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

Abstract

The invention relates to a leaf element (2) for a vehicle (1), comprising at least one base element (4), a handle element (7) which is formed separately from the base element (4) and which can be moved relative to the base element from a starting position (AS) into an actuation position, whereby a lock (12) can be mechanically unlocked that is used to secure the leaf element (2), which can be movably mounted on the body of the vehicle (1) between a closed position and at least one open position, in the closed position, and a securing device (19) which is formed separately from the base element (4) and 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 securing device (19) prevents the handle element (7) from moving from the starting position (AS) into the actuation position, into a release position, in which the securing device (19) allows the handle element (7) to move from the starting position (AS) into the actuation 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, in particular a door, for a vehicle, especially 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, in particular for a motor vehicle, as well as 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 13. 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 can be movably, in particular pivotably, held or mounted, i.e., arranged or arranged, on a structure of the vehicle, for example, a self-supporting body, the interior of which is also referred to as the passenger cell, passenger compartment, or cabin. During a journey, persons such as the driver of the vehicle may be present in the interior.The wing element is thus, in the fully manufactured state of the vehicle incorporating the wing element, designed separately from the body and is movable, in particular pivotable, and held against the body. For example, the wing element is associated with a body opening. The wing element can be moved, in particular pivoted, relative to the body between a closed position and at least one open position, especially while the wing element is connected to the body. In the closed position, the wing element closes at least a portion of the body opening. In the open position, the wing element releases the portion of the body opening. In particular, the wing element can be a door, also referred to as a vehicle door, in particular a side door, so that the body opening is designed, for example, as a side door or a rear door opening.Thus, for example, when the wing element is in the open position, a person initially in the vicinity of the vehicle and the wing element can enter the interior through the opening. Furthermore, a person initially inside the vehicle can exit the interior through the opening and thus access the surrounding area. It is also conceivable that the wing element could be a flap, such as a tailgate or a front flap. For example, the wing element could be a trunk lid, a trunk lid, or a hood.Thus, the opening in the bodywork can be, for example, a side or rear door opening, or a front or rear storage compartment opening, so that, for example, a storage compartment, particularly the trunk, at the front or rear of the vehicle can be accessed via the portion of the opening exposed when the wing element is in the open position. Therefore, the wing element is a separate component, designed independently of the bodywork, which is movable, particularly pivotable, and can be attached to or arranged on the bodywork.

[0007] The wing element comprises at least one base element, which is designed as a solid body and preferably inherently rigid, i.e., dimensionally stable. Within the scope of this disclosure, an inherently rigid and thus dimensionally stable element, such as the base element, is understood to be an element that is not, for example, flexible and thus dimensionally unstable like a piece of fabric or a tensioning element designed as a rope, and therefore can only transmit tensile forces but not compressive forces. Rather, the element is inherently rigid and thus dimensionally stable, such that, when considered in isolation, the element retains its shape independently and can transmit both tensile and compressive forces.

[0008] The wing element also has a handle element formed separately from the base element, which is movable relative to the base element from a starting position to an actuating position, in particular rotationally and / or translationally. For example, the handle element is held at least indirectly, in particular directly, on the base element and is movable relative to the base element from the starting position to the actuating position, in particular rotationally and / or translationally, while the handle element is coupled to the base element, i.e., held on the base element.By moving the handle element from the starting position to the operating position relative to the base element, a lock by means of which the wing element, which can be arranged or is arranged between the closed position and the at least one open position, is movable, in particular pivotable, on a structure of the vehicle, is to be secured in the closed position, in particular relative to the structure, mechanically, in particular purely mechanically and thus without the use of electrical energy, can be unlocked.

[0009] The wing element, in particular the handle element, can, for example, include an operating element by which the lock can be electrically unlocked by operating, in particular by actuating, the operating element, thus effecting an electrical unlocking of the lock. For example, if 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 then 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 the at least one open position. In particular, the operating element can be a mechanical operating element such as a knob, a push button, or a button.For example, the operating element can be moved relative to a reference element of the wing element, particularly the handle element, which is designed as a solid body, between a first operating element position and a second operating element position, particularly rotationally and / or translationally. By operating, in particular by actuating, the operating element is moved, for example, from the first operating element position relative to the reference element to the second operating element position, thereby electrically unlocking the lock. The lock can, for example, be adjusted between a locked state and an unlocked state. By unlocking the lock, it is moved from the locked state to the unlocked state, i.e., converted.If the sash element is in the closed position and the lock is in the locked position, the sash element is secured in the closed position by the lock, thus preventing any unwanted movement relative to the structure into the open position, particularly by positive locking. To open the sash element, i.e., to move it from the closed to the open position, the operating element is, for example, operated, particularly by a person. This electrically unlocks the lock, thereby moving it from the locked to the unlocked state, thus releasing the sash element from the closed to the open position relative to the structure.For example, a locking element, such as a locking bolt (also called a lock bolt or locking bar), is attached to the structure, particularly to a vehicle pillar of the structure, such as a door pillar (also called a body or superstructure pillar). In the closed position of the sash element and in the locked state, the lock, in particular a fork and / or rotary latch of the lock, interacts with the locking element, in particular in a positive-locking manner, thereby securing the sash element in the closed position relative to the structure. For example, the lock has a first locking element, which can be, for example, the aforementioned fork and / or rotary latch. This locking element is also referred to as the second locking element.In the closed position of the sash element and in the locked state of the lock, the first lock element interacts with the second lock element, in particular in a positive-locking manner, thereby securing the sash element in the closed position relative to the structure. For example, the first lock element can be moved between a locked and unlocked position relative to a base element of the lock, and in particular relative to the second lock element (locking element), and especially relative to the base element, particularly translationally and / or rotationally. 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, in particular in a positive-locking manner, thereby securing the sash element in the closed position.The second locking element is attached to the body, at least indirectly, and in particular directly, in such a way that relative movements between the body and the second locking element are prevented. Specifically, the second locking element can be attached to the aforementioned vehicle pillar, and thus to the body, at least indirectly, and in particular directly, in such a way that relative movements between the second locking element and the vehicle pillar, and therefore relative movements between the second locking element and the body, are prevented. For example, when the lock is unlocked, the first locking element is moved from the locked position to the unlocked position, in which the first locking element no longer interacts with the second locking element. This releases the sash element for movement relative to the body from the closed position to the open position.The feature that the lock can be electrically unlocked by operating, in particular by actuating, the control element 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 actuated. This actuation of the lock actuator causes the lock actuator to be electrically operated, so that, by means of the lock actuator, for example, the first lock element is moved from the locked position to the unlocked position, particularly 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, i.e., using the aforementioned electrical energy.Following the electrical unlocking of the lock, the movement of the sash element from the closed position to the open position 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 tensile or compressive 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 operation, the sash element can be moved electrically, i.e., using electrical energy, from the closed position to the open position relative to the structure, or is moved, particularly after the lock has been electrically unlocked.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 motion 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 frame 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 operable sensor, by means of which an operation of the operating element, for example by a person, can be detected. Furthermore, it is conceivable that the operating element is or comprises a touch-sensitive surface, wherein the operating element can be operated by a person touching the touch-sensitive surface with one of their fingers. If, for example, an operation of the operating element by a person is detected by means of the sensor, i.e., in particular a movement of the operating element by a person from the first operating element position to the second operating element position, 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 a component of the sash element. Furthermore, it is conceivable that the sensor is a component of the sash element, in particular the handle element and especially the operating element. The lock itself can also be a component of the sash element.

