Arrangement of a securing element on a part of a vehicle pillar for the body of a motor vehicle

Abstract

The invention relates to the arrangement of a securing element (1) on a part (2) of a vehicle pillar (3) for the body (4) of a motor vehicle, wherein the securing element (1) has at least one securing region (10) via which a locking bracket (8) provided for locking a side door (9) of the motor vehicle is to be held on the securing element (1), and the securing element (1) is provided on the side (14) of the pillar part (2) facing away from the locking bracket (8). The securing element (1) is held on the pillar part (2) via a coupling element (18) which is formed separately from the securing element (1) and from the pillar part (2) and extends between the securing element (1) and the pillar part (1) at least in some regions.

Description

[0001] Arrangement of a fastening element on a column section of a vehicle column for the body of a motor vehicle.

[0002] The invention relates to an arrangement of a fastening element on a column part of a vehicle column for a body of a motor vehicle according to the preamble of claim 1.

[0003] DE 102009 018 582 A1 discloses a fastening arrangement for a locking element on a door pillar of a motor vehicle, in particular a passenger car, with a threaded plate which is arranged on a side of the door pillar facing away from the locking element, wherein the threaded plate can be arranged in a mounting position on the door pillar by means of a holder.

[0004] The object of the invention is to create an arrangement of a fastening element on a column part of a vehicle column for a car body, so that the safety of the car can be particularly increased.

[0005] This problem is solved according to the invention by an arrangement of a fastening element on a column part of a vehicle column for a car body, comprising the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0006] The invention relates to an arrangement of a fastening element on a column section of a vehicle pillar, in particular a door pillar, for the body of a motor vehicle. The arrangement can also be referred to as a holding arrangement or fastening arrangement. The motor vehicle is, for example, a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, comprises the body, and in particular the arrangement. The body is preferably designed as a self-supporting body. The fastening element and the column section are formed separately from one another. The column section can be understood to be, in particular, at least a partial area of ​​the vehicle pillar. This means that the column section is a component that at least partially forms the vehicle pillar.The fastening element has at least one fastening area, through which a locking bar intended for locking a side door of the motor vehicle is to be held, in particular at least indirectly or directly, on the fastening element. This means that the locking bar can be fastened or is fastened to the fastening element via the fastening area. In other words, the locking bar can be fastened or is fastened to the column section via the fastening element and the fastening area. The arrangement can therefore also be understood as an arrangement of the locking bar, in particular via the fastening element, on the column section of the vehicle column.

[0007] Preferably, the side door is pivotable between a closed position and at least one open position about a pivot axis, and in particular, is held or supported at least indirectly or directly by a body component of the vehicle body. For this purpose, at least one door hinge is provided, for example. For instance, the body component forms at least a partial door opening. A person can enter the interior of the vehicle through the door opening. Furthermore, a person inside the interior can leave the interior through the door opening. In the closed position, the door opening is, in particular, completely closed by the side door, which prevents a person from entering or leaving the interior through the door opening.In the open position, the door opening is at least partially, and in particular predominantly or completely, clear of the side door, allowing a person to enter the interior through the door opening and a person inside the interior to exit through the door opening. Locking the side door, as used here, refers to locking the side door in the closed position. This means that when the side door is locked in the closed position—that is, when, for example, a locking element on the side door engages the strike plate—the side door is secured against pivoting from the closed position, particularly into the open position. This means that by forming a positive locking connection between the locking element and the strike plate, pivoting the side door from the closed position, i.e., opening the side door, is prevented or prevented.The locking element and the locking bar are preferably designed to correspond to each other. In particular, the locking bar is arranged on the side of the door opening facing away from the door hinge. The fastening element is arranged on the side of the pillar section facing away from the locking bar. This means that the fastening element extends at least partially, and in particular predominantly or completely, on the side of the pillar section facing away from the locking bar. In other words, the fastening element is arranged on the inside of the pillar section with respect to the motor vehicle or the body. Thus, the locking bar and the fastening element are arranged on different sides of the pillar section. In particular, the fastening element is arranged on the side of the door opening or side door facing away from the door hinge.

[0008] To significantly enhance the safety of the motor vehicle, particularly its passive safety, the invention provides that the fastening element is held, in particular directly, on the column section via a coupling element that is separate from the fastening element and the column section, and in particular separate from the locking bracket, and which extends at least partially between the fastening element and the column section. In other words, the fastening element is attached to the column section via the coupling element, which is arranged at least partially between the fastening element and the column section.

