that is, manufactured as a single piece.Furthermore, it is conceivable that the first length region and the third length region are formed in one piece, that is, integrally and thus made from a single piece. In particular, it is conceivable that the first length region, the second length region, and the third length region are formed in one piece, that is, integrally and thus made from a single piece. Within the scope of the present disclosure, the feature that two elements, such as the first length region and the second length region, are formed in one piece, that is, integrally and thus made from a single piece, is to be understood as meaning that the elements are not formed and connected separately from one another, but rather the elements are formed by a single, integrally manufactured body, thus forming a monoblock.

[0019] The second length of the coupling element overlaps, in a direction also referred to as the overlap direction, which points away from the locking device and, for example, runs straight, with a rigid wall section of the locking element that at least partially and directly defines the recess and is preferably designed as a solid body, thereby securing the coupling element in the receptacle and in the through-opening. In particular, the locking element is connected to the locking device at least in the overlap direction and thus held against the locking device, so that relative movements between the locking device and the locking element, at least in or along the overlap direction, are at least limited, and in particular prevented.Since the second length of the coupling element is arranged in the recess and overlaps the wall area in the overlap direction, the second length of the coupling element can be supported or is supported in the overlap direction, in particular directly, on the wall area. This allows relative movements between the coupling element and the locking element, as well as relative movements between the coupling element and the locking device, to be at least limited or prevented, at least in or along the overlap direction, thus preventing the coupling element from detaching from the locking device.This ensures a secure connection between the coupling element and the safety device, and thus between the actuator and the safety device. This allows the actuator to drive the safety device via the coupling element, even after a vehicle accident, and move it from the locked position to the unlocked position. This results in particularly advantageous actuation of the wing element and a very high level of safety.

[0020] In order to secure the locking element and, via the locking element, the coupling element to the locking device particularly advantageously, so that relative movements between the coupling element and the locking device occurring at least in or along the overlap direction are at least limited or prevented, and thus an undesired detachment of the coupling element from the locking device can be avoided, one embodiment of the invention provides that the locking element engages in the receptacle and is thereby positively connected to the locking device, particularly at least in the overlap direction. This advantageously limits or prevents, for example, relative movements between the locking element and the locking device occurring in or along the overlap direction.As a result, an unwanted detachment of the coupling element from the safety device, for example resulting from a vehicle accident, can be avoided, so that the actuator remains coupled to the safety device via the coupling element even after a vehicle accident.

[0021] For example, a first part of the coupling element is coupled to the locking device, wherein, for example, the first part of the coupling element comprises the first length section, the second length section, and, for example, also the third length section. A second part of the coupling element, spaced apart from the first part, is coupled to the actuator, particularly by a pivot. In particular, the first part of the coupling element is pivotally coupled to the locking device. In the installed position of the wing element and in the closed position of the wing element, for example, the first part of the coupling element is arranged higher in the vehicle's vertical direction than the second part. The wing element assumes its installed position in the fully assembled state of the vehicle containing the wing element.

[0022] In particular, by the aforementioned actuation of the actuator and the resulting, especially electrical, operation of the actuator, the actuator can, for example, drive the coupling element and thereby move it relative to the base element, especially translationally and / or rotationally, whereby this movement of the coupling element drives the locking device and thereby makes it movable from the locked position to the unlocked position. For example, by operating the actuator, the actuator can drive the coupling element and thereby move it relative to the base element, especially upwards in the vehicle's vertical direction, at least with respect to the installation position and the closed position of the wing element.By moving the coupling element upwards relative to the component and especially in the vehicle's vertical direction, the coupling element drives the locking device, thereby moving the locking device from the locked position to the released position or making it movable.

[0023] Another embodiment is characterized in that the locking element is rotatable relative to the locking device and relative to the coupling element between a locked position and a released position, particularly about a rotational axis. Specifically, the locking element is rotatably mounted on the locking element between the locked position and the released position relative to the locking device and the coupling element. For example, the locking element can be rotated non-destructively between the locked position and the released position, i.e., without causing destruction or damage to the locking element, the locking device, or any other element. In the locked position, the second length of the coupling element is arranged in the recess.In the released position, the second length section is positioned outside the recess, and in the released position, the coupling element does not overlap with the locking element in the overlap direction. Thus, for example, when the locking element is in the released position, the coupling element can be moved in the overlap direction relative to the locking element and relative to the locking device in such a way that the coupling element, in particular completely, is moved out of the receptacle and out of the through-opening, thereby decoupling the coupling element from the locking device.