[0010] 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 example, the power supply to the control element and / or the lock actuator and / or sensor is damaged, interrupted, or destroyed. In that 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 any operation or activation of the control element.In order to unlock the lock nonetheless and thus open the wing element easily and quickly, thereby achieving particularly advantageous operation of the wing element, the handle element can be moved relative to the base element from the starting position to the operating position, in particular translationally and / or rotationally, whereby the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, and thus moved from the locked state to the unlocked state.

[0011] Thus, for example, after a vehicle accident, a person standing near the vehicle and therefore the wing element can act as a first responder by moving the handle from its initial position to the operating position, thereby quickly and easily opening the wing element. This allows the person to then, for example, enter the interior and provide assistance to someone inside.

[0012] The wing element has a locking device that is separate from the base element and the handle element. This locking device is movable relative to both the base element and the handle element from a locking position to a release position, in particular rotationally and / or translationally. In the locking position, the locking device secures the handle element against movement from its initial position to the operating position. In other words, in the locking position, the locking device prevents, i.e., prevents, movement of the handle element from its initial position to the operating position. Put another way, it is designed that in the locking position, the locking device prevents, i.e., prevents, movement of the handle element from its initial position to the operating position.This prevents unwanted movements of the handle from its initial position to the operating position, for example, in a normal vehicle condition where no accident has occurred. This allows, for instance, a person in the vicinity of the vehicle to grasp the handle and exert force on the wing element to manipulate it—that is, to move it relative to the vehicle—without unwanted movement of the handle from its initial position to the operating position. This ensures particularly advantageous operation of the wing element. In the release position, the locking device allows movement of the handle from its initial position to the operating position.In other words, when the locking device is in the release position, it allows the handle to move from its initial position to the operating position. This means that, for example, particularly after a vehicle accident, a person in the vicinity of the vehicle can quickly and easily move the handle from its initial position to the operating position when the locking device is in the release position, thus quickly and easily unlocking the lock and opening the door.

[0013] The wing element also features an actuator that is separate from the base element, the handle element, and the locking device. Furthermore, the wing element features a rigid coupling element, preferably designed as a solid body, which is also separate from the base element, the handle element, the locking device, and the actuator. This coupling element is, for example, a rod, i.e., a connecting rod. The coupling element is rigid and therefore dimensionally stable, allowing both tensile and compressive forces, for example, between the actuator and the locking device, to be transmitted via the coupling element. The locking device can be driven by the actuator via the coupling element and thus moved from the locked position to the released position relative to the base element.Thus, the actuator can, for example, exert an actuating force on the coupling element, which can be transmitted from the actuator to the locking device via the coupling element, whereby the actuating force moves the locking device from the locked position to the unlocked position. The actuating force can be a tensile force or a compressive force. Preferably, the coupling element is either coupled to or can be coupled to the actuator. Furthermore, the coupling element is coupled to the locking device, as will be explained in more detail below. Most preferably, the coupling element is also pivotally coupled to the locking device.

[0014] For example, if a vehicle sensor detects, in particular records, 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 involving the vehicle exceeds a predefined or predetermined threshold, then the actuator is activated, in particular electrically. This activation of the actuator, in particular electrically, causes the actuator to drive the safety device via the coupling element, thereby moving it from the locked position to the unlocked position.As a result of the accident, a person in the vicinity of the vehicle can easily and quickly move the handle element from the starting position to the operating position, thereby opening the wing element and, for example, subsequently entering the interior.