[0009] The invention is based in particular on the following findings and considerations: Current crash requirements may stipulate that all side doors, which can also simply be referred to as doors, must remain closed during and after a side-impact collision, and in particular, that the respective side door must not detach from the door frame. This means that, due to crash requirements, it may be necessary that, in the event of a side crash, the side door does not detach from the body, especially from the body panel. The body can also be referred to as the frame. Thus, the tearing off of the door latch from the pillar section or the vehicle pillar itself cannot be permitted.To minimize stress on the locking bar itself in the event of an accident, particularly a side impact, it is conceivable to reinforce the side door to prevent intrusion. Alternatively, it is conceivable to create clearance in the connection between the locking bar and the vehicle pillar to prevent the locking bar from failing. However, this connection must not tear. Overall, it is evident that the arrangement according to the invention allows for a controlled opening of a locking bar connection—that is, a connection of the locking bar to the pillar section via the fastening element—without, and especially without complete, tearing of the locking bar under accident-related stress.

[0010] In the arrangement according to the invention, partial tearing of the locking bar from the column section, particularly in a controlled manner, may be permitted or occur in the event of an accident, especially a side-impact collision. However, an additional component in the form of a coupling element between the column section and the fastening element ensures that the locking bar is not completely pulled out of the column section during the accident. This ensures, on the one hand, that a certain amount of travel, i.e., deformation travel, is ensured, particularly through accident-induced deformation of the coupling element. On the other hand, the locking bar is significantly relieved of stress, preventing it from failing. Thus, the coupling element can create a mechanism, in particular a movement mechanism, for the locking bar, which can reliably meet crash requirements. This prevents the side door from detaching from the body shell during and after the crash.Furthermore, the arrangement according to the invention avoids the need for extensive stiffening of the side door to relieve stress on the locking bar. This allows for a significant increase in vehicle safety while minimizing weight. Crash requirements can be met with exceptional reliability. In particular, the vehicle's weight can be kept remarkably low.

[0011] In a further embodiment, the coupling element is provided that it is held at least partially on the column section via at least one predetermined breaking point, in particular directly. This means that the coupling element is attached to the column section via one or more fastening points, in particular directly, wherein the fastening point or at least one of the fastening points is designed as a predetermined breaking point. A predetermined breaking point is understood to be, in particular, a connection point through which the coupling element and the column section are connected to each other, in particular directly, wherein the connection point or the predetermined breaking point is designed for controlled failure, in particular when a load acting on the predetermined breaking point, in particular a mechanical load, exceeds a predefined threshold.The failure of the predetermined breaking point can be understood, in particular, as the coupling element becoming at least partially detached from the column section, whereby this detachment is accompanied, in particular, by a movement of the coupling element relative to the column section. The predetermined breaking point allows the coupling element, especially in the area of ​​the locking bar, to be designed in such a way that the coupling element can be easily torn out of or from the column section. This allows for movement of the locking bar, thereby minimizing mechanical stress on the locking bar, especially in the event of an accident. The predetermined breaking point can be formed by the coupling element and / or the column section.

[0012] In a further embodiment, the coupling element is provided to have two coupling parts extending obliquely or perpendicularly to each other. In other words, a first coupling part extends in a first direction, in particular the main direction of extension, and the second coupling part extends in a second direction, in particular the main direction of extension, which is obliquely or perpendicular to the first direction. In the event of an impact on the locking bar, the coupling parts can be pivoted relative to each other about a pivot axis by deformation of the coupling element.This means that, as a result of the impact on the locking bar during an accident, for example, by the locking element of the side door, the coupling element is, in particular, plastically deformable, or is deformed, thereby allowing the coupling elements to pivot relative to each other about the pivot axis. In other words, the pivoting of the coupling parts relative to each other about the pivot axis during an accident occurs through deformation of the coupling element, and in particular through deformation of the coupling parts. The coupling element can therefore be designed, and in particular attached, for example, in the door flange, in such a way that it can form a hinge, especially one that is pivotable about the pivot axis, thereby enabling the aforementioned movement.This allows the mechanical stress on the locking bar to be kept particularly low in the event of an accident, thus reliably preventing the locking bar from tearing off and, in particular, the side door from separating from the door frame.