[0024] Furthermore, in the method for manufacturing the wing element, for example, the coupling element can be coupled to the locking device in such a way that, while the locking element is held against the locking device and while the locking element is in the release position, the first length section moves in a direction of movement opposite to the overlap direction relative to the locking device and relative to the locking element, and is thereby inserted into the receptacle and the through-opening. Subsequently, for example, while the locking element is held against the locking device and remains in place, it can be rotated from the release position into the locked position, thereby moving the second length section into the recess and thus positioning it within the recess.This allows the wing element to be manufactured simply and therefore in a time- and cost-effective manner, and ensures a secure coupling of the coupling element and the actuator with the safety device.

[0025] To prevent, for example, an unwanted rotation of the locking element from the locked position to the unlocked position, a further embodiment of the invention provides that the locking element is secured against rotation from the locked position to the unlocked position relative to the locking device and relative to the coupling element by means of a positive locking, a material locking, and / or a friction locking mechanism. For this purpose, the locking element interacts with the locking device, for example, by means of a positive locking, a material locking, and / or a friction locking mechanism.

[0026] Another embodiment is characterized by the fact that the locking element is made of plastic. This allows the coupling element to be advantageously secured to the locking device. Furthermore, unwanted noises, particularly rattling noises, can be avoided.

[0027] In order to secure the coupling element particularly advantageously to the locking device and, for example, to avoid unwanted noises, it is provided in a further embodiment of the invention that the coupling element is made of a first material and the locking element is made of a second material that differs from the first material.

[0028] It has proven particularly advantageous if the coupling element can be supported or braced against the locking device via the locking element. This prevents, for example, direct contact between the coupling element and the locking device, thus avoiding excessive wear of both. This also ensures a secure connection of the coupling element to the locking device over a long service life. Furthermore, unwanted noise can be avoided. To further enhance the secure connection of the coupling element to the locking device and prevent unwanted noise, a further embodiment of the invention provides for the use of plastic as the second material.

[0029] Finally, it has proven particularly advantageous if the first material is a metallic material, especially a light metal or light metal alloy, or steel. This allows for a particularly secure coupling of the coupling element with the safety device and thus of the actuator with the safety device, ensuring particularly favorable actuation of the wing element.

[0030] For example, it may be provided that the locking element, by engaging with the receptacle, is positively connected to the locking device at least in or along the overlap direction, so that the locking element is latched or clipped to the locking device. The locking element is thus, for example, a clip, by means of which the coupling element can be particularly advantageously secured to the locking device.

[0031] For example, the first length range and the second length range enclose an angle of 90°.

[0032] In particular, after the coupling element has been inserted into the through-hole and the receptacle while the locking element is in the release position, the locking element can be rotated by a certain angle and thereby turned from the release position to the locked position. This rotation of the locking element brings it into, in particular, additional positive engagement with the locking device, whereby this additional positive engagement of the locking element with the locking device secures the locking element against rotation from the locked position to the release position relative to the locking device and relative to the coupling element.

[0033] The aforementioned rotation of the locking element from the release position to the locked position can be performed, for example, during the previously described method for manufacturing the wing element using a tool. This rotation of the locking element from the release position to the locked position, which occurs particularly during this process, can be detected, monitored, and / or verified, and subsequently documented, especially using the tool. This ensures that the coupling element is secured to the locking device as specified, i.e., as desired, and that the wing element is manufactured as specified, i.e., as desired.

[0034] The first length section runs at an angle or perpendicular to the second length section, for example, because the first length section is bent relative to the second. For instance, the first length section, particularly when viewed along the overlap direction, is designed to be so long that, in a state where the first length section still protrudes from the opening to such an extent that it is not possible to position the second length section in the recess by rotating the locking element from the release position to the locking position, the coupling element prevents, i.e., prevents, the assembly of a first component of the wing element onto a corresponding second component of the wing element.The first component is, for example, a cover element, also known as a trim element, which is used to at least partially cover the aforementioned vehicle pillar of the body, for example, the B-pillar, particularly towards the vehicle's surroundings. Furthermore, the first component could be, for example, a translucent pane, particularly a side window, of the wing element. The first component can be mounted to the corresponding second component only if the first length of the coupling element is inserted sufficiently far into the opening so that, by rotating the locking element from the unlocked position to the locked position, the second length can be positioned in the recess.This ensures the desired assembly of the wing element and thus advantageous securing of the coupling element to the securing device.