[0015] To achieve particularly advantageous actuation of the wing element, the invention provides that the coupling element has a length range also referred to as the first length range. Whenever the term "length range" is used before and after, it refers, unless otherwise specified, to the first length range of the coupling element. The length range of the coupling element, viewed in an imaginary plane also referred to as the first imaginary plane, is S-shaped or Z-shaped and thus exhibits a so-called S-curve or a so-called Z-curve. Whenever the term "plane" is used below, it refers, unless otherwise specified, to the first imaginary plane.In other words, because the length of the coupling element is S-shaped or Z-shaped when viewed in the imaginary plane, it has an S-shape or a Z-shape. This means that the length of the coupling element has two sections that run diagonally or parallel to each other in the imaginary plane: a first section and a second section. For example, the first section is the first leg of the S-shape or the Z-shape, and the second section is the second leg of the S-shape or the Z-shape. Furthermore, because the length of the coupling element is S-shaped or Z-shaped when viewed in the imaginary plane, it has an intermediate section running between the sections, connecting them.Thus, for example, the intermediate part is a bridge arranged between the legs, by which the legs are connected. In particular, it is provided that the section parts and the intermediate part are formed integrally, that is, as a single piece, so that preferably the section parts and the intermediate part are formed from a single piece. In other words, it is preferably provided that the section parts and the intermediate part are formed by a single, integral body, thus as a monoblock and therefore integrally manufactured. Put another way, it is preferably provided that the section parts and the intermediate part are not formed and connected separately, but rather preferably that the section parts and the intermediate part are formed integrally, that is, as a single piece.

[0016] The intermediate section, viewed in the imaginary plane, runs obliquely or perpendicularly to the respective section. This means that, viewed in the imaginary plane, the intermediate section runs obliquely or perpendicularly to both the first and second sections. In particular, if the length section is S-shaped, it may, for example, follow an arc. In this case, the characteristic that the intermediate section runs obliquely or perpendicularly to the respective section means that a tangent to the intermediate section runs obliquely or perpendicularly to the respective section or to any further tangent to the respective section.

[0017] The locking device has a receptacle through which the intermediate part penetrates. This means that the intermediate part, in particular completely, passes through the receptacle. It is preferably provided that the section parts are arranged outside the receptacle, so that preferably the section parts that connect to the intermediate part on both sides also connect to the receptacle and the locking device on both sides. Because the intermediate part penetrates the receptacle of the locking device, the coupling element is connected to the locking device, in particular by a pivot connection.Because the length of the coupling element is S-shaped or Z-shaped, and because the intermediate part passes through the receptacle of the locking device, the coupling element can be coupled to the locking device particularly easily, and therefore quickly and cost-effectively, for example, in a method for manufacturing the wing element. This is achieved in particular by inserting the S-shaped or Z-shaped length through the receptacle and thus threading it through, especially until the intermediate part comes to rest in the receptacle. This couples the coupling element, in particular by means of a hinge, to the locking direction.The S-shape or Z-shape of the coupling element prevents unwanted detachment from the locking device after coupling. This ensures that the coupling element, and consequently the actuator, remains securely connected to the locking device. As a result, the actuator can move the locking device from the locked position to the released position, particularly after a vehicle accident, thus guaranteeing excellent actuation of the wing element and a very high level of safety.

[0018] Preferably, the handle element is an external handle element, in particular a door-side handle element, which is therefore preferably arranged on the outer side of the wing element. In the installed position of the wing element, which it assumes when the vehicle containing the wing element is fully manufactured, and in the closed position of the wing element, the outer side of the wing element faces outwards, particularly in the transverse direction of the vehicle, away from the interior and towards the vehicle's surroundings. Especially when the wing element is a door, in particular a side door, of the vehicle, the handle element is thus a door handle, in particular an external door handle, and therefore an external door handle. This ensures particularly advantageous operation of the wing element.

[0019] For example, if the wing element is designed as a door, particularly a side door, of the vehicle, the wing element has a door sill, which is also simply referred to as a sill or window sill. In particular, the sill is or forms an edge, especially a lower edge, by which, for example, a window opening for a pane, particularly a translucent pane, especially a side window, of the wing element is at least partially bounded, particularly in the installed position of the wing element and in the closed position of the wing element in the vehicle's vertical direction. It is provided, for example, that the handle element is arranged above the door sill, at least in the initial position and preferably also in the operating position in the vehicle's vertical direction, particularly at least in the closed position of the wing element and in the installed position of the wing element.

[0020] In order to couple the coupling element to the locking device in a particularly simple and secure manner, and thus to achieve a particularly advantageous actuation of the wing element, one embodiment of the invention provides that the locking device, particularly when considering the locking device alone, has a through-opening which opens at one end into the receptacle and at the other end into or onto a surrounding area of ​​the locking device, through which the intermediate part can be inserted or pushed into the receptacle.Because the locking device has a through-opening that opens into the receptacle at one end and into the surroundings of the locking device at the other, the receptacle is open on, in particular exactly, one side of the locking device, or towards, in particular exactly, one side of the locking device, wherein preferably the receptacle is otherwise surrounded by the locking device along its circumferential direction and in particular directly limited.

[0021] In a further, particularly advantageous embodiment of the invention, the receptacle has a first extension running along an imaginary first line of extension, wherein the first line of extension runs in an imaginary second plane perpendicular to the plane. The through-hole has a second extension running along an imaginary second line of extension, wherein the second line of extension runs in the imaginary second plane and parallel to the first line of extension. The second extension is shorter than the first extension, which is therefore longer than the second extension. Viewed in the second plane, the receptacle is thus designed as an elongated hole compared to the through-hole, which allows tolerances such as positional tolerances and / or manufacturing tolerances to be compensated.Thus, the coupling element can be coupled particularly advantageously with the actuator (also referred to as the actuator) on the one hand, and particularly advantageously with the safety device on the other, so that safe operation of the safety device via the coupling element by means of the actuator can be ensured.

[0022] In a further, particularly advantageous embodiment of the invention, the receptacle is continuous along an imaginary first line of passage, wherein the circumferential direction of the receptacle runs, for example, around the first line of passage. The first line of passage runs parallel to or within the imaginary first plane. Thus, for example, the intermediate part penetrates the receptacle along the first line of passage. Furthermore, the receptacle thus completely penetrates the locking device along the first line of passage, so that, for example, the aforementioned through-opening is a first through-opening and the receptacle is a second through-opening. When the through-opening is mentioned before and below, unless otherwise specified, it refers to the first through-opening.Another embodiment is characterized in that the through-opening is continuous along an imaginary second through-opening line such that the (first) through-opening leads at one end into the receptacle and at the other end into the vicinity of the locking device. The first through-opening line runs perpendicular to the second through-opening line, and vice versa. This allows the coupling element to be connected to the locking device in a particularly simple and secure manner, thus preventing unwanted detachment of the coupling element from the locking device and enabling the actuator to reliably operate the locking device via the coupling element, thereby moving it from the locked position to the unlocked position.