[0013] Preferably, the coupling elements are formed integrally. This means that the coupling elements are formed from a single piece, for example, a monoblock. In other words, the coupling elements are formed together as a single unit. Thus, the coupling elements are not separate components. This significantly reduces the manufacturing effort required to produce the coupling element. Furthermore, the pivoting action of the coupling elements allows for the dissipation of a significant amount of collision energy through deformation of the coupling elements.

[0014] In a further embodiment, it is provided that at least one of the coupling parts, for example the first coupling part, is held to the column part via the predetermined breaking point, in particular directly. In other words, specifically with regard to the two coupling parts, only one of the coupling parts is attached to the column part via the predetermined breaking point, in particular directly. This allows the failure of the predetermined breaking point to detach the one coupling part from the column part, in particular in a controlled manner, thus causing the coupling parts to pivot about the pivot axis. This allows the pivoting of the coupling parts to be particularly safe and reliable. Furthermore, a particularly large amount of collision energy can be dissipated.

[0015] In a further embodiment, it is provided that the other coupling part, for example, the second coupling part, is held to the column part and / or a door flange, particularly directly, without a predetermined breaking point. In other words, the other coupling part, for example, the second coupling part, is attached to the column part and / or the door flange by means of a stronger connection, particularly one that is more resistant in an accident, for example, directly, than the connection made to the column part, for example, the first coupling part, via the predetermined breaking point. This means, in particular, that the aforementioned connection is more stable, i.e., it will only fail under a higher mechanical load than the predetermined breaking point. Thus, this connection is not a predetermined breaking point. The aforementioned connection is, for example, a welded connection.This ensures that when the coupling parts pivot, only one of them moves relative to the other, thus keeping the other part in its fixed position. This allows for particularly precise pivoting of the coupling parts relative to each other. The door flange can be formed by the column part, or it can be formed by a separate component. In this way, for example, the other coupling part is held against the door flange of the column part, avoiding the point of failure.

[0016] In a further embodiment, the fastening element is designed as a mounting plate. In other words, the fastening element is plate-shaped. This allows the locking bracket to be attached to the column section in a particularly stable and / or effortless manner. Specifically, the fastening element rests flat against, and especially directly against, the coupling element.

[0017] In a further embodiment, the locking bar is provided for by means of at least one screw connection, in particular directly, to the fastening element via the fastening area. In other words, the locking bar is screwed to the fastening element via the fastening area. The fastening element can thus be designed as a threaded plate, which can also be referred to as a nut. This allows the locking bar to be attached to the column section in a particularly stable and / or particularly easy manner.

[0018] In a further embodiment, the column section is designed as a reinforcing element of the vehicle column. In other words, the vehicle column is reinforced by means of this element. This means that the strength and / or stiffness of the vehicle column is higher as a result of the reinforcing element than if the vehicle column were without it. For example, the reinforcing element is designed separately from another column section of the vehicle column, this other column section being, for example, a switching element of the vehicle column.

[0019] For example, the vehicle pillar is a B-pillar or a C-pillar. In other words, the vehicle pillar is designed as a B-pillar or a C-pillar. Thus, the B-pillar or the C-pillar can be at least partially formed by the pillar section.

[0020] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0021] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0022] Fig. 1 is a schematic and perspective partial view of an arrangement according to the invention; and Fig. 2 is a further schematic and perspective partial view of an arrangement according to the invention; and

[0023] Fig. 3 shows a schematic perspective view of a device according to the invention.

[0024] Arrangement to illustrate a locking bar; and

[0025] Fig. 4 is a schematic side view of a motor vehicle body to illustrate accident-related stress in a side-impact collision; and

[0026] Fig. 5 shows a schematic perspective view of the invention.

[0027] Arrangement to illustrate an accident-induced deformation of a locking bar and its connection; and

[0028] Fig. 6 shows a schematic perspective view of a coupling element of an arrangement according to the invention.