[0035] Further details of the invention will become apparent from the following description of a preferred embodiment with the accompanying drawings. These show:

[0036] Fig. 1 shows a partial schematic perspective view of a vehicle with at least one wing element; Fig. 2 shows a schematic perspective view of a first assembly of the

[0037] wing element, wherein the first assembly unit has a handle element of the wing element;

[0038] Fig. 3 shows a schematic perspective view of a second assembly unit of the

[0039] wing element, wherein the second assembly unit has an actuator of the wing element;

[0040] Fig. 4 shows a partial schematic perspective view of the

[0041] Handle element;

[0042] Fig. 5 shows a partial schematic perspective view of a

[0043] Coupling element of the wing element;

[0044] Fig. 6 shows a partial further schematic perspective view of the

[0045] Coupling element;

[0046] Fig. 7 shows a schematic perspective view of a safety element of the

[0047] wing element; and

[0048] Fig. 8 shows another schematic perspective view of the locking element.

[0049] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0050] Fig. 1 shows a partial schematic perspective view of a vehicle 1, in this case designed as a passenger car, whose interior, also referred to as the passenger compartment or cabin, is formed by a body structure of the vehicle 1, in particular designed as a self-supporting body. During a journey, persons such as the driver of the vehicle 1 can be present in the interior. The vehicle 1 has at least one wing element 2, which is designed as a door, in particular as a side door, and is therefore also referred to as a vehicle door. A body opening, in particular a lateral opening, is associated with the wing element 2, the body opening being designed in this case as a side door opening. The wing element 2 is attached to the body between a closed position and at least one opening shown in Fig.In the open position shown in Fig. 1, the wing element 2 is movable relative to the body, in particular pivotable, and thus arranged. In the closed position of the wing element 2 shown in Fig. 1, at least a portion of the body opening is closed by the wing element 2. In the open position, the wing element 2 releases at least this portion of the body opening, so that, for example, a person initially located in the vicinity 3 of the vehicle 1 and thus of the wing element 2 can enter the interior via the released portion of the body opening. Furthermore, for example, a person initially located in the interior can exit the interior via the released portion and thus access the vicinity 3.

[0051] Fig. 2 shows a schematic perspective view of a first assembly 11 of the wing element 2. The assembly 11, and thus the wing element 2, has a first base element 4, which in this case is designed as a rigid solid body. In particular, the base element 4 is a first plate. For example, the base element 4 is a first beam, in particular a first beam plate. Fig. 3 shows a schematic perspective view of a second assembly 22 of the wing element 2. The second assembly 22, and thus the wing element 2, has a second base element 5, which is designed as a rigid solid body. In particular, the base element 5 is a second plate. For example, the base element 5 is a second beam, in particular a second beam plate. The base elements 4 and 5 are designed separately from each other and are connected to each other at least indirectly, in particular directly.

[0052] The wing element 2 has an external handle element 7, which is also simply referred to as an external door handle. The handle element 7 is movable relative to the base elements 4 and 5 from a starting position AS to an operating position, in particular translationally and / or rotationally. In the embodiment shown in the figures, the handle element 7 is held on the base element 4, bypassing the base element 5, such that the handle element 7 is movable relative to the base elements 4 and 5 from the starting position AS to the operating position, in particular rotationally and / or translationally. The feature that the handle element 7 is held on the base element 4, for example bypassing the base element 5, means that the handle element 7 is not held on the base element 4, or not solely by the base element 5.

[0053] The wing element 2, for example, has a lock (not shown in detail in the figure), also referred to as a door lock, by means of which the wing element 2 is secured or locked in the closed position relative to the structure. The lock can be adjusted between a locked and an unlocked state. If the wing element 2 is in the closed position while the lock is in its locked state, the wing element 2 is held in the closed position relative to the structure by the lock, in particular by a positive locking mechanism. By unlocking the lock, the lock can be moved or is moved from the locked state to the unlocked state. In the unlocked state, the lock releases the wing element 2 for movement relative to the structure from the closed to the open position.