[0023] For example, the second line of passage lies in the imaginary second plane, which is perpendicular to the (first) plane. For example, the first line of passage lies in the imaginary (first) plane.

[0024] In order to prevent the coupling element from detaching from the locking device and thus ensure safe actuation of the locking device via the coupling element by means of the actuator, a further embodiment of the invention provides that the coupling element has a further length section adjoining one of the section parts, which runs obliquely or perpendicularly to the one section part and can be supported on a projection provided on the locking device, in particular directly, or is supported, in particular directly.

[0025] It is preferably provided that the additional length section extends obliquely or perpendicularly to the first section section in an imaginary viewing plane perpendicular to the first plane. This allows the additional length section, and thus the coupling element, to be particularly advantageously supported on the projection over this additional length section, preventing unwanted detachment of the coupling element from the locking device, for example, resulting from a vehicle accident. Consequently, actuation of the locking device via the coupling element by means of the actuator can be ensured, thus enabling particularly advantageous actuation of the wing element. A further, particularly advantageous embodiment is characterized in that the viewing plane is the second plane, which extends perpendicular to the first plane.This ensures a particularly secure coupling of the coupling element with the safety device.

[0026] In a further, particularly advantageous embodiment of the invention, the extended length can be supported or braced against the projection in a direction extending into the plane of view. This prevents the coupling element from detaching from the locking device, for example, as a result of a vehicle accident, thus ensuring particularly advantageous actuation of the wing element.

[0027] Another embodiment is characterized in that the further length range forms a free end of the coupling element and runs continuously, i.e., without interruption, straight from one part of the range to the free end.

[0028] This allows for an advantageous, particularly flexible, coupling of the coupling element with the locking device. In other words, unwanted detachment of the coupling element from the locking device can be avoided.

[0029] To ensure a particularly secure coupling of the coupling element to the locking device and thus prevent unwanted detachment of the coupling element from the locking device, a further embodiment of the invention provides that the projection is formed by a screw element that is separate from the coupling element and the locking device and is screwed to the locking device, in particular directly. For example, the screw element is a screw. For example, the screw element has a first thread, in particular designed as an external thread. The locking device has, for example, a second thread corresponding to the first thread and designed, for example, as an internal thread. The threads are screwed directly together, in particular such that the threads are screwed directly into one another.

[0030] Finally, it has proven particularly advantageous if the further length of the projection can be supported or braced towards the aforementioned side of the locking device, with the through-opening opening on the side of the locking device or towards the side of the locking device opening into the surroundings, especially when considering only the locking device. This ensures a secure coupling of the coupling element with the locking device, thus preventing any unwanted detachment of the coupling element from the locking device.

[0031] For example, the coupling element is articulated, and in particular rotatable, and connected to the actuator. The aforementioned side of the locking device points, for example, towards the rear or front in the longitudinal direction of the vehicle, so that, for example, the opening opens into the vicinity of the locking device towards the front or rear in the longitudinal direction of the vehicle, particularly in the installed position of the wing element and in the closed position of the wing element. The longitudinal direction of the vehicle is also referred to as x or the x-direction.

[0032] In the method for manufacturing the wing element, for example, the coupling element is moved relative to the locking device in such a way that the intermediate part is moved into the receptacle and thereby positioned in the receptacle, particularly while the aforementioned screw element is already held on the locking device, particularly by the fact that the screw element is already screwed to the locking device, particularly directly. Particularly after the intermediate part has been positioned in the receptacle, for example, the screw element is rotated relative to the locking device, particularly about an axis of rotation, whereby the screw element is moved translationally relative to the locking device, particularly along the axis of rotation.This allows the position of the screw element to be adjusted relative to the locking device and the coupling element, so that, for example, the coupling element can be particularly advantageously supported or braced against the screw element, especially over a longer length range. Thus, the coupling element can be secured particularly effectively in the receptacle and to the locking device. Furthermore, the S-shape or Z-shape makes it possible to guide the coupling element past the screw element, which is already held by the locking device and therefore pre-assembled there, so that the coupling element can be coupled to the locking device particularly easily.

[0033] The rotation of the screw element relative to the locking device and around the axis of rotation can be detected and monitored using the aforementioned method, allowing for documentation of this rotation. This enables verification that the wing element is being installed as specified and thus as desired. The S-shape or Z-shape is an advantageous geometry that prevents the coupling element from unintentionally detaching from the locking device.

[0034] In particular, this allows the coupling element to be fixed to the safety device in at least almost all directions.

[0035] A second aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a motor car and most especially as a passenger car, which has at least one wing element according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0036] Further details of the invention will become apparent from the following description of a preferred embodiment with the accompanying drawings. These show:

[0037] Fig. 1 shows a partial schematic perspective view of a vehicle with at least one wing element;

[0038] Fig. 2 shows a schematic perspective view of a first assembly unit of the

[0039] wing element, wherein the first assembly unit has a handle element of the wing element;

[0040] Fig. 3 shows a schematic perspective view of a second assembly unit of the

[0041] wing element, wherein the second assembly unit has an actuator of the wing element;

[0042] Fig. 4 shows a partial schematic perspective view of the

[0043] Handle element;

[0044] Fig. 5 shows partial schematic side views of a

[0045] Coupling element of the wing element; and

[0046] Fig. 6 shows a partial schematic front view of the coupling element. In the figures, identical or functionally equivalent elements are designated with the same reference numerals.