[0029] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0030] Fig. 1 shows a schematic perspective view of a fastening element 1 attached to a column section 2 of a vehicle pillar 3 for a car body 4. Thus, Fig. 1 shows a schematic and perspective partial view of the car body 4, or the car body. In Fig. 1, the arrangement is shown obliquely from behind with respect to a longitudinal direction 5 of the car body 4. Fig. 2 shows the arrangement in another schematic perspective partial view, this time obliquely from the front with respect to the longitudinal direction 5 of the car body 4. In Fig. 2, the column section 2 is shown transparently, so that the fastening element 1 is partially visible. In this embodiment, the vehicle pillar 3 is a C-pillar 6. However, the vehicle pillar 3 can alternatively be configured, for example, as a B-pillar.Furthermore, column section 2 is designed as a reinforcement section 7 of the vehicle column 3, which means that column section 2 can be referred to as a "C-pillar reinforcement" in this case. If the vehicle column 3 is designed as a B-pillar, column section 2 can be referred to as a "B-pillar reinforcement". The fastening element 1 is designed for attaching a locking bar 8, which is provided for locking a side door 9 (not shown in Figures 1 and 2), particularly in a closed position. For this purpose, the fastening element 1 has at least one fastening area 10, by means of which the locking bar 8 is held, in particular at least indirectly or directly, on the fastening element 1. The locking bar 8 is shown in Figure 3, which shows a schematic and perspective partial view of the motor vehicle.In the exemplary embodiment, the fastening element 1 has two such fastening areas 10, by means of which the locking bar 8 is held, in particular directly, on the fastening element 1. In this case, the fastening areas 10 are spaced apart from one another, particularly in the vehicle's vertical direction 11. The locking bar 8 is formed separately from the column section 2 or the vehicle column 3 and the fastening element 1.

[0031] In this embodiment, the fastening element 1 is designed as a mounting plate 12. Furthermore, the locking bar 8 is held to the fastening element 1 via the respective mounting area 10 by means of a respective screw connection 13. For this purpose, the fastening element 1 has an internal thread at the respective mounting area 10, which is why the mounting plate 12 can also be referred to as a nut plate or threaded plate. In this embodiment, the locking bar 8 can be connected to the fastening element 1 by means of a screw element, which is designed separately from the locking bar 8 and the fastening element 1 and is screwed into the respective internal thread. In particular, the respective screw element has an external thread. For example, the respective screw element is a screw.Thus, the locking bracket 8 can be attached to the reinforcement part 7 via the threaded plate (also referred to as the nut plate) using two screws each. Therefore, two screw points are provided for the locking bracket 8.

[0032] The fastening element 1 is arranged on a side 14 of the column section 2 facing away from the locking bar 8, and in particular is attached to the column section 2. In other words, the column section 2 has a side 14 facing away from the locking bar 8 and a side 15 facing towards the locking bar 8, wherein the fastening element 1 extends at least partially, in particular predominantly or completely, that is to say, in particular with respect to sides 14 and 15 exclusively, on the side 14 facing away from the locking bar 8. For example, side 15 is a side of the column section 2 facing forward in the longitudinal direction 5 of the vehicle. For example, side 14 is a side of the column section 2 facing rearward in the longitudinal direction 5 of the vehicle. As can be seen in Fig. 3, the locking bar 8 is arranged on side 15 of the column section 2.Furthermore, in this case the screw elements extend through the column part 2, that is to say in particular from side 15 to side 14, in order to attach the locking bracket 8 to the column part 2 by means of the fastening element 1.

[0033] In the exemplary embodiment, the locking bar 8 has a base part 16 that abuts the column part 2, particularly on side 15. Furthermore, the locking bar 8 has a bracket part 17 that projects obliquely or perpendicularly from the base part 16, particularly at least forward in the longitudinal direction 5 of the vehicle. Specifically, the bracket part 17 projects from the base part 16 in a direction away from the column part 2. For example, the side door 9 has a locking element designed to engage with the bracket part 17, thereby enabling the side door 9 to be locked, particularly in its closed position.

