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), having a transmission element (6) and having a handle element (7) by means of which a lock, by means of which the leaf element (2), which can be arranged on a body of the vehicle (1) so as to be movable between a closed position and at least one open position, is to be secured in the closed position, is able to be mechanically unlocked in such a way that, by a movement of the handle element (7), which occurs relative to a base element (4) of the leaf element (2), from a starting position (AS) of the handle element (7) into an actuating position (BS) of the handle element (7), the transmission element (6) is able to be driven and thus moved relative to the base element (4), as a result of which the lock is able to be mechanically unlocked by means of the handle element (7) via the transmission element (6). A gear mechanism (8) is provided which has two gearwheels (10, 11) in engagement with one another and via which the transmission element (6) is able to be driven by the handle element (7) in order to mechanically unlock the lock.

Description

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

[0002] The invention relates to a wing element for a vehicle, in particular for a motor vehicle, according to the preamble of claim 1. Furthermore, the invention relates to a vehicle, in particular a motor vehicle, with at least one such wing element.

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

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

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

[0006] A first aspect of the invention relates to a wing element for a vehicle, in particular for a motor vehicle. This means that the vehicle, preferably designed as a motor vehicle, in particular as a motor car and especially as a passenger car, whose interior, also referred to as passenger compartment, passenger cell or cabin, is formed by a body of the vehicle designed, for example, as a self-supporting body, has the wing element in its fully manufactured state. The wing element is understood to be a structural component that is movable, in particular pivotable, and thus can be attached to or is mounted on the body. The wing element is therefore designed separately from the body in the fully manufactured state of the vehicle and is movable, in particular pivotable, and mounted on the body. In particular, a body opening is associated with the wing element.The body opening is a passageway that, at least when considering only the bodywork, opens at one end into the interior and at the other end into the surrounding area. The wing element can be moved, in particular pivoted, relative to the bodywork between a closed position and at least one open position. 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, especially a side door, so that the body opening can be designed, for example, as a side door or a rear door. The door is also referred to as a vehicle door.Thus, for example, when the wing element is in the open position, a person initially in the vicinity of the vehicle and therefore the wing element can enter the interior through the exposed portion of the opening. Furthermore, a person initially inside the vehicle can exit the interior through the exposed portion and thereby 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, especially 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, especially pivotable, and can be attached to or arranged on the bodywork.

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

[0008] The wing element has a transmission element, which is specifically designed separately from the base element. Furthermore, the wing element has a handle element, which is specifically designed separately from the base element and, in particular, separately from the transmission element. This handle element is movable relative to the base element from a starting position to an actuation point, in particular rotationally and / or translationally and / or along a path of movement. The path of movement can be, in particular, completely straight and thus run along a straight line. It is also conceivable that the path of movement is at least partially, in particular at least predominantly and thus at least more than halfway or completely, curved. A lock is operated by means of the handle element, by means of which the wing element can be moved, in particular pivoted, between the closed position and the at least one open position.The wing element, which can be arranged on the vehicle body or is arranged to be secured in the closed position, in particular relative to the body, can be unlocked mechanically, in particular purely mechanically, such that by moving the handle element relative to the base element of the wing element from a starting position of the handle element to an operating position of the handle element, the transmission element, which is designed separately from the lock and separately from the handle element and can be coupled or coupled to the lock and, for example, to the handle element, can be driven and is thereby movable relative to the base element, in particular translationally and, most importantly, exclusively translationally, whereby the lock can be unlocked via the transmission element by means of the handle element, in particular purely, and thus without the use of electrical energy.

[0009] The wing element, in particular the handle element, has, for example, a control element by which the lock can be electrically unlocked by operating, in particular by actuating, the control element, thus effecting an electrical unlocking of the lock. Particularly when the wing element is designed as a door, in particular as a side door, of the vehicle, the lock is a door lock or is also referred to as a door lock. In particular, the lock can be an integral part of the wing element and thus be movable, in particular pivotable, relative to the assembly between the closed position and at least one open position. In particular, the control element can be a mechanical control element such as a knob, a push button, or a button.For example, the operating element can be moved relative to a base element of the wing element, in particular the handle element, between a first operating element position and a second operating element position, in particular translationally and / or rotationally. By operating, in particular by actuating, the operating element is moved, for example, from the first operating element position relative to the base element to the second operating element position, thereby electrically unlocking the lock. Furthermore, it is conceivable that the operating element is or has a touch-sensitive surface, and that the operating element can be operated by a person directly touching the touch-sensitive surface with one of their fingers.

[0010] The handle element is, for example, an external handle element, particularly one located on the outside of the door, which is thus arranged, for instance, on the outer side of the wing element. Especially when the wing element is a door, particularly a side door, the handle element is therefore an external handle element, i.e., an external door handle, which is also referred to as an external handle or door handle. The handle element is arranged on the outer side, which, in the installed position of the wing element and in the closed position of the wing element, faces away from the interior and towards the surroundings of the vehicle, particularly in the transverse direction of the vehicle. The wing element assumes its installed position in the fully manufactured state of the vehicle incorporating the wing element.