[0047] 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 passenger compartment or cabin, is formed by a body of the vehicle 1, in particular a self-supporting body. The vehicle 1 has at least one wing element 2, which in the embodiment shown in the figures is designed as a door, in particular a side door. The door is also referred to as the vehicle door. A body opening is associated with the wing element 2, the body opening being designed as a side door opening. The wing element 2 is held on the body so as to be movable, in particular pivotable, between a closed position and at least one open position relative to the body. In the Fig.In the closed position of wing element 2 shown in Figure 1, at least a portion of the opening of the vehicle body is closed by the wing element 2. In the open position, the wing element 2 releases at least this portion of the opening, allowing, for example, a person initially located in the vicinity 3 of the vehicle 1 and thus of the wing element 2 to enter the interior through the released portion of the opening. Furthermore, a person initially located in the interior can exit the interior through the released portion of the opening and thus access the vicinity 3.

[0048] As can be seen from Fig. 2, the wing element 2 has a first structural unit 11, which has a rigid first base element 4 designed as a solid body. For example, the first base element 4 is a first plate. For example, the base element 4 is a first support, in particular a first support plate. As can be seen from Fig. 3, the wing element 2 has a second structural unit 37, which has a second base element 5. The second base element 5 is rigid and a solid body. In particular, the second base element 5 is a second plate.

[0049] For example, the second base element 5 is a second support, in particular a second support 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.

[0050] The wing element 2 has a handle element 7 that is separate from the base elements 4 and 5 and is held on the base element 4, bypassing the base element 5, in such a way that the handle element 7 can be moved relative to the base elements 4 and 5 from a starting position AS to an actuation position, in particular rotationally and / or translationally. The feature that the handle element 7 is held on the base element 4 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.

[0051] The vehicle 1, in particular the wing element 2, has a lock (not visible in the figures) by means of which the wing element 2 is secured in the closed position relative to the body. In the embodiment shown in the figures, the lock is an integral part of the wing element 2 and is therefore movable, in particular pivotable, with the wing element 2 relative to the body of the vehicle 1 between the open and closed positions. Since the wing element 2 in the embodiment shown in the figures is designed as a door, in particular a side door, the lock is designed as a door lock. By means of the lock, the wing element can be held in the closed position relative to the body and thus secured in the closed position, so that the wing element 2 can be secured by means of the lock against movement relative to the body from the closed position to the open position.For this purpose, the lock is locked in the closed position of the wing element 2, i.e., it is set to a locked state. By moving the handle element 7 from the initial position AS to the operating position, the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, i.e., moved from the locked state to an unlocked state. By moving the lock from the locked state to the unlocked state, the lock releases the wing element 2, which is initially in the closed position, for movement relative to the vehicle 1 from the closed position to the open position.

[0052] For example, the wing element 2 has a flexible and therefore shape-unstable pulling element 35, as can be seen in Fig. 2, which is designed, for example, as a rope or cable pull, in particular as a Bowden cable. By moving the handle element 7 from the initial position AS to the actuating position, the aforementioned lock can be actuated via the pulling element 35 and thereby mechanically, in particular purely mechanically, unlocked.

[0053] As can be seen from Fig. 4, the wing element 2 is separate from the base elements.

[0054] The handle element 7 has a locking device 19, which is separate from the base elements 4 and 5 and from the handle element 7, and which can be moved from a locking position ST to a release position relative to the base elements 4 and 5 and relative to the handle element 7. In the locking position ST, the locking device 19 secures the handle element 7 against movement from the initial position AS to the operating position. This means that in the locking position ST, the locking device 19 prevents, i.e., prevents, movement of the handle element 7 from the initial position AS to the operating position. In the release position, 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 releases the handle element 7 for movement from the initial position AS to the operating position.

[0055] The locking device 19 comprises a first locking element 20 and a second locking element 21. Each locking element 20, 21 is formed separately from the base elements 4 and 5. The locking element 20 is movably held on the base element 4, particularly bypassing the base element 5, such that the locking element 20 can be moved from a first position S1 to a second position relative to both the base element 4 and the base element 5. The locking element 20 can be pivoted about an element pivot axis relative to the base element 4 from the first position S1 to the second position and is thus movable. The locking element 21 is held on the base element 4, particularly bypassing the base element 5, such that the locking element 21 can be moved from a third position S3 to a fourth position relative to both the base elements 4 and 5.In the embodiment shown in the figures, the locking element 21 is displaceable relative to the base elements 4 and 5 from the third position S3 to the fourth position. The locking elements 20 and 21 are designed separately and coupled to each other, so that by moving the locking element 20 from the first position S1 to the second position, the locking element 21 can be moved from the third position S3 to the fourth position. In the third position S3, the locking element 21 secures the handle element 7 against movement from the initial position AS to the operating position. In the fourth position, the locking element 21 releases the handle element 7 for movement from the initial position AS to the operating position.

[0056] The assembly 37, and thus the wing element 2, comprises an actuator 23, also referred to as an actuator, which is separate from the base elements 4 and 5, the handle element 7, and the locking device 19. The actuator 23 is, for example, electrically operated and is held on the base element 5, for example, by means of the first base element 4. The wing element 2 also comprises a rigid coupling element 24, which is separate from the base elements 4 and 5, the handle element 7, the locking device 19, and the actuator 23. In the embodiment shown in the figures, this coupling element 24 is designed as a connecting rod. The coupling element 24 is connected to the actuator 23, in particular by a pivot and, most importantly, by a rotatable joint.On the other hand, the coupling element 24, as will be explained in detail below, is articulated to the locking device 19, particularly via the locking element 20. In other words, for example, only the coupling element 24 is coupled to the locking element 20 and thus, via the locking element 20, to the locking device 19, so that the locking element 21 is coupled to the coupling element 24 by means of the locking element 20. The coupling element 24 can be driven by means of the actuator 23 and is thereby movable relative to the base elements 4 and 5 and also preferably relative to the handle element 7, for example, from a first coupling element position to a second coupling element position, in particular translationally and / or rotationally.By moving the coupling element 24 from the first coupling element position to the second coupling element position, the locking element 21 can be driven and thus moved from the first position S1 to the second position. This allows the locking element 21 to be moved from the third position S3 to the fourth position. Therefore, the locking device 19 can be driven by the actuator 23 via the coupling element 24 and thus moved from the locking position ST to the release 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 second position, and in the release position, the locking element 21 is in the fourth position.