[0054] By moving the handle element 7 from the starting position AS to the operating position, the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, and can therefore be moved from the locked state to the unlocked state.

[0055] The wing element 2, for example, has a rough structure, also referred to as the door frame. Furthermore, the wing element 2 has an external cladding element 9, also referred to simply as the sheathing element, which is, for example, formed separately from the rough structure and is held at least indirectly, and in particular directly, by the rough structure. Thus, for example, at least a portion of the rough structure facing the surroundings 3 is covered and therefore clad by the external cladding element 9, at least when the wing element 2 is in the closed position.

[0056] The wing element 2 has an outer skin, also referred to as the overall outer skin 10, which, at least in the closed position of the wing element 2, is visually and haptically perceptible to a person in the vicinity 3, i.e., it can be seen and, in particular, directly touched. A first area B1 of the overall outer skin 10 is formed by the outer paneling element 9. A second area B2 of the overall outer skin 10 is formed by the handle element 7, i.e., by an outer skin of the handle element 7, also referred to as the handle element outer skin. It can be seen that the handle element 7 is arranged on an outer surface A of the wing element 2 and is thus designed as an external, in particular door-side, handle element. In the closed position of the wing element 2, the outer surface A faces outwards, particularly in the transverse direction of the vehicle 1, away from the interior and towards the surroundings 3.For example, a third area of ​​the overall outer skin 10 is formed by an outer cladding element of the wing element 2, also referred to as a panel or simply as a trim element, such that, for example, the third area of ​​the overall outer skin 10 is formed by an element outer skin of the panel. By means of the panel, for example, at least a partial area of ​​a vehicle pillar of the body, also referred to as a body pillar or body pillar, is overlapped and thereby clad outwards, particularly in the transverse direction of the vehicle 1, where, for example, the vehicle pillar is a B-pillar. For example, the body opening of the body associated with the wing element 2 is at least partially limited to the rear in the longitudinal direction of the vehicle 1 by the vehicle pillar. For example, the outer paneling element 9 and the panel are immovable relative to each other.

[0057] As can be seen from Fig. 1, the wing element 2, which is designed as a door, has a door sill, also referred to as a parapet or window sill. Furthermore, the wing element 2 comprises a translucent side pane 27, also referred to simply as a pane, which can be displaced, for example, relative to the vehicle body and relative to the outer cladding element 9 in the vertical direction of the vehicle 1. In particular, the side pane 27 is movable, i.e., repositionable, between a closed position shown in Fig. 1 and an open position relative to the vehicle body and relative to the outer cladding element 9. The door sill 26 defines a pane area 28, also referred to as a window area, which is limited downwards in the vertical direction of the vehicle, at least with respect to the closed position of the wing element 2. In the case shown in Fig.In the illustrated embodiment, the pane area 28 is a window opening, which is bounded, for example, by a window frame of the sash element 2, wherein the window frame can, for example, include the door sill 26. In the closed position, the side pane 27 is arranged in the pane area 28, also referred to as the window area, in particular such that the pane area 28 is at least partially, and in particular at least predominantly and thus at least more than halfway or completely, closed by the side pane 27. In particular, it is provided that, in the closed position of the side pane 27, the door sill 26, in the installation position of the sash element 2 in the vehicle's vertical direction, adjoins the side pane 27 downwards, at least with respect to the closed position of the sash element 2.The wing element 2 assumes its installation position in the fully manufactured state of the vehicle 1, which includes the wing element 2, as shown in Fig. 1. It can be seen that, at least in the closed position of the wing element 2 and at least in the initial position AS, and preferably also in the actuating position, the handle element 7 is arranged in the upward direction of the vehicle 1 above the door sill 26.

