Door handle assembly for a vehicle

Abstract

The invention relates to a door handle assembly (10) for actuating a lock element (51) of a vehicle (50), the door handle assembly comprising a carrier (11), a main actuation element (12) and an auxiliary actuation element (13), wherein: the main actuation element (12) and the auxiliary actuation element (13) are rotatably mounted on the carrier (11) at least in some portions; the main actuation element (12) is movable relative to the carrier (11) in a continuous movement from a rest position (I) via a normal unlocking position (III) into an emergency unlocking position (IV); a switching element (14) arranged on the carrier (11) is actuatable by movement of the main actuation element (12) into the normal unlocking position (III); the lock element (51) is electronically unlockable by actuation of the switching element (14); the auxiliary actuation element (13) is transferable from a passive position (V) into an active position (VI) by movement of the main actuation element (12) into the emergency unlocking position (IV); a mechanical unlocking element (15) is actuatable by the movement of the auxiliary actuation element (13) from the passive position (V) into the active position (VI); and the lock element (51) is mechanically unlockable by actuation of the mechanical unlocking element (15).

Description

[0001] Door handle arrangement for a vehicle

[0002] Description

[0003] The invention relates to a door handle arrangement with the features of independent claim 1, a vehicle with the features of independent claim 16, and a method with the features of independent claim 19.

[0004] To optimize vehicle aerodynamics and create a more homogeneous overall appearance, vehicle door handles are increasingly being integrated as flush as possible with the vehicle's exterior contours. Despite this increasing integration, convenient accessibility, long-term reliability during normal operation, and the possibility of emergency opening from the outside must be maintained. Particularly regarding the emergency release mechanism, numerous solutions exist in the state of the art, differing significantly in their application and not necessarily offering intuitive operation.

[0005] It is therefore an object of the present invention to overcome at least one of the disadvantages described above, at least partially. In particular, it is an object of the invention to provide a door handle arrangement that allows a high degree of integration into the exterior contour of a vehicle and furthermore combines a high level of convenience with regard to accessibility, long-term and reliable operation, and a reliable emergency opening mechanism. It is particularly advantageous if simple and intuitive emergency operation of the emergency opening mechanism is enabled.

[0006] The foregoing problem is solved by a door handle arrangement having the features of independent claim 1, by a vehicle having the features of independent claim 16, and by a method having the features of independent claim 19. Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details described in connection with the door handle arrangement according to the invention naturally also apply in connection with the vehicle according to the invention and / or in connection with the method according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always makes, or can make, reciprocal references.

[0007] According to the invention, a door handle arrangement for actuating a locking element of a vehicle is provided, comprising a carrier, a main actuating element and an auxiliary actuating element, wherein the main actuating element and the auxiliary actuating element are rotatably mounted on the carrier at least partially, wherein the main actuating element is movable relative to the carrier in a continuous movement from a rest position via a normal unlocking position to an emergency unlocking position, wherein a switching element arranged on the carrier can be actuated by moving the main actuating element into the normal unlocking position, wherein the locking element can be electronically unlocked by actuating the switching element, and wherein the auxiliary actuating element can be moved from a passive position to an active position by moving the main actuating element into the emergency unlocking position.wherein the movement of the auxiliary actuating element from the passive position to the active position activates a mechanical release element, and wherein actuation of the mechanical release element mechanically unlocks the lock element. This provides a particularly simple and intuitive emergency operation using the main actuating element of the door handle assembly. In the event of an accident, rescue personnel can intuitively pull the main actuating element from the outside, as usual, and thus easily and without difficulty reach the emergency release position and perform the emergency release. In other words, the invention provides for a door handle assembly, wherein the door handle assembly is designed to actuate a lock element of a vehicle. The lock element can preferably be a lock of a movable part of the vehicle, in particular a lock of a door or hatch of the vehicle.The lock can be designed as an electromechanical lock, which is therefore electrically and mechanically operable (locking and / or unlocking).

[0008] The door handle assembly comprises a carrier, a main actuating element, and an auxiliary actuating element. Both the main actuating element and the auxiliary actuating element are rotatably mounted on the carrier, at least partially, and can therefore be rotated or pivoted relative to the carrier, at least partially.

[0009] The main actuating element can be moved in a continuous (intuitive) motion from a rest position through a normal unlocking position to an emergency unlocking position. Moving the main actuating element into the normal unlocking position can actuate a switching element arranged on the carrier, whereby actuation of the switching element enables electronic unlocking of the lock element. Preferably, an operative connection can be established or configured between the switching element and the lock element such that actuation of the switching element electronically unlocks the lock element.