[0011] The lock can be adjusted, for example, between a locked and an unlocked state. Unlocking the lock moves it from the locked to the unlocked state. If the sash is in the closed position and the lock is in the locked position, the sash is secured in the closed position by the lock, particularly by a positive locking mechanism, and thus protected against unwanted movement relative to the structure into the open position. To open the sash, i.e., to move it from the closed to the open position, the operating element is operated, particularly by a person.This electrically unlocks the lock, thus electrically switching it from the locked to the unlocked state, so that the lock releases the wing element for movement relative to the body from the closed to the open position. For example, a locking element, such as a locking bolt (also called a lock pin) or a locking bar (also called a lock bolt), is attached to the body, in particular to a vehicle pillar of the body, such as a door pillar or body pillar. For example, the aforementioned body opening is at least partially, in particular at least predominantly and thus at least more than halfway or completely, limited by the vehicle pillar in the longitudinal direction of the vehicle towards the rear.In the closed position of the sash element and in the locked state, the lock, in particular a latch of the lock designed as a rotary and / or forked latch, interacts with the locking element, in particular in a positive-locking manner, thereby securing the sash element in the closed position, in particular in a positive-locking manner. For example, the lock has a first locking element, which can be, for example, the aforementioned latch designed as a rotary and / or forked latch. In the closed position of the sash element and in the locked state, the first locking element interacts with a second locking element, in particular in a positive-locking manner, which is, for example, the locking element.The second locking element is attached, at least indirectly, and in particular directly, to the body, especially to the vehicle pillar, in such a way that relative movements between the second locking element and the body, and in particular between the second locking element and the vehicle pillar, are prevented. In particular, when the wing element is closed and when the lock is locked, the first locking element engages positively with the second locking element. Because the first locking element engages positively with the second locking element when the wing element is closed and when the lock is locked, the wing element is secured in the closed position, in particular positively.For example, the first lock element can be moved between a locked and unlocked position, particularly translationally and / or rotationally, relative to a reference element of the lock and / or relative to the base element, and especially relative to the second lock element. In the closed position of the sash element and in the locked position of the first lock element, whereby the lock is in the locked state, the first lock element interacts, particularly in a positive-locking manner, with the second lock element, thereby securing or securing the sash element in the closed position, particularly relative to the base element.By unlocking the lock, for example, the first lock element is moved from the locked position to the unlocked position, in which the first lock element no longer interacts with the second lock element and the lock is in the unlocked state. This releases the wing element for movement relative to the assembly from the closed position to the open position. The characteristic that the lock can be electrically unlocked by operating, in particular by actuating, the control element, and thus that electrical unlocking of the lock can be effected, means in particular that, for example, as a result of operating the control element, an electrically operated lock actuator, which is designed, for example, as an electric motor, is electrically controlled.This electrical control of the lock actuator enables it to be electrically operated, allowing the first lock element to be moved from the locked position to the unlocked position, primarily 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 then be effected, for example, manually by a person, or by the aforementioned person, in particular by the person manually exerting a force, especially a pulling or pushing force, on the sash element, particularly via the handle element, thus moving the sash element relative to the structure from the closed position to the open position. Furthermore, it is conceivable that, as a result of operating the control element, the sash element can be moved electrically, i.e., using electrical energy, from the closed position to the open position relative to the structure, particularly after the lock has been unlocked, especially electrically.For this purpose, an electrically operated motion device is provided, which includes, for example, the aforementioned electrically operated lock actuator and / or at least one other electrically operated actuator. As a result of operating the control element, the motion device is activated, particularly electrically, thereby electrically operating the motion device. This allows the motion device to move, in particular pivot, the sash element relative to the 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 operated sensor, by means of which an operation, in particular activation, of the operating element by a person can be detected. If, for example, the sensor detects an operation, in particular activation, of the operating element by a person—that is, in particular a movement of the operating element from the first operating element position to the second operating element position by a person—then, in particular as described above, the lock actuator is activated so that the lock is electrically unlocked by means of the lock actuator. The lock actuator can be part of the wing element.Furthermore, it is conceivable that the sensor is a component of the wing element, in particular a component of the handle element, and most especially a component of the operating element. The lock can also be a component of the wing element.