[0058] Figure 4 shows that the wing element 2 has a locking device 19, which is, for example, a component of the assembly 11. The locking device 19 is movable relative to the base elements 4 and 5 and relative to the handle element 7 from a locking position ST to a release position, in particular rotationally and / or translationally. Specifically, it is provided that the locking device 19 is movably held on the base element 4, particularly bypassing the base element 5, such that the locking device 19 is movable relative to the base elements 4 and 5 and relative to the handle element 7 from the locking position to the release position. In the release position, the locking device 19 secures the handle element 7 against movement from the initial position AS to the operating position.In other words, in the locking position ST, the locking device 19 prevents or inhibits movement of the handle element 7 from the initial position AS to the operating position. In the release position, however, the locking device 19 allows movement of the handle element 7 from the initial position AS to the operating position. In other words, in the release position, the locking device 19 enables the handle element 7 to move from the initial position AS to the operating position.

[0059] Fig. 3 shows that the wing element 2 has a self-rigid coupling element 24, which is designed separately from the base elements 4 and 5, separately from the handle element 7 and separately from the locking device 19, and which in this case is designed as a rod, i.e. as a coupling rod.

[0060] The locking device 19 comprises a first locking element 20 and a second locking element 21, both formed separately from the base elements 4 and 5. As will be explained in more detail below, the locking elements 20 and 21 are formed separately from each other and coupled together. The locking element 20 is held against the base element 4, bypassing the base element 5, in such a way that the locking element 20 can be moved from a first position S1 to a second position relative to the base elements 4 and 5 and relative to the handle element 7. Specifically, the locking element 20 can be pivoted about an element pivot axis relative to the base elements 4 and 5 and also relative to the handle element 7 from the first position S1 to the second position and is thus movable.The locking element 21 is movably held on the base element 4, bypassing the base element 5, such that the locking element 21 can be moved from a third position S3 to a fourth position, in particular, it can be slid and thus translationally moved. The separately formed locking elements 20 and 21 of the locking device 19 are coupled to each other, so that the locking element 20 can be moved from the first position S1 to the second position and the locking element 21 can be moved from the third position S3 to the fourth position. Thus, if the locking element 20 is moved from the first position S1 to the second position, the locking element 21 is moved from the third position S3 to the fourth position.In the third position S3, the locking element 21 secures the handle element 7 against movement from the initial position AS to the operating position. Thus, in the third position S3, the locking element 21 prevents, i.e., prevents, any movement of the handle element 7 from the initial position AS to the operating position. In the fourth position, however, the locking element 21 releases the handle element 7 from the initial position AS to the operating position. In other words, in the release position, the locking element 21 allows the handle element 7 to move from the initial position AS to the operating position.

[0061] The locking element 20, and thus the locking device 19, has a receptacle 29, which is designed, for example, as a first through-opening that, for example, completely penetrates the locking element 20 and thus the locking device 19. The coupling element 24 engages in the receptacle 29, thereby connecting the coupling element 24, in particular by means of a pivot, to the locking element 20 and thus, via the locking element 20, to the locking device 19. Thus, the coupling element 24 is coupled to the locking element 20, bypassing the locking element 21, thereby connecting the coupling element 24 to the locking device 19.

[0062] The wing element 2 also has an actuator 23, visible in Fig. 3, which is separate from the base elements 4 and 5, the handle element 7, the locking device 19, and the coupling element 24. This actuator is also referred to as an actuator and can be electrically operated, for example. The locking element 20 can be driven by the actuator 23 via the coupling element 24 and thereby moved from the first position S1 to the second position. This, in turn, drives the locking element 21 and moves it from the third position S3 to the fourth position. Thus, the locking element 21 can be driven by the coupling element 24 via the locking element 20 and thereby moved from the third position S3 to the fourth position. Overall, it can be seen that the locking device 19 can be driven by the actuator 23 via the coupling element 24 and thereby moved from the locked position ST to the released position.In the locking position ST, the locking element 20 is in the first position S1, and in the locking position ST, the locking element 21 is in the third position S3. In the release position, the locking element 20 is in the third position, and in the release position, the locking element 21 is in the fourth position.

[0063] For example, the actuator 23 can drive the coupling element 24, in particular by actuating the actuator 23, and thereby move it from a first coupling element position to a second coupling element position relative to the base elements 4 and 5, in particular translationally and / or rotationally, in particular by shifting it. For example, when moving from the first coupling element position to the second coupling element position, the coupling element 24 moves upwards in the vehicle's vertical direction. By moving the coupling element 24 from the first coupling element position to the second coupling element position, the locking element 20 can be driven and thereby moved from the first position S1 to the second position, which in turn allows the locking element 21 to be moved from the third position S3 to the fourth position.