[0010] Furthermore, by moving the main actuating element beyond the normal release position into the emergency release position, the auxiliary actuating element can be switched from a passive to an active position. The main actuating element and the auxiliary actuating element are thus operatively linked in such a way that a movement of the main actuating element, at least within a portion of its range of motion, causes a movement of the auxiliary actuating element.

[0011] Furthermore, by moving the auxiliary actuating element from the passive position to the active position, a mechanical unlocking element can be actuated, whereby actuation of the mechanical unlocking element mechanically unlocks the lock element. Preferably, an operative connection can be established or formed between the mechanical unlocking element and the lock element such that actuation of the mechanical unlocking element mechanically unlocks the lock element. In principle, an operative connection between the mechanical unlocking element and the lock element can be established or disconnected by a (controllable) decoupling element.

[0012] The door handle arrangement according to the invention offers the advantage of a high degree of integration into the outer contour of a vehicle, while simultaneously providing high ease of use and an intuitive emergency release function. In particular, both electronic unlocking during normal operation and mechanical unlocking in emergency operation occur as part of a continuous movement of the main actuating element, which enables particularly intuitive operation of the door handle arrangement by both vehicle users and emergency personnel.

[0013] During a continuous movement of the main actuating element from the rest position towards the emergency release position, or vice versa, the resistance (meaning mechanical resistance / force required) of the main actuating element can vary, at least in segments. For example, a movement to the normal release position can be performed with less resistance than a movement from the normal release position to the emergency release position. Preferably, a movement from the normal release position to the emergency release position can also comprise at least two resistance segments, wherein the resistance of the main actuating element to movement is higher in one resistance segment than in the other. In particular, the resistance can increase in the direction of the emergency release position.

[0014] The rest position is defined here as the position in which the main actuating element is located when no user action on the main actuating element is expected or desired, i.e., in particular, when the vehicle is locked and no authorized vehicle user has been detected in the vicinity of the vehicle. Preferably, the main actuating element is arranged flush with the outer surface of a movable part of the vehicle in the rest position. The normal unlocking position is defined here as the position into which the main actuating element must be moved in order to bring about (exclusively) electronic unlocking of the vehicle's locking element during normal operation.

[0015] The emergency release position is to be understood here as a position into which the main actuating element must be moved in emergency operation, e.g. in the event of an accident, in order to bring about a (exclusively) mechanical unlocking of the vehicle's locking element.

[0016] The rest position, the normal release position and the emergency release position are successive (rotational) positions which, in the specified order, can be traversed during a continuous movement of the main actuating element starting from the rest position relative to the carrier.

[0017] The passive position of the auxiliary actuating element is to be understood as a position in which the auxiliary actuating element does not actuate the mechanical unlocking element. The active position, on the other hand, is to be understood as a position in which the auxiliary actuating element has actuated the mechanical unlocking element in such a way that the lock element has been mechanically unlocked, particularly when a functional connection has been established between the lock element and the mechanical unlocking element.

[0018] An unlocked state of the locking element is to be understood here as a state in which the movable part of the vehicle on which the locking element is located can be opened (since there is no positive locking, in particular between the shackle and the latch of the locking element). A locked state of the locking element, on the other hand, is to be understood as a state in which the movable part of the vehicle on which the locking element is located cannot be opened (since there is a positive locking, in particular between the shackle and the latch of the locking element).

[0019] The movement of the main actuating element and / or auxiliary actuating element between individual positions / positions described within the scope of the invention can be stepless (as well as continuous). Alternatively, it can be provided that at least some or all of the aforementioned positions / positions form (stepwise) detent positions. A detent position, as defined here, is a position / position in which the main actuating element and / or the auxiliary actuating element is in a detent position and can only be moved to a different position / position by applying additional force.

[0020] At least one mechanical release element can preferably be designed as a Bowden cable. This offers the advantage of reliable force transmission between the auxiliary actuation element and the lock element, as well as a simple design. When the auxiliary actuation element moves from the passive to the active position, the Bowden cable can be subjected to a tensile force, thereby mechanically unlocking the lock element. Additionally or alternatively, at least one switching element can be designed as a microswitch. Using a microswitch offers advantages in terms of installation space and weight of the door handle assembly.

[0021] Within the scope of the invention, it can be advantageous for a rotation axis of the main actuating element and a rotation axis of the auxiliary actuating element to be oriented orthogonally or substantially orthogonally to each other. This allows for a particularly compact design of the door handle assembly, especially with regard to the installation space required for moving parts. The movement of the main actuating element preferably occurs such that, when moving from the rest position towards the emergency release position, the main actuating element is exposed relative to a vehicle surface.