[0057] Fig. 5 shows the first coupling element position of coupling element 24, labelled K1, and the second coupling element position of coupling element 24, labelled K2. Fig. 5 also shows the first position of locking element 20, labelled S1, and the second position of locking element 20, labelled S2.

[0058] As can be seen from Figures 3, 5, and 6, the coupling element 24 has a first length section L1 which, viewed in an imaginary first plane, is either S-shaped or Z-shaped. In this case, the imaginary first plane coincides with the plane of Figure 6. Furthermore, the imaginary first plane is perpendicular to the plane of Figure 5. The S-shape is also referred to as an S-curve, and the Z-shape is also referred to as a Z-curve.

[0059] Because the first length section L1 is S-shaped or Z-shaped, it has two sections that, when viewed in the imaginary first plane, run obliquely or parallel to each other: a first section BT1 and a second section BT2. Furthermore, because the length section L1 is S-shaped or Z-shaped, it has an intermediate section ZT that runs between sections BT1 and BT2 in the imaginary first plane, connecting them. Intermediate section ZT runs obliquely or perpendicularly to section PT1 in the imaginary first plane. It also runs obliquely or perpendicularly to section BT2 in the imaginary first plane.The sections BT1 and BT2 and the intermediate section ZT are parts of the length section L1, wherein these parts of the length section L1 are formed integrally together, that is, they are formed as a single piece. This means that the parts of the length section L1 are formed from a single piece and are thus formed by a single-piece, and therefore integrally manufactured, and monoblock body.

[0060] The locking element 20, and thus the locking device 19, has a receptacle 22 designed as a through-opening, which completely penetrates the locking element 20 and thus the locking device 19. The receptacle 22 is penetrated by the intermediate part ZT. In other words, the intermediate part ZT completely penetrates the receptacle 22, in particular such that the sections BT1 and BT2 are arranged outside the receptacle 22. Because the receptacle 22 is penetrated by the intermediate part ZT, the coupling element 24 is coupled to the locking device 19, in particular by a hinge.

[0061] As can be seen from Fig. 5, the locking element 20, and thus the locking device 19, has a through-opening 36 that opens at one end into the receptacle 22. At least when considering only the locking device 19, the other end of this through-opening opens into or onto a surrounding structure 30 of the locking device 19. The intermediate part ZT can be inserted into the receptacle 22 via the through-opening 36. The receptacle 22 has a first extension extending along an imaginary first line of extension, the first line of extension running in an imaginary second plane perpendicular to the imaginary first plane. The imaginary second plane coincides with the plane of Fig. 5. The through-opening 36 has a second extension extending along an imaginary second line of extension, the second line of extension running in the imaginary second plane and parallel to the first line of extension.The second extension line is illustrated by a double arrow 25. As can be seen from Fig. 5, the second extension is less than the first. Thus, in the imaginary second plane, the recess 22 is designed as an elongated hole compared to the through-hole 36, which allows tolerances such as manufacturing tolerances and / or positional tolerances to be compensated.

[0062] The opening 22 is continuous along an imaginary first line of passage, which runs parallel to or within the imaginary first plane. Thus, the first line of passage is perpendicular to the plane of Fig. 5. The first line of passage lies in the plane of Fig. 6 and is illustrated by a double arrow 29. The opening 36 is continuous along an imaginary second line of passage such that the opening 36 opens into the opening 22 at one end (i.e., at its first end E1) and into or onto the surroundings 30 of the locking device 19 at the other end (i.e., at its second end E2, opposite the first end E1). The second line of passage is perpendicular to the first line of passage. The second line of passage lies in the plane of Fig. 5, perpendicular to the first line of passage, and is illustrated by a double arrow 38.

[0063] The coupling element 24 has a further length section L2 adjoining the section section BT1, which runs perpendicular or, in this case, obliquely to the section section BT1 and can be supported or is supported on a projection 31 provided on the locking element 20. As can be seen from Fig. 5, the further length section L2 runs obliquely or perpendicularly to the section section BT1 in a plane of view, wherein the plane of view is perpendicular to the imaginary first plane and, for example, coincides with the plane of Fig. 5. In particular, the plane of view is the imaginary second plane. The further length section L2 can be supported or is supported on the projection 31 in a direction illustrated by an arrow 32, also referred to as the support direction, wherein the support direction lies in the plane of view.In the embodiment shown in the figures, the further length section L2 forms a free end E3 of the coupling element 24, wherein the further length section L2 runs continuously straight from the section part BT 1 to the free end E3.

[0064] In the embodiment shown in the figures, the coupling element 24 can be driven by the actuator 23 and is thereby movable upwards in the vehicle 1's vertical direction, in particular translationally, allowing the locking device 19 to be moved from the locked position ST to the released position. Thus, in the embodiment shown in the figures, the further length section L2 extends upwards in the vehicle's vertical direction to the section section BT1, particularly in the installed position of the wing element 2 and in the closed position of the wing element 2, which assumes its installed position in the fully assembled state of the vehicle 1 with the wing element 2. The coupling element 24 is therefore coupled to the locking device 19 in an upper region in the vehicle's vertical direction and to the actuator 23 in a lower region in the vehicle's vertical direction, and thus below the upper region.