[0064] As can be seen from Fig. 3, for example, the actuator 23 is held on the base element 5, in particular bypassing the base element 4.

[0065] It is particularly evident from Figs. 4 to 8 that the wing element 2 is separate from the base elements 4 and 5, separate from the handle element 7, separate from the locking device 19, separate from the actuator 23 and separate from the coupling element.

[0066] 24 trained and connected to the safety device 19 safety element

[0067] 25, which is shown in schematic perspective views in Figures 7 and 8. The locking element 25 is designed separately from the locking elements 20 and 21 and is provided in addition to the locking elements 20 and 21 and does not necessarily belong to the locking device 19.

[0068] The locking element 25 has a second through-opening 30 arranged in overlap with the receptacle 29. The feature that the receptacle 29 and the through-opening 30 are arranged in mutual overlap means, in particular, that a straight and thus linearly extending element can be moved along the same direction relative to the locking element 25 and relative to the locking element 20, and thereby inserted into the receptacle 29 and the through-opening 30, and thus, in particular, inserted through the through-openings (receptacle 29 and through-opening 30).

[0069] The coupling element 24 has a first length section L1, as can be seen in Fig. 3, which passes through the through-opening 30, i.e., penetrates it, so that, for example, the length section L1 can be the aforementioned straight, i.e., directly extending, element. Furthermore, the locking element 25 has a recess 32 in which a second length section L2 (Fig. 5) of the coupling element, extending obliquely or perpendicularly to the length section L1 of the coupling element 24, is inserted.

[0070] The length section L2 of the coupling element 24 is arranged in a direction also referred to as the overlap direction, which points away from the second length section L2 from the locking element 20 and thus the locking device 19, by a wall section W of the locking element 25 which directly and at least partially defines the recess 32, and the wall section W is inherently rigid and designed as a solid body. The locking element 25 is connected to the locking element 20 and thus the locking device 19 at least in such a way that relative movements between the locking element and the locking element are prevented at least in or along the overlap direction.

[0071] The movement of the coupling element 24 between the securing element 25 and the locking element 20 is at least limited or prevented. Because the second length section L2 of the coupling element 24, arranged in the recess 32, overlaps the wall section W in the aforementioned overlap direction, the coupling element 24 is secured in the receptacle 29 and in the through-opening 30. This means that because the length section L2 overlaps the wall section W in the overlap direction, relative movements between the locking element 25 and the coupling element 24, and relative movements between the coupling element 24 and the securing element 20, are at least limited or prevented to such an extent that the coupling element 24 cannot be moved out of the through-opening 30 or out of the receptacle 29. As a result, the actuator 23 remains securely connected to the locking device 19 via the coupling element 24. In the figure shown.In the illustrated embodiment, the locking element 25 engages in the receptacle 29 and is thereby positively connected to the locking element 20, and thus to the locking device 19, at least in the overlap direction. The wall region W is formed, for example, by a base body K1 of the locking element 25, the base body K1 of which is, for example, formed in one piece, i.e., as a single unit. At least or exactly two locking elements 33 of the locking element 25, also referred to as or designed as locking lugs, project from the base body K1, in particular in a direction opposite to the overlap direction. For example, the locking elements 33 and the base body K1 are formed in one piece, i.e., as a single unit, and thus as a single unit.The locking elements 33 engage in the receptacle 29 and, for example, engage behind the respective wall areas of the locking element 20 that directly border the receptacle 29, thereby locking the locking elements 33 and thus the locking element 25 to the locking element 20, and thus forming a positive-locking connection. This prevents or limits relative movements between the locking element 25 and the locking element 20, at least in or along the direction of the overlap.