[0022] Additionally, the main actuating element and the auxiliary actuating element can be arranged on opposite sides of the carrier. This results in a space-saving design of the door handle assembly, since the main actuating element and the auxiliary actuating element can be arranged to overlap, at least partially. This also offers the advantage of easier mounting of the carrier to the vehicle and makes unintentional access to the auxiliary actuating element for mechanically unlocking the lock element more difficult. Within the scope of the invention, it is conceivable that the main actuating element, in particular in addition to the rest position, normal unlock position, and emergency unlock position, can be moved into an activation position, wherein the activation position lies between the rest position and the normal unlock position.In this context, an activation position is defined as a position in which the main actuating element is made available for use by a user. Preferably, the main actuating element can be positioned facing the vehicle surface in the activation position, allowing a user to grasp, in particular grasp from behind, the main actuating element and pivot it towards the normal unlocking position to electronically unlock the locking element. The transition of the main actuating element from the rest position to the activation position can preferably be accomplished by a drive mechanism of the door handle assembly.

[0023] The invention may include at least one proximity sensor, preferably located on or within the main actuating element, wherein the proximity sensor detects the approach of a user, and in particular, upon detection of a user approach, the main actuating element can be moved from the rest position to the activation position. At least one proximity sensor may preferably be a capacitive sensor. This has proven particularly advantageous with regard to reliable detection of approach. Alternatively, at least one proximity sensor may be an inductive sensor or an ultra-wideband sensor (UWB sensor). However, other sensor types may also be provided.

[0024] It can be provided that when an approach is detected by the proximity sensor, the main actuating element is moved, or can be moved, from the rest position to the activation position. Preferably, the detection of an approach can be combined with the verification of access authorization to the vehicle. The movement of the main actuating element to the activation position then only occurs if access authorization has been established.

[0025] It is further conceivable that a camshaft (in the door handle assembly) is included, wherein the camshaft is rotatably mounted on the carrier and is operatively connected to the first actuating element in such a way that a movement of the main actuating element causes a rotation of the camshaft and vice versa. In other words, it is conceivable that the door handle assembly includes a camshaft that is rotatably mounted on the carrier. It can be provided that the camshaft, in particular via at least one, preferably two, cams, is operatively connected to the first actuating element in such a way that a rotation or pivoting of the main actuating element causes a rotation of the camshaft and conversely, a rotation of the camshaft causes a rotation or pivoting of the main actuating element.The use of a camshaft has proven advantageous in terms of a reliable and structurally simple transmission of movements, especially drive-based ones, to the main actuating element, or conversely, for the transmission of movements of the main actuating element to other components of the door handle assembly.

[0026] It may be provided that the camshaft and the main actuating element are arranged on opposite sides of the carrier and / or that the axis of rotation of the camshaft and an axis of rotation of the main actuating element are oriented parallel or substantially parallel. This has proven advantageous with regard to a simple and compact design of the door handle assembly. Additionally or alternatively, it may be provided that the camshaft is rotatably mounted on the main carrier at its ends.

[0027] It is also conceivable that a drive mechanism (in the case of the door handle assembly) is included, whereby the drive mechanism is operatively connected to the camshaft, such that the camshaft can be rotated, at least partially, by the drive mechanism. In this way, the camshaft can be set into rotation, at least partially, by the drive mechanism, and the main actuating element can be moved. This can advantageously enable, for example, the automated movement of the main actuating element between the rest position and the activation position.

[0028] Within the scope of the invention, it is optionally possible for the camshaft to comprise one, in particular a first, cam, wherein the cam is configured to actuate the switching element when the main actuating element moves into the normal release position. In other words, at least one, in particular a first, cam can be formed on the camshaft, wherein the cam is contoured such that it actuates the switching element when the main actuating element moves into the normal release position and the camshaft rotates accordingly. It can be provided, in particular, that the switching element is actuated only when the normal release position is reached.

[0029] Furthermore, the invention may provide that the camshaft comprises one, and in particular a second, cam, wherein the cam is configured to slide at least partially along the auxiliary actuating element when the main actuating element moves into the emergency release position and to move the auxiliary actuating element from the passive position to the active position. In other words, it may be provided that at least one, and in particular a second, cam is formed on the camshaft, wherein the cam is contoured such that, when the main actuating element moves into the emergency release position, it slides at least partially along the auxiliary actuating element and thereby moves the auxiliary actuating element from the passive position to the active position, so that when the emergency release position is reached by the main actuating element, the auxiliary actuating element is in the active position.

[0030] It can further be provided that the second cam, in particular, is designed or contoured such that sliding on the auxiliary actuating element occurs only in a portion of the movement of the main actuating element between the rest position and the emergency release position. Sliding only between the normal release position and the emergency release position has proven advantageous. This increases the resistance of the main actuating element when moving from the normal release position to the emergency release position. Accidental movement of the main actuating element into the emergency release position can thus be effectively prevented.