[0012] In principle, it is possible, for example following 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 the 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.To ensure that the wing element can still be opened quickly and easily, especially after an accident, the handle element is movable from its initial position to the operating position relative to the base element, thereby unlocking the lock mechanically, in particular purely mechanically and thus without the use of electrical energy. For example, if a person moves the handle element manually from its initial position to the operating position, they actuate the transmission element through the handle, in particular purely mechanically, thereby moving the transmission element relative to the base element, in particular translationally, and most importantly purely translationally.By moving this transmission element, the lock is mechanically, and in particular purely mechanically, unlocked, so that the lock can be mechanically, and in particular purely mechanically, unlocked via the transmission element using the handle element. Thus, for example, after an accident, a first responder located near the vehicle and therefore the wing element can quickly and easily move the handle element from its initial position to the operating position, thereby mechanically, and in particular purely mechanically, unlocking the lock via the transmission element. Subsequently, this person can quickly and easily open the wing element and thus, for example, access the interior to reach a person inside and provide assistance to that person.The handle element is or functions as an emergency release element by means of which the lock can be unlocked mechanically, in particular purely mechanically, and in particular in an emergency.

[0013] The transmission element is thus, for example, a coupling element, which is designed separately from the handle element and separately from the lock. The coupling element (transmission element) is, for example, coupled or connectable to the handle element. On the other hand, the transmission element is, for example, connectable or connectable to the lock. The handle element is coupled or connectable to the lock, particularly mechanically and especially purely mechanically, via the transmission element, so that by moving the handle element from its initial position to the operating position, the lock can be unlocked mechanically, particularly purely mechanically, via the transmission element.

[0014] To achieve particularly advantageous actuation of the wing element and thus, in particular, a high level of security, the invention provides that the wing element has a transmission via which, for the mechanical, and especially purely mechanical, unlocking of the lock, the transmission element can be driven by the handle element by moving the handle element from its initial position to the actuating position. The transmission has at least, or preferably exactly, two meshing gears, namely a first gear and a second gear. For example, the first gear is rotatable about a first gear axis of rotation relative to the base element. For example, the second gear is rotatable about a second gear axis of rotation relative to the base element. Preferably, the gear axes of rotation are parallel to each other, and preferably spaced apart from each other.In particular, it is conceivable that the first gear is rotatably held on the base element about its first axis of rotation relative to the base element, at least indirectly, and especially directly. Alternatively or additionally, for example, the second gear is rotatably held on the base element about its second axis of rotation relative to the base element, at least indirectly, and especially directly. The first gear has a first set of teeth, and the second gear has a second set of teeth. The teeth mesh, particularly directly, so that the gears are in direct engagement with each other. In other words, the gears mesh with each other.By moving the handle element from its initial position to its operating position relative to the base element, the first gear can be driven, particularly mechanically and especially purely mechanically, by means of the handle element and thus rotated about the first gear axis relative to the base element. By rotating the first gear about the first gear axis relative to the base element, the second gear can be driven by the first gear, particularly mechanically and especially purely mechanically, and thus rotated about the second gear axis relative to the base element.By rotating the second gear around the second gear axis and relative to the base element, the transmission element can be driven by the second gear, in particular mechanically and especially purely mechanically, and thereby moved relative to the base element, in particular translationally and especially purely translationally, whereby the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy.With regard to a force flow along which, during a movement of the handle element relative to the base element from the starting position to the operating position, a force for, in particular, purely mechanical unlocking of the lock can be transmitted or is transmitted from the handle element to the lock in order to thereby unlock the lock, in particular purely mechanically, the transmission is arranged in the force flow downstream of the handle element and upstream of the transmission element, which is arranged in the force flow downstream of the transmission and upstream of the lock.Thus, by moving the handle element from its initial position to the operating position relative to the base element, the transmission can be driven by the handle element, particularly mechanically and especially purely mechanically, because by driving the transmission, the transmission drives the transmission element, particularly mechanically and especially purely mechanically, thereby moving the transmission element relative to the base element, particularly translationally. This unlocks the lock mechanically, particularly purely mechanically. When or by driving the transmission, the gears are rotated about their axes of rotation relative to the base element, as described above.

[0015] By using the gearbox, the force required to move the handle from its initial position to the operating position, for example by a person near the vehicle, can be advantageously reduced, especially after a vehicle accident. This allows the person to move the handle easily and quickly from its initial position to the operating position. As a result, the person can unlock the lock easily and quickly, particularly after an accident, thus ensuring a particularly high level of security.

[0016] For example, the transmission element can be coupled to or is coupled to the gearbox. For example, the handle element can be coupled to or is coupled to the gearbox.

[0017] Furthermore, the transmission enables the small distance traveled by the handle element, for example, when moving from its starting position to the operating position, to be converted into a larger distance traveled by the transmission element when the handle element is moved from its starting position to the operating position. This allows the lock to be unlocked mechanically, and in particular purely mechanically, with only a small force being applied to the handle element.

