CN116733318A - Actuating mechanism for actuating a vehicle door - Google Patents

Abstract

The invention relates to an actuating mechanism (100) for actuating a vehicle door, in particular unlocking and opening a vehicle door, wherein the actuating mechanism (100) has the following: an actuating member (102) for opening a vehicle door, in particular having a handle; and a carrier element (130), which is preferably releasably connected or connectable with the actuation member (102), wherein the carrier element (130) is movably attachable to the vehicle frame and has a sensor device (170) configured for generating an electrical signal during use of the actuation member (102), wherein the actuation member (102) is substantially rigidly connected or connectable with the carrier element (130).

Description

Actuating mechanism for actuating a vehicle door

The present invention relates to an actuating mechanism for actuating a vehicle door, in particular for unlocking and opening a vehicle door. The invention also relates to a vehicle having an actuating mechanism for unlocking and opening a vehicle door.

In the vehicle industry in particular, doors and flaps are increasingly no longer opened or closed only manually, i.e. mechanically. But increasingly, the opening or closing movement and in particular the unlocking of the vehicle door is carried out automatically, in particular electrically. For this purpose, for example, an electric motor is used, which drives a mechanism for unlocking or locking the door and the flap when required. In order to be able to send a signal for opening or closing to such an electric drive or a control device associated therewith, a switch may be provided which generates a desired signal by actuation by a user. Such switches may be designed as buttons which generate the above-mentioned signals when pressed by a user.

In addition to unlocking the switch, it is also necessary to pull the handle so that the door can be pulled open after unlocking. The handle and button are often difficult to achieve with only a single hand movement, so unlocking and pulling open the door often must be done separately.

For the above reasons, the present invention is based on the object of providing an actuation mechanism for actuating a vehicle door, which can unlock and simultaneously open the vehicle door with a single movement.

This object is achieved according to the invention by the subject matter of patent independent claim 1, with advantageous developments being given in the dependent claims.

Accordingly, the invention relates to an actuating mechanism for actuating a vehicle door, in particular unlocking and opening a vehicle door, wherein the actuating mechanism has the following:

-an actuating member for opening a vehicle door, in particular having a handle;

a carrier element which is preferably releasably connected or connectable with the actuating member, wherein the carrier element can be movably attached to the vehicle frame and has sensor means configured to generate an electrical signal during use of the actuating member,

wherein the actuating member is substantially rigidly connected or connectable with the carrier element.

The advantages of the invention are obviously: the actuating member can be designed particularly small and simple, since it is only used for gripping the actuating mechanism. For example, the signal for unlocking the vehicle door can be generated by a sensor device of the carrier element. The actuating member can also be used simultaneously for pulling the door open after unlocking, after the actuating member is rigidly connected to the carrier element. In this case, the actuating member is only minimally displaced together with the carrier device when the actuating member is pulled, so that there is no significant time delay between the first pulling and the opening of the vehicle door. Furthermore, with the actuation mechanism according to the invention, a dual function is achieved with only a single hand movement. On the one hand, unlocking of the vehicle door can be achieved in particular by means of the sensor device by moving, in particular pulling, the actuating member. On the other hand, pulling the actuating member can at the same time be used to pull the door open. Thus, no button need be provided to unlock the door other than the actuation element for pulling the door open.

According to a further embodiment, the carrier element is movably attachable with respect to the vehicle frame such that manipulation of the actuation member results in movement of the sensor arrangement with respect to the vehicle frame, wherein the sensor arrangement is configured for sensing movement of the carrier device with respect to the vehicle frame. This movement of the carrier element relative to the vehicle frame is preferably a very short stroke which is hardly noticeable to the user. The sensor device may here be configured in particular for sensing a distance between the sensor device (i.e. the carrier element) and a certain part of the vehicle frame (e.g. a panel). The sensor device can then send an unlocking signal to the control device using the change in the distance. According to this embodiment, the sensor device of the carrier element can be used directly with existing components, for example panels of a vehicle frame.

According to a further embodiment, the carrier element has a first region which is preferably releasably connected or connectable with the actuating member and a second region which can be attached in a movable, in particular pivotable, manner on the vehicle frame. The first and second regions are for example arranged at opposite ends of the carrier element. The carrier element may be connected by means of the second region with a pivot shaft attached to the vehicle frame. Correspondingly, the pivot axis constitutes the rotational axis of the carrier element relative to the vehicle frame, whereby the carrier element can be pivoted, for example, relative to the vehicle frame. It should also be noted here that the carrier element and the fastening member at the first region of the carrier element are rigidly connected together, although there is a releasable connection between them. This means that the actuating member and the carrier element always move together, i.e. when actuated, the actuating member together with the carrier element pivots slightly with respect to the vehicle frame.