[0031] With regard to the present invention, it is conceivable that the auxiliary actuating element is pre-tensioned against movement from the passive position to the active position, wherein the pre-tension of the auxiliary actuating element is generated by at least one spring element, the spring element being supported on one side by the auxiliary actuating element and on the other side by the carrier. By pre-tensioning the auxiliary actuating element, additional resistance against movement into the emergency release position can be imposed on the movement of the main actuating element from the moment the, in particular, second cam slides onto the auxiliary actuating element. This can prevent accidental mechanical emergency release even more effectively. Preferably, the spring element can be designed as a torsion spring.Preferably, in this context, a central axis of the torsion spring can be arranged coaxially with a rotation axis of the auxiliary actuating element. This offers the advantage of a compact and simple design.

[0032] Furthermore, it is conceivable that a resistance element is included, wherein the auxiliary actuating element is in contact with the resistance element, at least partially, in a resistance position, the resistance position being equal to the passive position or lying between the passive and active positions, and wherein the auxiliary actuating element is pre-tensioned such that the contact between the auxiliary actuating element and the resistance element increases the resistance of the auxiliary actuating element against movement from the passive to the active position. The resistance element can thus impose additional resistance on the auxiliary actuating element, and consequently also on the main actuating element, against movement of the main actuating element into the emergency release position.Furthermore, a resistance element can be used to create a step-like increase in the resistance of the main actuating element towards the emergency release position, particularly when the resistance position lies between the active and passive positions. This allows the user to be alerted more effectively to an impending mechanical emergency release or to be prevented from unintentionally performing it.

[0033] It may be provided that the resistance element is rotatably mounted on the carrier and / or that an axis of rotation of the resistance element is oriented parallel or substantially parallel to an axis of rotation of the auxiliary actuating element.

[0034] Within the scope of the invention, it can be advantageous for the preload of the resistance element to be generated by at least one spring element, wherein the spring element is supported on one side by the resistance element and on the other side by the support. Preferably, the spring element can be designed as a torsion spring. In particular, it can be provided in this context that a central axis of the torsion spring is arranged coaxially with a rotation axis of the resistance element. This results in the advantage of a compact and simple design. Within the scope of the invention, it is conceivable that a rotation axis of the main actuating element is arranged between a first actuating area and a second actuating area of ​​the main actuating element, so that a movement of the main actuating element from the rest position towards the normal release position can be effected by applying a compressive force to the second actuating area.In other words, the main actuating element can be designed and / or mounted in a rocker-like manner. In its rest position, the main actuating element is preferably flush with a moving part of a vehicle and, without any protrusion from the moving part, is inaccessible or substantially inaccessible to a user. However, with the described design, the main actuating element can be moved, at least partially, from its rest position towards the emergency release position by applying a pressure force, even if this is no longer possible with drive assistance, particularly in an accident situation. The main actuating element can then be grasped by a user and moved into the emergency release position.

[0035] Within the scope of the invention, it can be provided that the rest position and the activation position and / or the activation position and the normal release position and / or the normal release position and the emergency release position (each) are spaced apart from one another by a rotation angle of the main actuating element of at least 4°. This has proven to be particularly advantageous with regard to the comfortable and safe use of the door handle assembly.

[0036] It is also conceivable that a locking cylinder is included, wherein the locking cylinder is completely concealed by the main actuating element, at least in the rest position. It may be provided that the locking cylinder is fully accessible, at least in the emergency release position. It may be provided that a mechanical release of the lock element can be achieved by actuating the locking cylinder, in particular with a key, and / or that an operative connection between the mechanical release element and the lock element can be established or disconnected, in particular by means of the decoupling element. It is also conceivable that a heating element is included, wherein the main actuating element and / or the carrier can be heated, at least partially, by the heating element. If ice forms on the main actuating element and / or carrier element, especially at low ambient temperatures, the mobility of the main actuating element may be impaired.A heating element allows the support or the main actuating element to be heated, at least in sections, thus ensuring proper movement. The heating element preferably comprises at least one heating wire that runs, at least in sections, along the support and / or the main actuating element.

[0037] The above problem is further solved by a vehicle according to the invention, comprising at least one door handle arrangement according to the invention, in particular at least one door handle arrangement according to one of claims 1 to 15. This results in the same advantages with respect to a vehicle according to the invention as have already been described with respect to a door handle arrangement according to the invention.

[0038] The vehicle may preferably include at least one locking element for a movable part, such as a door, sliding door, flap, or the like. The locking element may be operatively connected to the door handle assembly in such a way that the locking element can be electronically unlocked by actuating the switching element of the door handle assembly. Additionally or alternatively, the locking element may be mechanically unlocked by actuating the mechanical unlocking element.