[0018] In an advantageous embodiment of the invention, the wing element comprises a flexible traction element, also referred to as the first traction element, which is formed separately from the transmission element, the handle element, and the base element, and preferably separately from the transmission element, and is additionally provided on the transmission element. This traction element enables the transmission element to be driven by the handle element from its initial position to the operating position for the mechanical, and in particular purely mechanical, unlocking of the lock. Unless otherwise specified, the term "traction element" refers to the first traction element. The traction element is thus arranged in the force flow downstream of the handle element and upstream of the transmission.For example, if the handle element is moved from its initial position to the operating position relative to the base element, the pull rod is driven by the handle element. By driving the pull rod, the pull rod drives the transmission, which rotates the gears around their axes of rotation relative to the base element. This, in turn, drives the transmission element, which is moved translationally relative to the base element, thus unlocking the lock mechanically, and in particular purely mechanically. By using the pull rod, a particularly advantageous transmission from the handle element to the transmission element can be achieved in a space-saving manner, allowing the lock to be unlocked particularly advantageously mechanically, and in particular purely mechanically.

[0019] It has proven particularly advantageous if the wing element has a roller that is rotatable about an axis of rotation relative to the base element, and which is, for example, rotatably mounted about the axis of rotation relative to the base element, at least indirectly, directly on the base element. The roller is a deflection pulley by which the traction element is deflected along its length from the handle element to the gearbox, for example, by at least 45 degrees. This allows for a particularly advantageous routing of the traction element, enabling a particularly compact design of the wing element. This, in turn, allows for particularly convenient operation of the wing element.

[0020] Another embodiment is characterized in that the traction element, which is designed separately from the handle element and the gears, and thus separately from the transmission, is coupled on the one hand to the handle element and on the other hand directly to the first gear. With respect to the power flow, the first gear is arranged downstream of the handle element and upstream of the second gear and upstream of the transmission element, while the second gear is arranged downstream of the first gear and upstream of the transmission element. With regard to the traction element, it is particularly provided that the first gear is arranged downstream of the traction element and upstream of the second gear, so that the traction element is positioned downstream of the handle element and upstream of the first gear.

[0021] Since the traction element is preferably directly coupled to the first gear, so that the traction element is coupled, for example, in particular exclusively, to the first and second gears, a particularly compact design can be represented, and the force to be exerted on the handle element to move the handle element from the starting position to the actuating position can be kept particularly low, so that a particularly advantageous actuability of the wing element can be represented.

[0022] In order to achieve a particularly compact design of the wing element and to enable the lock to be unlocked purely mechanically with minimal force, a further embodiment of the invention provides that the transmission has exactly two gears. In other words, the transmission has exactly two meshing gears, not the first gear and the second gear.

[0023] Another embodiment is characterized by the fact that the transmission element, which is designed separately from the handle element, the gears, and the base element, is directly coupled to the second gear, so that, for example, the transmission element is coupled to the first gear exclusively via the second gear. This allows for an advantageous design of the power flow, thus avoiding, for example, an excessively long tolerance chain. As a result, the lock can be quickly and easily unlocked mechanically, i.e., purely mechanically, even after a vehicle accident.

[0024] To achieve particularly advantageous actuation of the handle element and thus of the lock, a further embodiment of the invention provides that the handle element has a first end and a second end, the latter being located opposite the first end, particularly along a line of sight. The handle element thus terminates at these ends, particularly along the line of sight. During each movement of the handle element from its initial position to the actuating position relative to the base element, the first end moves a first distance, i.e., a first distance relative to the base element. During each movement of the handle element from its initial position to the actuating position relative to the base element, the second end moves a second distance that is greater than the first, i.e., a second distance relative to the base element.In particular, during each movement of the handle element from its initial position to its operating position, the respective end moves along a specific path of motion, where the paths of motion are defined, for example, by a cam or cam guide. Thus, the handle element can be moved from its initial position to its operating position along the cam or cam guide, allowing for defined and precise movement of the handle element. This makes it particularly easy to mechanically unlock the lock. To achieve a particularly advantageous transmission from the handle element to the transmission element, a further embodiment of the invention provides that the traction element is coupled to the handle element at, in particular, a coupling point, which, viewed along the line of sight, is located closer to the second end than to the first end.This means that even when the handle element is moved from its initial position to the operating position, the traction element already travels a suitably long distance, i.e., a particularly long path. This allows, for example, the short distance traveled by the handle element during its movement from the initial position to the operating position to be converted, i.e., translated, into a longer distance traveled by the transmission element via the traction element and the transmission mechanism. As a result, the lock can be mechanically unlocked with a suitably low force applied to the handle element, thus enabling particularly convenient operation.

[0025] To enable particularly secure mechanical unlocking of the lock, i.e., purely mechanical unlocking, a further embodiment of the invention provides that the transmission element is a flexible traction element, also referred to as a second traction element, such as a Bowden cable. In particular, the second traction element is a cable, especially a steel cable.