According to a further embodiment, the actuating mechanism has at least one, in particular two spring clips, and wherein the actuating member can be connected to the vehicle frame by means of the at least one spring clip. As will be explained in detail below, these clamps serve not only to connect the actuating member and correspondingly the carrier element to the vehicle frame in a simple manner, but at the same time enable a small gap between the carrier element and the vehicle frame. The clamp is in particular elastically deformed when the carrier element is moved relative to the vehicle frame. The resulting return force serves to return the carrier element and the actuating member connected thereto again to its rest position after actuation.

According to a further embodiment, the at least one spring clamp has a contact region for contacting the vehicle frame and a gap region connected to the contact region, wherein the gap region is spaced apart from at least one surface, in particular from opposite surfaces, of the vehicle frame when the contact region is connected to the vehicle frame. The play area can thus be used to adjust the movement margin of the carrier element. In particular, a large degree of freedom of movement of the carrier element relative to the vehicle frame is achieved by a large distance of the gap region from the vehicle frame. In other words, the stroke of the carrier element can be adjusted precisely in a simple manner by the design of the spring clip.

According to another embodiment, the at least one clip in the contact region can be connected to the vehicle frame by means of a spacer layer. In some embodiments, the spring clip may be constructed of metal. It is therefore particularly advantageous to provide a barrier between the at least one clip and the vehicle frame to prevent corrosion. The isolating layer may be part of the clip, for example a coating on the inside of the clip. Alternatively, the barrier layer may also be a separate layer that is introduced between the clip and the vehicle frame. For example, the barrier layer may be applied to the vehicle frame prior to fastening the actuation mechanism, e.g. glued together with the vehicle frame.

According to another embodiment, the at least one spring clip is omega-shaped. For this purpose, the spring clip can have, in addition to the contact region and the gap region, a foot region which can simultaneously serve to effectively prevent the actuating member from sliding relative to the carrier element.

According to another embodiment, the actuating member is releasably/releasably connected or connectable with the carrier element by means of a bayonet connection. In this way, the actuating member can be quickly and easily connected to the carrier element and can also be released again from the carrier element. Correspondingly, different actuation member designs can be used, which can be quickly and easily connected to the carrier device and can thus be adjusted according to the needs of the customer.

According to another embodiment, the at least one resilient clip is configured for being releasably/releasably arranged between the actuation member and the carrier element such that the at least one resilient clip prevents the bayonet connection from being released/released. For this purpose, the foot region, which has been mentioned above, for example, can be clamped between the actuating member and the carrier element such that the sliding of the actuating member relative to the carrier element is blocked by the spring clip and the bayonet connection is prevented from loosening/releasing.

According to another aspect, the invention relates to a vehicle having a vehicle housing and an actuating mechanism as described above, wherein the actuating member is mounted on the outside of the vehicle housing and the carrier element is mounted on the inside of the vehicle housing. In other words, only the actuating member can be seen on the outside of the vehicle. On the other hand, the carrier element serves for firmly connecting the actuating member with the body of the vehicle and at the same time for sensing the force input by the actuating member.

According to another embodiment, the actuation member is arranged at an a-, B-, or C-pillar of the vehicle.

The invention will be elucidated in more detail below with reference to the accompanying drawings.

In the drawings:

FIG. 1 illustrates a perspective cross-sectional view of a vehicle housing having an actuation mechanism according to an embodiment of the present invention;

FIG. 2 shows a schematic cross-sectional view of the embodiment shown in FIG. 1;

fig. 3 shows a schematic perspective view of a carrier element;

fig. 4 shows a schematic perspective view of the actuating member from below;

fig. 5 shows a perspective side view of the actuating member according to fig. 1 from below;

FIG. 6 shows a vertical cross-section of the actuation mechanism according to FIG. 1;

FIG. 7 shows a cross-sectional view of the actuation mechanism and vehicle housing according to FIG. 1;

fig. 8 shows a sectional view according to fig. 6 in a plane parallel to fig. 6;

fig. 9 shows a sectional view according to fig. 7 in a plane parallel to fig. 7.

Fig. 1 shows a perspective view of an actuation mechanism 100 according to an embodiment of the invention. The actuating mechanism 100 has an actuating member 102 which is connected to the vehicle body or the vehicle frame by means of a carrier element 130. In fig. 1, an outer panel 200 and an inner panel 202 are shown. The outer panel 200 is mounted on the outside of the vehicle, while the inner panel 202 is located between the outside and the inside of the vehicle.

The actuating member 102 has a handle 104 which is connected to the carrier element 130 and finally also to the panels 200, 202 by means of a connector 106, in particular a U-shaped connector. In this embodiment, the handle 104 is designed to be generally L-shaped with one leg of the handle extending away from the vehicle housing and the other leg extending upwardly. Thus, the user can use the handle 104 to pull the door open. The handle 104 can at the same time be used to generate an opening signal by means of the carrier element 130, as will be explained in detail below.

The actuating member 102 is rigidly connected with the carrier device 130. In particular, the connection 106 is connected to a first end of the carrier element 130. The connection between the connector 106 and the first end of the carrier element 130 is shown, for example, in fig. 2. The connection between the actuating member 102 and the carrier element 130 is in particular a form-fitting connection, so that any force input by means of the handle 104 can be transmitted as directly as possible to the carrier element 130 and relative movement between the actuating member 102 and the carrier element 130 is prevented.