[0039] The vehicle, in particular the lock element or the door handle assembly, may include a decoupling element by which a functional connection between the mechanical unlocking element of the door handle assembly and the lock element can be established or disconnected. This offers the advantage that mechanical unlocking is not possible in every state of the vehicle. For example, the possibility of mechanical unlocking may be prevented during normal vehicle operation and only activated in an emergency, particularly in the event of an accident. The activation of the functional connection can preferably be achieved by a crash element, preferably a crash sensor. The vehicle may preferably be a car. Alternatively, the vehicle may be a truck, a construction vehicle, or an agricultural vehicle.

[0040] Within the scope of the invention, it is optionally possible for the door handle assembly to be arranged on a movable part of the vehicle, with the main actuating element being flush with an outwardly facing surface of the movable part in the rest position. This results in a particularly high degree of integration of the door handle assembly into the overall appearance of the vehicle. Furthermore, the vehicle's wind resistance can be reduced in this way.

[0041] Furthermore, the invention may provide that the support is connected, at least partially, to the inner surface of a movable part of the vehicle, wherein the movable part has a recess and wherein the main actuating element is arranged, at least partially, in the recess. The inner surface may preferably be the inner surface of an outer skin, in particular an outer sheet metal panel, of the movable part. In this way, only or essentially only the main actuating element is visible to an observer of the vehicle. The movable part of the vehicle may preferably be a door or a hatch, in particular a tailgate, of the vehicle.

[0042] The above problem is further solved by an inventive method for actuating a locking element of a vehicle by means of an inventive door handle arrangement, in particular a door handle arrangement according to one of claims 1 to 12, comprising at least one of the following steps:

[0043] Electronic unlocking of the lock element by moving the main actuating element into the normal unlocking position, in particular from the rest position or the activation position and / or

[0044] Mechanical unlocking of the locking element by moving the main actuating element into the emergency unlocking position, in particular from the rest position, the activation position, or the normal unlocking position. This results in the same advantages with respect to a method according to the invention as have already been described with respect to a door handle arrangement and / or a vehicle according to the invention.

[0045] With regard to the present invention, it is conceivable that at least one of the following steps is further included:

[0046] Detecting the approach of a user and moving the main actuating element from the rest position to the activation position, in particular by means of a drive and / or

[0047] Detecting the approach of a user and activating the heating element for at least partial heating of the carrier and / or the main actuating element, in particular by at least one heating element and / or manually moving the main actuating element from the rest position towards the activation position, in particular by a user.

[0048] Manual movement of the main actuating element from the rest position towards the activation position can preferably be achieved by applying a pressure force to an actuating area, in particular the second actuating area.

[0049] Further advantages, features, and details of the invention will become apparent from the following description, in which several exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination.

[0050] Fig. 1 is a schematic (top-down) view of a door handle arrangement,

[0051] Fig. 2 shows a schematic (rear) view of a door handle arrangement.

[0052] Fig. 3 shows a schematic (sequence) view of a door handle arrangement,

[0053] Fig. 4 a schematic (rear) view of a door handle arrangement (in a passive position V of the auxiliary actuating element), Fig. 5 a schematic (rear) view of a door handle arrangement (in an active position VI of the auxiliary actuating element),

[0054] Fig. 6 shows a schematic view of a vehicle and

[0055] Fig. 7 shows a schematic view of a process.

[0056] The figures use identical reference numerals for the same technical features, even for different embodiments.

[0057] Fig. 1 shows a schematic view of a door handle assembly 10 for actuating a lock element 51 of a vehicle 50 from a first side. Fig. 2 shows the door handle assembly 10 from a second side, opposite the first. It can be seen from Fig. 1 and Fig. 2 that the door handle assembly 10 comprises a carrier 11, a main actuating element 12, and an auxiliary actuating element 13. The main actuating element 12 and the auxiliary actuating element 13 are rotatably mounted on the carrier 11, at least in sections.

[0058] The main actuating element 12 can be moved in a continuous movement from a rest position I via an activation position II and a normal release position III to an emergency release position IV.

[0059] The individual positions are shown schematically in Fig. 3, which shows door handle arrangements 10 in a side view with different positions of the main actuating element 12. It can be seen that the main actuating element 12 is increasingly pivoted from the rest position I towards the emergency release position IV relative to the carrier 11, with the activation position II and the normal release position III being designed as positions between the rest position I and the emergency release position IV.

[0060] By moving the main actuating element 12 into the normal unlocking position III, a switching element 14 arranged on the carrier 11 can be actuated. Actuating the switching element 14 electronically unlocks the locking element 51 of the vehicle 50. Moving the main actuating element 12 into the emergency unlocking position IV moves the auxiliary actuating element 13 from a passive position V to an active position VI. Moving the auxiliary actuating element 13 from the passive position V to the active position VI actuates a mechanical unlocking element 15. Actuating the mechanical unlocking element 15 mechanically unlocks the locking element 51. In Fig. 2, the auxiliary actuating element 13 is initially shown in the passive position V. The state shown in Fig. 2 also corresponds to the main actuating element 12 being in its rest position I.