[0072] The locking element 25 is rotatable about an axis of rotation relative to the locking element 20 and relative to the coupling element 24 between a locked position SP and a released position LS. The axis of rotation coincides, for example, with the overlap direction and the protrusion direction, or the axis of rotation runs parallel to the overlap direction and, for example, parallel to the protrusion direction. In the locked position SP, the second length section L2 is arranged in the recess 32. In the released position LS, the second length section L2 is arranged outside the recess 32, and in the released position LS, the coupling element 24 does not overlap in the overlap direction with the locking element 25.Thus, for example, while the locking element 25 is held against the locking element 20 and while the locking element 25 is in the release position LS, the coupling element 24 can be inserted into the receptacle 29 and the through-opening 30, so that the coupling element 24 subsequently engages in both the receptacle 29 and the through-opening 30, in particular such that the length section L1 penetrates the through-opening 30. Subsequently, while the coupling element 24 engages in the receptacle 29 and the through-opening 30, the locking element 25 can be rotated about its axis of rotation relative to the locking element 20 and relative to the coupling element 24 from the release position LS to the locked position SP. This moves the length section L2 into the recess 32 and thus positions it within the recess 32.

[0073] As can be seen from Fig. 2, the wing element 2 has, for example, a flexible and therefore shape-unstable pulling element 35, which is designed, for example, as a rope, a cable pull, or a Bowden cable. By moving the handle element 7 from the initial position AS to the operating position, the lock can be unlocked mechanically, and in particular purely mechanically, via the pulling element 35.

[0074] Preferably, the coupling element 24 is made of a metallic material. Preferably, the locking element 20 is made of a metallic material. Preferably, the locking element 25 is made of a plastic, which helps to avoid undesirable, excessive noise.

[0075] To achieve particularly advantageous actuation of the wing element 2, the handle element 7 is provided with a first sub-section, also referred to as the first body part, formed by a first part of the handle element's outer skin. This first sub-section has a first direction of extension and extends along this direction. It is conceivable that the first sub-section of the handle element 7 projects from a base body and / or from the outer paneling element 9 in or along this direction of extension. For example, the base body is the outer paneling element 9 or the aforementioned cover. In the installed position of the wing element 2 and in the closed position of the wing element 2, the first direction of extension runs, for example, in the transverse direction of the vehicle 1, in particular outwards and thus towards the surroundings 3.Thus, for example, the first section of the handle element 7 is designed to project from the base body in the first direction of extension. For example, the first section of the handle element 7 projects along or in the first direction of extension from the outer cladding element 9 and / or from the cover.

[0076] Furthermore, the handle element 7 preferably has a second sub-section, also referred to as a second body part, which forms a second part of the handle element's outer skin. The second sub-section of the handle element adjoins the first sub-section of the handle element, in particular an end of the first sub-section of the handle element facing away from the base body, wherein the second sub-section of the handle element projects from the first sub-section of the handle element in a second direction of extension that is oblique or perpendicular to the first direction of extension. This, for example, positions the second sub-section of the handle element at a distance from the base body and arranges it in at least partial overlap with the base body. In particular, the second sub-section of the handle element extends along the second direction of extension.In the installed position of wing element 2 and in the closed position of wing element 2, for example, the second extension direction runs upwards in the vehicle's vertical direction, or the second extension direction points upwards in the vehicle's vertical direction of vehicle 1. For example, in the installed position of wing element 2 and in the closed position of wing element 2, the second part of the handle element is overlapped inwards in the transverse direction of vehicle 1 and thus towards the interior by the base body, such as the cover, and thus by part of the third area.This allows, for example, a person located in the vicinity 3 to grasp the handle element 7, in particular the second part of the handle element 7, particularly advantageously and ergonomically, especially to grasp it from behind, in such a way that, for example, the person can move at least one or more of their fingers between the second part of the handle element 7 and the base body. The person can then, for example, exert a force particularly advantageously on the handle element, in particular on the second part of the handle element 7, in order to handle the wing element 2 particularly advantageously, that is, to be able to move it relative to the structure, in particular to pivot it.

[0077] To achieve a particularly advantageous haptic and, in particular, ergonomic and comfortable operation of the wing element 2, it is preferably provided that the second part of the handle element 7 projects from the first part in the second direction of extension, which runs obliquely or perpendicularly to the first direction of extension, thus giving the handle element 7, especially when considered as a whole, an L-shaped or V-shaped form. The parts of the handle element 7 form the L-shape or the V-shape, with each part being the respective leg of the L-shape or the V-shape. It may be provided that the handle element 7 is connected to the base body via the first part of the handle element 7. Reference numeral list