[0026] A second aspect of the invention relates to a vehicle, preferably designed as a motor vehicle, in particular as a motor car and 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.

[0027] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. These show:

[0028] Fig. 1 shows a partial schematic perspective view of a vehicle with at least one wing element; Fig. 2 shows a partial schematic perspective view of a first

[0029] Design of the wing;

[0030] Fig. 3 shows a partial schematic perspective view of the first embodiment;

[0031] Fig. 4 shows a partial schematic top view of the wing element according to the first embodiment; and

[0032] Fig. 5 Partially a schematic perspective view of the second

[0033] Design of the wing element.

[0034] In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0035] Fig. 1 shows a partial schematic perspective view of a vehicle 1, also configured as a passenger car, whose interior, also referred to as passenger compartment, passenger space, or cabin, is formed by a body structure of the vehicle 1, in particular a self-supporting body. During a journey, persons such as the driver of the vehicle 1 can be present in the interior. The vehicle 1 has at least one wing element 2, which is designed as a door, in particular a side door, and is therefore also referred to as a vehicle door. A body opening, in particular a lateral opening, is associated with the wing element 2, the body opening being designed in this case as a side door opening. The wing element 2 is attached to the body between a closed position and at least one opening shown in Fig.In the open position shown in Fig. 1, the wing element 2 is movable relative to the body, in particular pivotable, and thus arranged. In the closed position of the wing element 2 shown in Fig. 1, at least a portion of the body opening is closed by the wing element 2. In the open position, the wing element 2 is exposed at least in the portion of the body opening, so that, for example, a person initially located in the vicinity 3 of the vehicle 1 and thus of the wing element 2 can enter the interior via the exposed portion of the body opening. Furthermore, for example, a person initially located in the interior can exit the interior via the exposed portion and thus reach the vicinity 3. While Figs. 2 to 4 illustrate a first embodiment of the wing element 2, Fig. 5 shows a second embodiment of the wing element 2.Figure 2 shows that the wing element 2 has at least one base element 4, which is designed as a solid and dimensionally stable, i.e., inherently rigid. The wing element 2 has a handle element 7 on the outside, which is designed as an external door handle and is also simply referred to as a door handle. The handle element 7 is movable relative to the base element 4 from a starting position AS to an operating position BS (Fig. 4). In both the first and second embodiments, the handle element 7 is rotatably movable and thus pivotable from the starting position AS to the operating position BS along, for example, an arc-shaped path of movement. The path of movement is defined by a guide 5, also referred to as a cam or guide cam, such that the handle element 7 is guided along the guide 5 from the starting position AS to the operating position BS relative to the base element 4. For example,the handle element 7 is held on the base element 4 at least indirectly, in particular directly, such that the handle element 7 can be moved relative to the base element 4 from the starting position AS to the actuation position BS, in particular rotationally.

[0036] The wing element 2 has, for example, a lock (not shown in detail in the figure), also referred to as a door lock, by means of which the wing element 2 is secured or locked in the closed position relative to the structure. The lock can be adjusted, i.e., switched, between a locked and an unlocked state. If the wing element 2 is in the closed position while the lock is in its locked state, the wing element 2 is held in the closed position relative to the structure by the lock, in particular by a positive locking mechanism. By unlocking the lock, the lock is or can be moved from the locked state to the unlocked state. In the unlocked state, the lock releases the wing element 2 for movement relative to the structure from the closed to the open position.

[0037] By means of the handle element 7, the lock can be unlocked mechanically, in particular purely mechanically, i.e., moved from the locked state to the unlocked state, such that by moving the handle element 7 from the initial position AS to the actuating position BS relative to the base element 4 of the wing element 2, a transmission element 6 of the wing element 2, shown particularly schematically in Fig. 5, can be driven and thereby moved relative to the base element 4, in particular transitorily and most particularly exclusively transitorily, whereby the lock can be unlocked mechanically, in particular purely mechanically, via the transmission element 6 by means of the handle element 7.The characteristic that the lock can be unlocked purely mechanically by means of the handle element 7 via the transmission element e, and thus can be moved from the locked state to the unlocked state, means that by means of the handle element 7, by moving the handle element 7 from the initial position AS to the operating position BS, the lock can be unlocked via the transmission element 6 without the use of electrical energy.

[0038] The wing element 2, for example, has a rough structure, also referred to as the door frame. Furthermore, the wing element 2 has an external cladding element 9, simply referred to as a sheathing element, which is, for example, designed separately from the rough structure and is held at least indirectly, in particular directly, by the rough structure. Thus, for example, at least a portion of the rough structure facing the surroundings 3 is covered and therefore clad by the external cladding element 9, at least when the wing element 2 is in the closed position.