[0061] Fig. 2 further shows that the mechanical unlocking element 15 is designed as a Bowden cable, which can be brought into operative connection with the lock element 51 of the vehicle 50 in such a way that the lock element 51 can be unlocked by applying a tensile force to the Bowden cable.

[0062] Figures 1 and 2 further show that the main actuating element 12 and the auxiliary actuating element 13 are arranged on opposite sides of the carrier 11. Furthermore, the axes of rotation R of the main actuating element 12 and the auxiliary actuating element 13 are oriented orthogonally or substantially orthogonally to each other.

[0063] Figure 1 further shows that the door handle assembly 10 comprises at least one proximity sensor 20, wherein the approach of a user can be detected by the proximity sensor 20. A locking cylinder 21 is also included, which is completely concealed by the main actuating element 12, at least in the rest position I. Furthermore, the door handle assembly 10 comprises a heating element 22, wherein the main actuating element 12 and / or the carrier 11 can be heated at least partially by the heating element 22.

[0064] Fig. 1 further shows that a rotation axis R of the main actuating element 12 is arranged between a first actuating area 12.1 and a second actuating area 12.2 of the main actuating element 12, such that movement of the main actuating element 12 from the rest position I towards the activation position II or beyond is possible by applying a pressure force to the second actuating area 12.2. Fig. 2 further shows that the door handle assembly 10 comprises a camshaft 16 which is rotatably mounted on the carrier 11. The camshaft 16 and the main actuating element 12 are arranged on opposite sides of the carrier 11, and the rotation axes R of the main actuating element 12 and the camshaft 16 are oriented parallel or substantially parallel.

[0065] Furthermore, the door handle assembly 10 includes a drive 17 which is operatively connected to the camshaft 16, such that the camshaft 16 can be rotated, at least partially, by the drive 17. Thus, the camshaft 16 can be set into rotation, at least partially, by the drive.

[0066] According to Fig. 2, the camshaft 16 comprises a first cam 16.1 and a second cam 16.2. The camshaft 16 is operatively connected to the main actuating element 12 via the second cam 16.2 such that a rotation or pivoting of the main actuating element 12 causes a rotation of the camshaft 16, and conversely, a rotation of the camshaft 16 causes a rotation or pivoting of the main actuating element 12. For this purpose, the second cam 16.2, as shown in Fig. 2, penetrates the carrier 11 at least partially.

[0067] The first cam 16.1 is further designed to actuate the switching element 14 when the main actuating element 12 moves into the normal release position III.

[0068] The second cam 16.2 is further designed to slide at least sectionally on the auxiliary actuating element 13 when the main actuating element 12 moves into the emergency release position IV and to transfer the auxiliary actuating element 13 from the passive position V to the active position VI.

[0069] Fig. 4 shows a schematic view of a door handle assembly 10, in which the main actuating element 12 is arranged in the normal unlocking position III. It can be seen from Fig. 4 that the movement of the main actuating element 12 into the normal unlocking position III caused the camshaft 16 to rotate, thereby actuating the switching element 14 via the first cam 16.1 for electronic unlocking of the lock element 51. In the illustrated embodiment, the second cam 16.2 of the camshaft 16 is not yet in contact with the auxiliary actuating element 13 in this position.

[0070] Fig. 5 further shows a schematic view of a door handle assembly 10, in which the main actuating element 12 has been moved from the normal release position III to the emergency release position IV. It can be seen from Fig. 5 that the movement of the main actuating element 12 caused the camshaft 16 to rotate, thereby bringing the auxiliary actuating element 13 into contact with the second cam 16.2 and, as the second cam 16.2 slid on the auxiliary actuating element 13, moving it from the passive position V to the active position VI. The movement of the auxiliary actuating element 13 from the passive position V to the active position VI exerts a tensile force on the mechanical release element 15, thus mechanically unlocking the lock element 51.

[0071] Figures 2, 4, and 5 further show that a resistance element 18 is included, wherein the auxiliary actuating element 13 is in contact with the resistance element 18 at least partially in a resistance position. In this case, the resistance position corresponds to the passive position V.

[0072] Furthermore, the dashed sketch of the resistance element 18 in Fig. 2 shows a variant in which the resistance position would lie between the passive position V and the active position VI, since the auxiliary actuating element 13 would first have to be set in motion before contact with the resistance element 18 is made.