[0078] 1 vehicle

[0079] 2 wing elements

[0080] 3 Environment

[0081] 4 first basic element

[0082] 5 second basic element

[0083] 7 Handle element

[0084] 9 Exterior cladding element

[0085] 10 Total outer skin

[0086] 11 first construction unit

[0087] 19 Safety device

[0088] 20 first safety element

[0089] 21 second safety element

[0090] 22 second building unit

[0091] 23 Actuator

[0092] 24 coupling element

[0093] 25 safety element

[0094] 26 Door sill

[0095] 27 side windows

[0096] 28 disc area

[0097] 29th entry

[0098] 30 Passage opening

[0099] 32 Exclusion

[0100] 33 Latching element

[0101] 35 traction elements

[0102] A Outside AS Starting position

[0103] B1 first area

[0104] B2 second area ST safety position S1 first position

[0105] S3 third position LS release position SP locking position L1 first length range L2 second length range

[0106] W wall area

[0107] K1 Basic body

Claims

Patent claims 1. Wing element (2) for a vehicle (1), comprising at least one base element (4), comprising a handle element (7) formed separately from the base element (4), which is movable relative to the base element from a starting position (AS) to an operating position, whereby a lock (12), by means of which the wing element (2), which can be movably arranged on a body of the vehicle (1) between a closed position and at least one open position, is to be secured in the closed position, is to be mechanically unlocked, comprising a locking device (19) formed separately from the base element (4) and separately from the handle element (7), which is movable relative to the base element (4) and relative to the handle element (7) from a locking position (ST), in which the handle element (7) is secured against movement from the starting position (AS) to the operating position by the locking device (19), to a release position,in which the locking device (19) allows movement of the handle element (7) from the initial position (AS) to the actuating position, with a coupling element (24) formed separately from the base element (4), separately from the handle element (7) and separately from the locking device (19), which engages in a receptacle (29) of the locking device (19) and is thereby connected to the locking device (19), with an actuator (23) formed separately from the base element (4), separately from the handle element (7), separately from the locking device (19) and separately from the coupling element (24), by means of which the locking device (19) can be driven via the coupling element (24) and thereby moved from the locking position (ST) to the release position, and with a coupling element (24) formed separately from the base element (4), separately from the handle element (7), separately from the locking device (19),a locking element (25) formed separately from the actuator (23) and separately from the coupling element (24) and connected to the locking device (19), which has a through-opening (30) arranged in overlap with the receptacle (29), into which a first length section (L1) of the coupling element (24) engages, and a recess (32) in which a second length section (L2) of the coupling element (24) extends obliquely or perpendicularly to the first length section (L1) of the coupling element (24), The coupling element (24) is arranged, the second length section (L2) of which is overlapped in a direction that points away from the locking device (19) from the second length section (L2) by a wall section (W) of the locking element (25) which at least partially limits the recess (32), thereby securing the coupling element (24) in the receptacle (32) and in the through-opening (30).

2. Wing element (2) according to claim 1, characterized in that the locking element (25) engages in the receptacle (29) and is thereby positively connected to the locking device (19).

3. Wing element (2) according to claim 1 or 2, characterized in that the locking element (25) is rotatable relative to the locking device (19) and relative to the coupling element (24) between a locking position (SP) in which the second length section (L2) is arranged in the recess (32) and a release position (LS) in which the second length section (L2) is arranged outside the recess (32) and an overlap of the coupling element (24) in the direction through the locking element (25) is omitted.

4. Wing element (2) according to claim 3, characterized in that the locking element (25) is secured relative to the locking device (19) and relative to the coupling element (24) against rotation from the locked position (SP) to the released position (LS) by means of a positive locking and / or material locking and / or friction locking.

5. Wing element (2) according to one of the preceding claims, characterized in that the locking element (25) is made of a plastic.

6. Wing element (2) according to one of the preceding claims, characterized in that the coupling element (24) is made of a first material and the locking element (25) is formed from a second material different from the first material.

7. Wing element (2) according to one of the preceding claims, characterized in that the coupling element (24) can be supported or supported on the locking device (19) via the locking element (25).

8. Wing element (2) according to claims 6 and 7, characterized in that the plastic is the second material.

9. Wing element (2) according to claim 6 or according to claim 8 or according to claims 7 and 6, characterized in that the first material is a metallic material.

10. Vehicle (1) comprising at least one wing element (2) according to one of the preceding claims.

Images