[0034] To significantly enhance the safety of the motor vehicle, particularly in the event of a side impact, the fastening element 1 is held on the column section 2 by a coupling element 18, which is separate from the fastening element 1 and the column section 2 and extends at least partially between the fastening element 1 and the column section 2. This means that the aforementioned fastening of the fastening element 1 to the column section 2 is carried out via the coupling element 18, i.e., it is at least partially formed by the coupling element 18. In other words, the fastening element 1 is arranged on a first side of the coupling element 18, and the column section 2 is arranged on a second side of the coupling element 18, which differs from the first side. Thus, the locking lever 8 is held on the column section 2 via the fastening element 1 and the coupling element 18.In particular, the fastening element 1 can be supported or is supported on the column section 2 via the coupling element 18, for example, in the longitudinal direction 5 of the vehicle towards the front. In this example, the coupling element 18 is arranged on the side 14 facing away from the locking bracket 8. The coupling element 18 is visible in Fig. 2 due to the transparent representation of the column section 2. In this embodiment, the coupling element 18 is held at least partially on the column section 2, in particular directly, via a predetermined breaking point 19. The predetermined breaking point 19 is created, for example, by locally, and in particular selectively, weakening the coupling element 18 and / or the column section 2, for example, in the form of at least one recess. In this embodiment, the recess is designed as a hole 20, and several such recesses or holes 20 can be provided.Therefore, at least one hole can be provided in the column part 2 and / or in the coupling element 18 in order to, for example, cause a targeted local tearing open of a connection of the locking bar 8 via the coupling element 18 to the column part 2.

[0035] In this embodiment, the coupling element 18 has two coupling parts 21, 22 extending obliquely or perpendicularly to each other, which are preferably formed integrally. In the event of an impact on the locking bar 8, the coupling parts 21, 22 can be pivoted relative to each other about a pivot axis 23 by deformation of the coupling element 18. In this embodiment, and particularly with regard to the coupling parts 21, 22 exclusively, a first coupling part 21 is held on the column part 2 via the predetermined breaking point 19, preferably directly. The first coupling part 21 preferably rests against the column part 2 over a large area, preferably directly. The coupling element 19, and in particular the first coupling part 21, is, for example, plate-shaped.Furthermore, in the present embodiment, and particularly with regard to the coupling parts 21, 22 exclusively, the second of the coupling parts 22 is held on the column part 2, in particular on a door flange 24 formed, for example, by the column part 2, in a manner avoiding a predetermined breaking point, for example by means of a welded connection. The coupling element 18 can thus be an additional component with, in particular, a direct connection to the door flange 24. In the exemplary embodiment, the second coupling part 22 has at least two flange areas 25, which are spaced apart from each other, in particular in the vehicle's vertical direction 11, via which the second coupling part 22 is attached, in particular directly, to the column part 2, in particular to the door flange 24, for example by welding. As can be seen particularly well in Fig. 1, for example, in the exemplary embodiment the pivot axis 23 runs along a body edge 26 of the column part 2.The coupling element 18 thus extends around the body edge 26 of the column section 2. In this case, the second coupling section 22 connects inwards, in particular directly, to the first coupling section 21 in the transverse direction 27 of the vehicle. Fig. 4 shows a schematic and perspective partial view of the motor vehicle or the body 4 to illustrate a side crash, which can also be referred to as a "side crash load case". As illustrated in Fig. 4, an accident-related deformation of the side door 9 can occur. The accident-related deformation of the side door 9 can lead to an accident-related, in particular mechanical, load on the locking bar 8, for example in the form of a tensile load acting on the locking bar 8. This can also simply be referred to as "tension on the locking bar". This is illustrated in Fig. 4 by means of arrows 30.The impact on the locking bar 8 due to the accident can lead to a particularly high mechanical load on the locking bar 8, which can create a risk that the locking bar 8, especially from the column part 2, will break off.

[0036] Fig. 5 shows the arrangement, or rather the body 4, that is, in particular the motor vehicle, in a schematic and perspective partial view to illustrate deformations caused by impact in a crash. Fig. 5 particularly illustrates a deformation of the locking bar 8. Although the impact on the locking bar 8 causes a deformation, in particular plastic deformation, of the locking bar 8 and / or a deformation, in particular plastic deformation, of the column section 2, which can cause the locking bar 8 to tear out of the column section 2 in a controlled local area, the locking bar 8 does not tear away from the column section 2, in particular completely, because the locking bar 8 is held on the body 4, in particular on the column section 2, by the coupling element 18.