[0039] The wing element 2 has an outer skin, also referred to as the overall outer skin 15, which, at least in the closed position of the wing element 2, is visually and haptically perceptible to a person in the vicinity 3, i.e., it can be seen and, in particular, directly touched. A first area B1 of the overall outer skin 15 is formed by the outer paneling element 9. A second area B2 of the overall outer skin 15 is formed by the handle element 7, i.e., by an outer skin of the handle element 7, also referred to as the handle element outer skin. It can be seen that the handle element 7 is arranged on an outer surface A of the wing element 2 and is thus designed as an external, in particular door-side, handle element. In the closed position of the wing element 2, the outer surface A faces outwards, particularly in the transverse direction of the vehicle 1, away from the interior and towards the vicinity 3.For example, a third area of ​​the overall outer skin 15 is formed by an outer cladding element of the wing element 2, also referred to as a panel or simply as a trim element, such that, for example, the third area of ​​the overall outer skin 15 is formed by an element outer skin of the panel. By means of the panel, for example, at least in the closed position of the wing element 2, at least a partial area of ​​a vehicle pillar of the body, also referred to as a body pillar or body pillar, is overlapped and thereby clad outwards, particularly in the transverse direction of the vehicle 1, where, for example, the vehicle pillar is a B-pillar. For example, the body opening of the body associated with the wing element 2 is at least partially limited to the rear in the longitudinal direction of the vehicle 1 by the vehicle pillar. For example, the outer paneling element 9 and the panel are immovable relative to each other.In particular, the cover is designed separately from the outer cladding element 9.

[0040] As can be seen from Fig. 1, the wing element 2, which is designed as a door, 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 referred to simply as a pane, which, for example, is displaceable relative to the vehicle body and relative to the outer cladding element 9, at least in the closed position of the wing element 2, in the vertical direction of the vehicle 1. In particular, the side pane 27 is movable, i.e., displaceable, between a closed position shown in Fig. 1 and an open position relative to the vehicle body and relative to the outer cladding element 9. In this case, the door sill 26 limits a pane area 28, also referred to as a window area, downwards in the closed position of the wing element 2 in the vertical direction of the vehicle. In the case shown in Fig.In the embodiment shown in Figure 1, the pane area 28 is a window opening, which is bounded, for example, by a window frame of the sash element 2, wherein the window frame can, for example, include the door sill 26. In the closed position, at least a pane portion of the side window 27 is arranged in the pane area 28, also referred to as the window area, in particular such that the pane area 28 is at least partially, and in particular at least predominantly and thus at least more than halfway or even completely, closed by the pane portion of the side window 27. In particular, it is provided that, in the closed position of the side window 27, the door sill 26 adjoins the pane portion at least downwards in the closing position of the sash element 2 in the upward direction of the vehicle 1.In the open position of the side window 27, at least the portion of the window pane is arranged in a recess of the sash element 2, also referred to as a window recess or window recess, such that in the closed position of the side window 27, and at least with respect to the closed position of the sash element 2, the portion of the window pane is located below the door sill 26 in the vehicle's vertical direction. In the open position of the side window 27, the side window 27 at least partially exposes the window area 28. It can be seen that, at least in the closed position of the sash element 2, and at least in the initial position AS, and preferably also in the operating position BS, the handle element 7 is arranged above the door sill 26 in the vehicle's vertical direction, specifically at least in the installed position of the sash element 2, which assumes its installed position when the vehicle 1, comprising the sash element 2, is fully assembled.

[0041] In order to achieve a particularly advantageous actuation of the wing element 2, the wing element 2 has a gear unit 8, which in the first embodiment has exactly two gears directly meshing with each other, namely a first gear 10 and a second gear 11. For the, in particular, purely mechanical unlocking of the lock, the transmission element 6 can be driven and moved by the handle element 7 via the gear unit 8 by moving the handle element 7 from the initial position AS to the actuation position BS, in particular mechanically, and most especially purely mechanically, whereby by this movement of the transmission element 6 the lock can be unlocked mechanically, in particular purely mechanically.