[0073] The auxiliary actuating element 13 and the resistance element 18 are pre-tensioned by torsion springs (not shown), the torsion springs being arranged coaxially with the auxiliary actuating element 13 and the resistance element 18 respectively with respect to their central axis.

[0074] Fig. 6 further shows a schematic view of a vehicle 50. The vehicle 50 comprises a lock element 51 and a door handle assembly 10, wherein the lock element 51 is operatively connected to the door handle assembly 10 such that electronic unlocking of the lock element 51 can be carried out by actuating the switching element 14 of the door handle assembly 10. This is shown schematically by the dashed line. Furthermore, the door handle assembly 10 is operatively connected to the lock element 51 such that mechanical unlocking of the lock element 51 can be carried out by actuating the mechanical unlocking element 15.

[0075] The door handle assembly 10 is arranged on a movable part 52 of the vehicle 50. In this case, the movable part 52 is a door of the vehicle 50. The main actuating element 12 is flush with an outwardly facing surface 53 of the movable part 52 in its rest position I. The support 11 of the door handle assembly 10 is connected to the movable part 52, at least partially, on an inner side and is therefore not visible or accessible from the outside.

[0076] Fig. 7 further shows a schematic view of a method 100 for actuating a lock element 51 of a vehicle 50 by means of a door handle arrangement 10, the method 100 comprising at least one of the following steps:

[0077] Electronic unlocking 110 of the lock element 51 by moving the main actuating element 12 into the normal unlocking position III, in particular from the rest position I or the activation position II and / or

[0078] Mechanical unlocking 120 of the lock element 51 by moving the main actuating element 12 into the emergency unlocking position IV, in particular from the rest position I or the normal unlocking position III.

[0079] Bezuq szei chen li ste

[0080] 10 Door handle arrangement

[0081] 11 carriers

[0082] 12 Main actuating element

[0083] 12.1 First area of ​​activity

[0084] 12.2 second area of ​​activity

[0085] 13 Auxiliary actuating element

[0086] 14 Switching element

[0087] 15 mechanical release element

[0088] 16 Camshaft

[0089] 16.1 first cam

[0090] 16.2 second cam

[0091] 17 Drive

[0092] 18 Resistance element

[0093] 20 proximity sensor

[0094] 21 locking cylinders

[0095] 22 Heating element

[0096] 50 vehicles

[0097] 51 Lock element

[0098] 52 Moving part

[0099] 53 surface

[0100] 100 procedures

[0101] 110 Electronic unlocking

[0102] 120 Mechanical unlocking

[0103] I Resting position

[0104] II Activation position

[0105] III Normal release position

[0106] IV Emergency release position

[0107] V Passive position

[0108] VI Activation

[0109] R axis of rotation

Claims

P a t e n t a n s p r ü c h e 1. Door handle assembly (10) for actuating a lock element (51) of a vehicle (50), comprising a carrier (11), a main actuating element (12) and an auxiliary actuating element (13), wherein the main actuating element (12) and the auxiliary actuating element (13) are rotatably mounted on the carrier (11) at least partially, wherein the main actuating element (12) is movable relative to the carrier (11) in a continuous movement from a rest position (I) via a normal release position (III) to an emergency release position (IV), wherein a switching element (14) arranged on the carrier (11) can be actuated by a movement of the main actuating element (12) into the normal release position (III),wherein the locking element (51) can be electronically unlocked by actuating the switching element (14), and wherein the auxiliary actuating element (13) can be moved from a passive position (V) to an active position (VI) by moving the main actuating element (12) into the emergency release position (IV), wherein a mechanical release element (15) can be actuated by moving the auxiliary actuating element (13) from the passive position (V) to the active position (VI), and wherein the locking element (51) can be mechanically unlocked by actuating the mechanical release element (15).

2. Door handle arrangement (10) according to claim 1, characterized in that a rotation axis (R) of the main actuating element (12) and a rotation axis (R) of the auxiliary actuating element (13) are oriented orthogonally or substantially orthogonally to each other and / or that the main actuating element (12) and the auxiliary actuating element (13) are arranged on opposite sides of the carrier (11).

3. Door handle arrangement (10) according to one of the preceding claims, characterized in that the main actuating element (12) can further be moved into an activation position (II), wherein the activation position (II) lies between the rest position (I) and the normal unlocking position (III).

4. Door handle arrangement (10) according to claim 3, characterized in that at least one proximity sensor (20) is included, wherein the proximity sensor (20) can detect the approach of a user, wherein, in particular, when the approach of a user is detected, the main actuating element (12) can be moved from the rest position (I) to the activation position (II).

5. Door handle arrangement (10) according to one of the preceding claims, characterized in that a camshaft (16) is included, wherein the camshaft (16) is rotatably mounted on the support (11) and wherein the camshaft (16) is operatively connected to the main actuating element (12) in such a way that a movement of the main actuating element (12) causes a rotation of the camshaft (16) and vice versa.