[0037] Figure 6 shows the coupling element 18 in a deformed state. The design provides that, in the event of an impact on the locking bar 8, the coupling element 18 can be moved from its deformed state to its deformed state by deformation. The undeformed state can also be referred to as the initial position, and the deformed state can also be referred to as the safety position. Figure 6 illustrates, in particular, a deformation pattern of the coupling element 18. By deforming the coupling element 18, especially in a controlled manner, additional travel for the locking bar 8 can be achieved, particularly with energy dissipation. This significantly reduces the direct mechanical stress on the locking bar 8, making this stress no longer critical.In this embodiment, moving the coupling element 18 from its initial position to the safety points, i.e., deforming the coupling element 18 from its undeformed state to its deformed state, includes at least pivoting the coupling parts 21 and 22 relative to each other about the pivot axis 23. The pivot axis 23 is thus, in this case, a hinge axis, also referred to as a hinge edge, at or along which the coupling element 18 can buckle during the accident, particularly in a controlled manner, thereby releasing the aforementioned path for the locking bar 8. A functional principle analogous to a hinge can therefore be provided. As illustrated in Fig. 6, the deformation of the coupling element 18 can include a bulging of the first coupling part 21. This can be caused by the impact of the locking bar 8, as shown in Fig.Figure 5 illustrates that column part 2 is deformed, in particular bulged, and that the first coupling part 21 at least partially follows this deformation of column part 2.

[0038] Figure 6 illustrates weld points 28, by which the coupling element 18 is held, in particular directly, on the door flange 24 or the column part 2. The coupling element 18 can be held by these weld points 28, in particular such that, in the event of an impact on the locking bar 8, the first coupling part 21 pivots about the pivot axis 23 relative to the second coupling part 22, in particular with energy dissipation. Furthermore, connection points 29 are particularly visible in Figure 6, by which the locking bar 8 is held, in particular directly, on the coupling element 18, in particular on the first coupling part 21. Each connection point 29 can be understood as a respective attachment point.

[0039] Overall, it is evident that a targeted tearing out of the locking bar 8 during the accident-related impact on the locking bar 8 can be achieved without, in particular, completely tearing off the locking bar from the column part 2 or the coupling element 18.

[0040] Reference symbol list

[0041] Fastener

[0042] Column part

[0043] Vehicle column

[0044] body

[0045] Vehicle longitudinal direction

[0046] C-pillar

[0047] Reinforcement part

[0048] Locking bar

[0049] Side door

[0050] Mounting area

[0051] Vehicle lifting

[0052] Mounting plate

[0053] Screw connection side facing away from the locking bar side facing the locking bar base part

[0054] ironing part

[0055] Coupling element

[0056] predetermined breaking point

[0057] Hole first coupling part second coupling part

[0058] Swivel axis

[0059] door flange

[0060] flange area

[0061] Body edge

[0062] Vehicle transverse direction

[0063] weld point

[0064] Connection point

[0065] Arrow

Claims

1. Patent claims 1. Arrangement of a fastening element (1) on a column part (2) of a vehicle column (3) for a body (4) of a motor vehicle, wherein the fastening element (1) has at least one fastening area (10) over which a locking bar (8) provided for locking a side door (9) of the motor vehicle is to be held on the fastening element (1), wherein the fastening element (1) is arranged on a side (14) of the column part (2) facing away from the locking bar (8), characterized in that the fastening element (1) is held on the column part (2) by means of a coupling element (18) formed separately from the fastening element (1) and the column part (2), which extends at least partially between the fastening element (1) and the column part (2).

2. Arrangement according to claim 1, characterized in that the coupling element (18) is held at least partially on the column part (2) via a predetermined breaking point (19).

3. Arrangement according to claim 1 or 2, characterized in that the coupling element (18) has two coupling parts (21, 22) extending obliquely or perpendicularly to each other, which can be pivoted relative to each other about a pivot axis (23) by deforming the coupling element (18) when the locking bar (8) is subjected to an accident-related impact.

4. Arrangement according to claim 3, characterized in that the coupling parts (21, 22) are formed in one piece with each other.

5. Arrangement according to claim 3 or 4 with reference to claim 2, characterized in that one of the coupling parts (21, 22) is held on the column part (2) via the predetermined breaking point (19).

6. Arrangement according to claim 5 characterized in that the other of the coupling parts (21, 22) is held on the column part (2) and / or on a door flange (24).

7. Arrangement according to one of the preceding claims, characterized in that the fastening element (1) is designed as a fastening plate (12).

8. Arrangement according to one of the preceding claims, characterized in that the locking lever (8) is to be held on the fastening element (1) via the fastening area (10) by means of a screw connection (13).

9. Arrangement according to one of the preceding claims, characterized in that the column part (2) is designed as a reinforcing part (7) of the vehicle column (3).

10. Arrangement according to one of the preceding claims, characterized in that the vehicle pillar (3) is a B-pillar or a C-pillar (6).

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