[0042] In the first embodiment, the wing element 2 has a flexible and therefore deformable traction element 12, which is also referred to as the first traction element. The traction element 12 is separate from the handle element 7 and separate from the gears 10 and 11. The traction element 12 allows the transmission 8 to be driven by the handle element 7 from its initial position AS to the operating position BS to mechanically unlock the lock. By driving the handle element 7 from its initial position AS to the operating position BS, the transmission element 6 is driven by the transmission 8 and is thus movable relative to the base element 4, thereby allowing the lock to be unlocked mechanically, i.e., purely mechanically. It is particularly evident from Figures 2 and 3 that in the first embodiment, the wing element 2 has a roller 13 which is rotatable about an axis of rotation relative to the base element 4.In particular, the roller 13 is rotatable about the axis of rotation relative to the base element 4 and is at least indirectly held on the base element 4. The first gear 10 is rotatable about a first gear axis of rotation relative to the base element 4, and the gear 11 is rotatable about a second gear axis of rotation relative to the base element 4. The gear axes of rotation are spaced apart from each other and run parallel to each other. For example, the respective gear axis of rotation runs parallel to the axis of rotation of the roller 13, with the gear axes of rotation about the axis of rotation of the roller 13 running parallel to each other in pairs and spaced apart in pairs. Furthermore, it is conceivable that the respective gear axis of rotation runs obliquely or skew to the axis of rotation of the roller 13. From Fig.As can be seen in Figures 2 and 3, the traction element 12 extends continuously from the handle element 7 to the gear 10 and thus to the transmission 8, and is therefore uninterrupted. The traction element 12 is deflected and guided along its path from the handle element 7 to the gear 10 by means of the roller 13. The traction element 12 is coupled to the handle element 7, at least indirectly, and in particular directly. Furthermore, the traction element 12 is directly coupled to the gear 10, in particular such that the traction element 12 is engaged with the gear 10. When the handle element 7 is moved from the initial position AS to the actuation position BS relative to the base element 4, a force, in particular a tensile force, is exerted on the traction element 12, thereby driving the traction element 12 and thus moving it relative to the base element 4.By moving the traction element 12 relative to the base element 4, for example, the roller 13 and the gear 10 are driven, causing the roller 13 to rotate about its axis of rotation relative to the base element 4 and the gear 10 to rotate about its first axis of rotation relative to the base element 4. Since the gears 10 and 11 are meshed with each other, the gear 10, by rotating about its first axis of rotation relative to the base element 4, drives the gear 11, causing the gear 11 to rotate about its second axis of rotation relative to the base element 4. By rotating about its second axis of rotation relative to the base element 4, the gear 11 drives the transmission element e, causing the transmission element e to move relative to the base element 4, in particular transitively and, more specifically, exclusively transitively.The lock is unlocked by moving the transmission element 6 relative to the base element 4.

[0043] In the first embodiment, the transmission element 6 is coupled to the lock at least indirectly, and in particular directly. Furthermore, the transmission element 6 is directly coupled to the gear 11, for example, such that the transmission element e is engaged, i.e., hooked, into the gear 11. This causes the transmission element e to be driven by the rotation of the gear 11 about the second axis of rotation and relative to the base element 4, and thus moved relative to the base element 4, thereby unlocking the lock. The traction element 12 is designed separately from the gear 11 and separately from the handle element 7.

[0044] As can be seen from Fig. 1, the handle element 7 has a first end E1 which, during each movement of the handle element 7 relative to the base element 4 from the initial position AS to the actuating position BS, moves a first path, i.e., a first distance relative to the base element 4, and in particular, moves away from the base element 4. The handle element 7 also has a second end E2, which, for example, lies opposite the first end E2 along a line of sight. During each movement of the handle element 7 relative to the base element 4 from the initial position AS to the actuating position BS, the second end E2 moves a second path that is greater than the first path, i.e., a second distance relative to the base element 4 that is greater than the first distance, and in particular, moves away from the base element 4.The traction element 12 is coupled to the handle element 7 at exactly one coupling point, which, in particular when viewed along the line of observation, is located closer to the second end E2 than to the first end E1.

[0045] In the first embodiment, the transmission element 6 is a second flexible traction element such as a Bowden cable.

[0046] In the second embodiment shown in Fig. 5, the transmission 8 has more than two gears, wherein in the second embodiment the transmission 8 has at least or exactly three gears, namely the first gear 10, the second gear 11 and a third gear 14. The gears 10 and 11 are in mesh with each other, in particular directly, without gear meshing with the gear 14. Furthermore, the gears 11 and 14 are in mesh with each other, in particular directly, such that the gears 10 and 11 mesh with each other, and such that the gears 11 and 14 mesh with each other without meshing with each other. The third gear 14 is rotatable about a third gear axis relative to the base element 4, wherein, for example, the third gear 14 is rotatable about a third gear axis relative to the base element 4 and is held at least indirectly, in particular directly, on the base element 4.The first gear axis of rotation, the second gear axis of rotation, and the third gear axis of rotation run parallel to each other in pairs, for example, with the first gear axis of rotation, the second gear axis of rotation, and the third gear axis of rotation being spaced apart from each other in pairs. In the second embodiment, the transmission 8 can be driven by means of the handle element 7 by moving the handle element 7 relative to the base element 4 from the initial position AS to the actuating position BS, such that the handle element 7 has a first ramp and the first gear 10 has a second ramp. The ramps are or comprise inclined surfaces. When the handle element 7 is moved relative to the base element 4 from the initial position AS to the actuating position BS, the ramps, in particular the surfaces, slide directly against each other, thereby driving the gear 10 and rotating it about the first gear axis of rotation relative to the base element 4.In this way, the gear 10 drives the second gear 11, which in turn rotates the second gear 11 about its second axis of rotation relative to the base element 4. This, in turn, drives the third gear 14, which in turn rotates the third gear 14 about its third axis of rotation relative to the base element 4. In the second embodiment, the transmission element 6 is directly coupled to the third gear 14, so that by rotating the third gear 14 about its third axis of rotation relative to the base element 4, the third gear 14 drives the transmission element 6, thereby moving the transmission element 6 relative to the base element 4, particularly transitively and, more importantly, exclusively transitively. This unlocks the lock mechanically, and in particular, purely mechanically.