[0065] As can be seen from Fig. 6, the projection 31 is formed by a screw element 33, which is designed separately from the coupling element 24, separately from the base elements 4 and 5, separately from the locking device 19, and separately from the handle element 7. This screw element 33 is designed, for example, as a screw. The screw element 33 is screwed, in particular directly, to the locking element 20 and thus to the locking device 19.

[0066] Because the through-opening 36, at least when considering only the locking device 19, opens at one end into the receptacle 22 and at the other end into or onto the surroundings 30, the receptacle 22 is open at exactly one point and on exactly one side SE1 of the locking device 19. The support direction, extending from the further length L2, points towards side SE1, such that the further length L2 can be supported or is supported on the projection 31 towards side SE1 of the locking device 19, with the through-opening 36 opening into or onto the surroundings 30 on this side SE1 of the locking device 19. Since the locking element 20 can be pivoted about the element pivot axis relative to the base elements 4 and 5 from position S1 to position S2, the locking element 20 is a lever of the locking device 19. For example, side SE1 points forward or backward in the longitudinal direction of vehicle 1.

[0067] As can be seen from Fig. 1, the wing element 2 has an outer skin, also referred to as the overall outer skin 10, which, in the closed position of the wing element 2, is directed outwards, particularly in the transverse direction of the vehicle 1, away from the interior and towards the surroundings 3 of the vehicle 1. The overall outer skin 10 can be perceived visually and haptically by a person in the surroundings 3, that is, seen and, in particular, directly touched. For example, the wing element 2 has an outer cladding element 9, also referred to simply as a covering element, which forms a first area B1 of the overall outer skin 10.The outer paneling element 9 is, for example, formed separately from the body shell of the wing element 2 and is thus indirectly, and in particular directly, held to the body shell, so that, for example, at least in the closed position of the wing element 2, the body shell is at least partially covered and thus clad by the outer paneling element 9 in the transverse direction of the vehicle 1. The handle element 7 is an external handle element, in this case, on the outside of the door, and is thus designed as an external handle, that is, as an external door handle. The wing element 2 has an outer surface A which, in the closed position of the wing element 2, faces away from the interior and towards the surroundings 3, particularly in the transverse direction of the vehicle 1. The handle element 7 is arranged on the outer surface A. A second area B2 of the overall outer skin 10 is formed by the handle element 7.In particular, the handle element 7 has an outer skin which is visually and haptically perceptible to a person in the vicinity 3, at least when the wing element 2 is in the closed position. The outer skin of the handle element forms the second area B2.

[0068] The handle element 7 has a first sub-section, also referred to as the first body part, which forms a first part of the handle element's outer skin and has a first extension direction, thus extending along this first extension direction. It is conceivable that the first sub-section projects from a base body of the wing element 2 in or along this first extension direction. For example, in the installed position of the wing element 2, as shown in Fig. 1, and in the closed position of the wing element 2, the first extension direction runs in the transverse direction of the vehicle, particularly outwards and thus towards the surroundings 3 and away from the interior. Therefore, it is preferably provided that the first sub-section of the handle element 7 projects from the base body in this first extension direction.The base body is, for example, a further outer cladding element of the wing element 2, wherein, for example, a third area of ​​the overall outer skin 10 is formed by the further outer cladding element. In particular, the first sub-area projects from the outer cladding element 9 along or in the first direction of extension, especially in the closed position of the wing element 2 in the transverse direction of the vehicle 1 outwards and thus towards the surroundings 3. Furthermore, the handle element 7 has a second sub-area, also referred to as the second body part, which forms a second part of the handle element's outer skin.The second section of the handle element 7 adjoins the first section of the handle element 7, in particular an end of the first section of the handle element 7 facing away from the base body, wherein the second section of the handle element 7 projects from the first section of the handle element 7 in a second extension direction that runs obliquely or perpendicularly to the first extension direction. This means, for example, that the second section of the handle element 7 is spaced apart from the base body and arranged in at least partial overlap with the base body. In particular, the second section of the handle element 7 extends along the second extension direction. In the installed position of the wing element 2 and in the closed position of the wing element 2, for example, the second extension direction runs upwards in the vertical direction of the vehicle 1 or points upwards in the vertical direction of the vehicle 1.For example, in the installed position of the wing element 2, which assumes its installed position in the fully manufactured state of the vehicle 1 comprising the wing element 2, and in the closed position of the wing element 2, the second part of the handle element overlaps inwards in the transverse direction of the vehicle 1 and thus towards the interior by the base body and / or, for example, by a part of the third part. 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, with their hand in a particularly advantageous and ergonomic way, especially by grasping behind it, 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 exert a particularly advantageous force on 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. In order to achieve a particularly advantageous haptic and, in particular, an ergonomic and comfortable operation of the wing element 2, it is preferably provided that, because the second part of the handle element 7 projects from the first part of the handle element 7 in the second direction of extension, the handle element 7, in particular when considered as a whole, is L-shaped or V-shaped and thus has an L-shape or a V-shape. The parts of the handle element 7 form the L-shape or the V-shape, with the parts of the handle element 7 being the respective legs of the L-shape or the V-shape.In particular, it is provided that the handle element 7 is connected to a base body via the first part of the handle element 7.