6. Door handle arrangement (10) according to claim 5, characterized in that a drive (17) is included, wherein the drive (17) is in operative connection with the camshaft (16) so that the camshaft (16) is rotatable at least section by the drive (17).

7. Door handle arrangement (10) according to claim 5 or 6, characterized in that the camshaft (16) comprises a, in particular a first, cam (16.1), wherein the cam (16.1) is designed to actuate the switching element (14) when the main actuating element (12) moves into the normal unlocking position (III).

8. Door handle arrangement (10) according to one of claims 5 to 7, characterized in that the camshaft (16) comprises a, in particular a second, cam (16.2), wherein the cam (16.2) is designed to slide at least sectionally on the auxiliary actuating element (13) when the main actuating element (12) moves into the emergency release position (IV) and to transfer the auxiliary actuating element (13) from the passive position (V) to the active position (VI).

9. Door handle arrangement (10) according to one of the preceding claims, characterized in that the auxiliary actuating element (13) is biased against movement from the passive position (V) to the active position (VI), wherein the bias of the auxiliary actuating element (13) is generated by at least one spring element, wherein the spring element is supported on the one hand on the auxiliary actuating element (13) and on the other hand on the carrier (11) and wherein in particular the spring element is designed as a torsion spring.

10. Door handle arrangement (10) according to one of the preceding claims, characterized in that a resistance element (18) is included, wherein the auxiliary actuating element (13) is in contact with the resistance element (18) at least partially in a resistance position, wherein the resistance position is equal to the passive position (V) or lies between the passive position (V) and the active position (VI), and wherein the auxiliary actuating element (13) is biased such that the contact between the auxiliary actuating element (13) and the resistance element (18) increases the resistance of the auxiliary actuating element (13) to movement from the passive position (V) to the active position (VI).

11. Door handle arrangement (10) according to claim 10, characterized in that the preload of the resistance element (18) is generated by at least one spring element, wherein the spring element is supported on the one hand on the resistance element (18) and on the other hand on the support (11) and wherein in particular the spring element is designed as a torsion spring.

12. Door handle arrangement (10) according to one of the preceding claims, characterized in that a rotation axis (R) of the main actuating element (12) is arranged between a first actuating area (12.1) and a second actuating area (12.2) of the main actuating element (12), such that a movement of the main actuating element (12) from the rest position (I) in the direction of the normal unlocking position (III) can be initiated by applying a pressure force to the second actuating area (12.2).

13. Door handle arrangement (10) according to one of the preceding claims, characterized in that the rest position (I) and the activation position (II) and / or the activation position (II) and the normal release position (III) and / or the normal release position (III) and the emergency release position (IV) are spaced apart from each other by a rotation angle of the main actuating element (12) of at least 4°.

14. Door handle arrangement (10) according to one of the preceding claims, characterized in that a locking cylinder (21) is included, wherein the locking cylinder (21) is completely concealed by the main actuating element (12) at least in the rest position (I).

15. Door handle arrangement (10) according to one of the preceding claims, characterized in that a heating element (22) is included, wherein the main actuating element (12) and / or the carrier (11) can be heated at least section by the heating element (22).

16. Vehicle (50) comprising at least one door handle arrangement (10) according to one of the preceding claims.

17. Vehicle (50) according to claim 16, characterized in that the door handle arrangement (10) is arranged on a movable part (52) of the vehicle (50), wherein the main actuating element (12) is arranged flush with an outwardly facing surface (53) of the movable part (52) in the rest position (I).

18. Vehicle (50) according to claim 16 or 17, characterized in that the support (11) is connected at least section by section to an inside of a movable part (52) of the vehicle (50), wherein the movable part (52) has a recess and wherein the main actuating element (12) is arranged at least section by section in the recess.

19. Method (100) for actuating a lock element (51) of a vehicle (50) by means of a door handle arrangement (10) according to one of claims 1 to 15, comprising at least one of the following steps: Electronic unlocking (110) of the lock element (51) by moving the main actuating element (12) into the normal unlocking position (III), in particular from the rest position (I) or the activation position (II) and / or mechanical unlocking (120) of the lock element (51) by moving the main actuating element (12) into the emergency unlocking position (IV), in particular from the rest position (I) or the normal unlocking position (III).

20. Method (100) according to claim 19, characterized in that it further comprises at least one of the following steps: Detecting the approach of a user and moving the main actuating element (12) from the rest position (I) to the activation position (II) and / or Detecting the approach of a user and activating the heating element (22) for at least partial heating of the carrier (11) and / or the main actuating element (12), - Manually moving the main actuating element (12) from the rest position (I) towards the activation position (II).

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