[0047] In the second embodiment, the transmission element 6 is a dimensionally stable rack designed as a solid body, which is directly coupled to the third gear 14 such that a first tooth of the gear 14 engages with a corresponding second tooth of the rack, in particular directly, so that the third gear 14 and the rack are in direct meshing with each other. The first tooth of the gear 14 engages with a third tooth of the gear 11, whereby the gears 11 and 14 are in direct meshing with each other. The third tooth of the gear 11 engages with a fourth tooth of the gear 10 and vice versa, whereby the gears 10 and 11 are in direct meshing with each other.Thus, the transmission element 6 can be driven via the gearbox 8 by the handle element 7 by moving the handle element 7 from the initial position AS to the actuating position BS relative to the base element 4, and is therefore movable relative to the base element 4, making the lock operable and thus purely mechanically unlockable.

[0048] Reference symbol list

[0049] 1 vehicle

[0050] 2 wing elements

[0051] 3 Environment

[0052] 4 Basic element

[0053] 5 Leadership

[0054] 6 transmission element

[0055] 7 Handle element

[0056] 8 gearboxes

[0057] 9 Exterior cladding element

[0058] 10 first gear

[0059] 11 second gear

[0060] 12 traction elements

[0061] 13 roll

[0062] 14 third gear

[0063] 15 Total outer skin

[0064] A Outside

[0065] AS starting position AS

[0066] BS Actuation Position BS

[0067] B1 first area

[0068] B2 second area

[0069] E1 first end

[0070] E2 second end

Claims

Patent claims 1. Wing element (2) for a vehicle (1), comprising a transmission element (6) and a handle element (7), by means of which a lock, 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, can be mechanically unlocked such that by moving the handle element (7) relative to a base element (4) of the wing element (2) from a starting position (AS) of the handle element (7) to an actuating position (BS) of the handle element (7), the transmission element (6) can be driven and thereby moved relative to the base element (4), whereby the lock can be mechanically unlocked via the transmission element (6) by means of the handle element (7), characterized by a transmission (8) comprising at least or exactly two meshing gears (10, 11),via which the transmission element (6) can be driven from the handle element (7) by moving the handle element (7) from the initial position (AS) to the operating position (BS) to mechanically unlock the lock.

2. Wing element (2) according to claim 1, characterized by a flexible traction element (12) by means of which the gear (8) can be driven by the handle element (7) to mechanically unlock the lock by moving the handle element (7) from the initial position (AS) to the actuating position (BS).

3. Wing element (2) according to claim 2, characterized in that a roller (13) rotatable about an axis of rotation relative to the base element (4), by which the traction element (12) is deflected along its extension from the handle element (7) to the transmission (8).

4. Wing element (2) according to claim 2 or 3, characterized by the traction element (12) being formed separately from the handle element (7) and separately from the gears (10, 11) and coupled on the one hand to the handle element (7) and on the other hand directly to a first of the gears (10, 11).

5. Wing element (2) according to one of the preceding claims, characterized in that the transmission (8) has exactly two gears (10, 11) as the only gears of the transmission (8).

6. Wing element (2) according to claims 4 and 5, characterized in that the transmission element (6) which is formed separately from the handle element (7) and separately from the gears (10, 11) is directly coupled to the second gear (11).

7. Wing element (2) according to one of the preceding claims, characterized in that the handle element (7) comprises: - a first end (E1) which, during each movement of the handle element (7) from the starting position (AS) to the operating position (BS) relative to the base element (4), moves a first distance relative to the base element (4); and - a second end (E2) opposite the first end (E1), which, during the respective movement of the handle element (7) from the starting position (AS) to the operating position (BS) relative to the base element (4), moves by a second path relative to the base element (4) that is greater than the first path.

8. Wing element (2) according to claims 7 and 6 or according to claims 7, 5 and 4 or according to claims 7, 5 and 3 or according to claims 7, 5 and 2 or according to claims 7 and 4 or according to claims 7 and 3 or according to claims 7 and 2, characterized in that the traction element (12) is coupled to the handle element (7) at a coupling point which is located closer to the second end (E2) than to the first end (E1).

9. Wing element (2) according to one of the preceding claims, characterized in that the transmission element (6) is a flexible tensile element.

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

Images