[0069] Since the wing element 2 in the embodiment shown in the figures is designed as a door, in particular as a side door, the wing element 2 has a door sill 26, also referred to as a parapet or window sill. Furthermore, the wing element 2 comprises a translucent side pane 27, also simply referred to as a pane, which, for example, is displaceable relative to the outer paneling element 9 and / or relative to the base body and / or relative to the body shell in the vehicle 1's installation position, i.e., is translationally movable. 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 body shell and / or to the outer paneling element 9.The door sill 26 defines a pane area 28, also referred to as a window area, particularly when the sash element 2 is installed in the vehicle 1's vertical direction. In the embodiment shown in the figures, the pane area 28 is a window opening, also referred to as a pane opening, which is defined, for example, by a window frame of the sash element 2, wherein, for example, the window frame includes the door sill 26. In the closed position, the side window 27 is arranged in the pane area 28, 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 window 27.In particular, it is provided that, in the closed position of the side window 27, the door sill 26, in the installation position of the wing element 2, connects downwards to the side window 27 in the vehicle's vertical direction. It can be seen that, in the installation position of the wing element 2 and at least in the closed position of the wing element 2, the handle element 7 is at least in the initial position AS and preferably also in the operating position in.

[0070] The vehicle's upward direction is located above the door sill 26 of vehicle 1.

[0071] List of reference symbols

[0072] 1 vehicle

[0073] 2 wing elements

[0074] 3 Environment

[0075] 4 first basic element

[0076] 5 second basic element

[0077] 7 Handle element

[0078] 9 Exterior cladding element

[0079] 10 Total outer skin

[0080] 11 first construction unit

[0081] 19 Safety device

[0082] 20 first safety element

[0083] 21 second safety element

[0084] 22nd recording

[0085] 23 Actuator

[0086] 24 coupling element

[0087] 25 Double Arrow

[0088] 26 Door sill

[0089] 27 Side window

[0090] 28 disc area

[0091] 29 Double Arrow

[0092] 30 surroundings

[0093] 31 lead

[0094] 32 Arrow

[0095] 33 Screw element

[0096] 35 traction elements

[0097] 36 Passage opening

[0098] 37 second building unit

[0099] 38 Double Arrow

[0100] A Outside

[0101] AS starting position

[0102] B1 first area

[0103] B2 second area

[0104] L1 first length range

[0105] L2 further length range ST safety position

[0106] S1 first position

[0107] S2 second position

[0108] S3 third position

[0109] E1 End

[0110] E2 End

[0111] E3 End

[0112] BT1 first section

[0113] BT2 second section

[0114] ZT Intermediate part

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) permits movement of the handle element (7) from the initial position (AS) to the actuating position, with an actuator (23) formed separately from the base element (4), separately from the handle element (7) and separately from the locking device (19), and with a self-rigid coupling element (24) formed separately from the base element (4), separately from the handle element (7), separately from the locking device (19) and separately from the actuator (23), via which the locking device (19) can be driven by the actuator (23) and thereby moved from the locking position (ST) to the release position, wherein: - the coupling element (24) has a length section (L1) which, when viewed in an imaginary plane, is S-shaped or Z-shaped and thus has: o two section parts (BT1 , BT2) which run obliquely or parallel to each other when viewed in the imaginary plane; and o an intermediate part (ZT) which runs between the section parts (BT1, BT2) when viewed in the imaginary plane, and via which the section parts (BT1 , BT2) are connected to each other; - the intermediate part (ZT) runs obliquely or perpendicularly to the respective area part (BT1 , BT2) when viewed in the imaginary plane; and - the locking device (19) has a receptacle (22) which is penetrated by the intermediate part (ZT), whereby the coupling element (24) is coupled to the locking device (19).

2. Wing element (2) according to claim 1, characterized in that the locking device (19) has a through-opening (36) opening at one end into the receptacle (22) and at the other end into a surrounding area (30) of the locking device (19), through which the intermediate part (ZT) can be inserted or slid into the receptacle (22).

3. Wing element (2) according to claim 2, characterized in that the receptacle (22) has a first extension extending along an imaginary first extension line which runs in an imaginary second plane perpendicular to the plane, wherein the passage opening (36) has a second extension extending along an imaginary second extension line which runs in the imaginary second plane and parallel to the first extension line, which is less than the first extension.

4. Wing element (2) according to one of the preceding claims, characterized in that the receptacle (22) is continuous along an imaginary first straight line of passage which runs parallel to or in the imaginary plane.

5. Wing element (2) according to claim 4 in reference to claim 2 or 3, characterized in that the through-opening (36) is continuous along an imaginary second through-line such that the through-opening (36) opens at one end into the receptacle (22) and at the other end into the surroundings (30) of the locking device (19) along the second through-line, wherein the second through-line is perpendicular to the first through-line.

6. Wing element (2) according to one of the preceding claims, characterized in that the coupling element (24) has a further length section (L2) adjoining one of the area parts (BT1, BT2), which runs obliquely or perpendicularly to the one area part (BT1, BT2) and can be supported or supported on a projection (31) provided on the locking device (19).

7. Wing element (2) according to claim 6, characterized in that the further length region (L2) runs obliquely or perpendicularly to the one region part (BT1, BT2) in an imaginary viewing plane perpendicular to the imaginary plane.

8. Wing element (2) according to claims 7 and 3 or according to claims 7 and 4 and 4 or according to claims 7 and 5 and 3 or according to claims 7 and 5 and 2 and 3, characterized in that the plane of consideration is the second plane.

9. Wing element (2) according to claim 7 or 8, characterized in that the further length region (L2) can be supported or supported in a direction extending in the plane of consideration on the projection (31).

10. Wing element (2) according to one of claims 6 to 9, characterized in that the further length section (L2) forms a free end (E3) of the coupling element (24) and runs continuously straight from one section part (BT1, BT2) to the free end (E3).

11. Wing element (2) according to one of claims 6 to 10, characterized in that the projection (31) is formed by a screw element (33) which is formed separately from the coupling element (24) and separately from the locking device (19) and is screwed to the locking device (19).

12. Wing element (2) according to one of claims 6 to 11 and according to one of the Claims 2 to 5, characterized in that the further length region (L2) can be supported or supported on the projection (31) towards one side (SE1) of the locking device (19), wherein the through opening (36) on the side (SE1) of the locking device (19) opens into the surroundings (30) of the locking device (19).

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

Images