In detail, the carrier element 130 has a plurality of vertical and horizontal protrusions at its first end. The first vertical protrusion 132 can be seen in fig. 2. The vertical protrusions 132 are received in a form-fitting manner in corresponding grooves 108 of the connector 106 of the actuating member 102.

The actuating member, in particular the connector 106, also has bayonet guides 110, 112, 114, 116 configured for receiving corresponding horizontal protrusions 142, 144, 146, 148 of the carrier element 130, which will be described in detail with reference to fig. 5 and 6.

The generally U-shaped sleeve 150 of the carrier element 130 is adapted to receive a portion of the inner panel 202 and the outer panel 200. In the embodiment illustrated in fig. 2, the first end region 206 of the outer panel 200 is, for example, wrapped around the upper end 204 of the inner panel 202. In this case, the two end regions 204, 206 are received in the U-shaped sleeve 150 of the carrier element 130. However, the sleeve 150 preferably does not make contact directly with the outer or inner panels 200, 202, but rather by means of a spring clip, as will be described in detail in fig. 7.

In fig. 3, a perspective illustration of the carrier element 130 can be seen. The carrier element 130 according to the embodiments illustrated herein is designed to be substantially T-shaped. The carrier element has a first end 133 and an opposite second end 131. By means of the second end 131, the carrier element 130 is pivotably connected to the inner panel 202, in particular by means of bolts forming the pivot shaft 135. At the opposite first end 131 of the carrier device 130 a cross beam is provided.

The transverse carrier has a first sleeve 150 at a first end region and a second substantially identical sleeve 152 at an opposite second end region. As has been exemplarily set forth in fig. 2, the two sleeves 150, 152 are configured for receiving inner and outer panels 200, 202. The sleeves 150, 152 are, for example, fitted over the outer pane 200 in order to fasten the carrier device to the vehicle body in two positions. The carrier element 130 is further attached to the vehicle body by means of the pivot shaft 135 already described above. The carrier device 130 is therefore preferably connected to the vehicle body in three positions.

The carrier device 130 has a partially hollow housing 154. In particular, the electronics of the carrier element 130 are arranged in the housing 154. The electronics are constituted, for example, by a circuit board with a sensor device 170 (fig. 9). The sensor device may be received in a sensor region 156 of the housing 154. The sensor regions 156 of the housing 154 are arranged offset relative to the two U-shaped sleeves 150, 152 in the transverse direction of the carrier device 130 (i.e. perpendicular to the transverse beam). The lateral offset of the sensor region 156, which is illustrated schematically in fig. 3, with respect to the two sleeves 150, 152 serves to place the sensor arranged in the housing 154 in the vicinity of a portion of the vehicle body, in this case in the vicinity of the inner panel 202. For this purpose, the inner pane may have a shoulder which is located in the vicinity of the sensor region 152 when the carrier device 130 is fitted over the inner and outer panes 200, 202.

Fig. 4 shows a perspective view of the actuating member 102 according to the embodiment of fig. 1 from below. As shown, the U-shaped connector 106 of the actuating member 102 has four bayonet guides 110, 112, 114, 116, each of which is arranged on an inner wall of the connector 106. The grooves of the bayonet guides 110, 112, 114, 116 are designed to be L-shaped and open downwards as the connection 106. Thus, when the actuating member 102 is connected with the carrier element 130, the corresponding horizontal protrusions 142, 144, 146, 148 may be pushed into the bayonet guides 110, 112, 114, 116 from below. By inserting the horizontal protrusions 142, 144, 146, 148 of the carrier element 130 into the guides 110 to 116 of the actuating member 102, the vertical protrusions 132 to 140 of the carrier element 130 are automatically received into the corresponding grooves 100, 120, 122 of the connector 106. The installer can check the correct connection between the carrier element 130 and the actuating member 102 by means of the plurality of windows 124, 126, 128.

A part of the connection between the actuating member 102 and the carrier element 130 can be seen in the perspective view according to fig. 5. Accordingly, the first horizontal projection 142 of the carrier element 130 is received in the first bayonet guide 110. On the opposite side of the sleeve 150, the second horizontal projection 144 is received in the second bayonet guide 112. By inserting the horizontal protrusions of the carrier element 130 into the corresponding bayonet guides 110, 112, a bayonet connection is achieved between the actuation member and the carrier device. At the same time, the horizontal protrusions/tenons (here protrusions 132) of the carrier element 130 are received in corresponding grooves (e.g. grooves 118) of the connection 106. By means of the groove/tenon connection shown here, the actuating member 102 is positively connected with the first end 133 of the carrier element 130 at least in the push-pull direction of the actuating member 102.

Pulling the handle 104 increases the spacing of the carrier element 130 from the inner panel 202, and pressing the handle 104 decreases the spacing between the carrier element 130 and the inner panel 202, as will be described in detail with reference to fig. 9.

Fig. 6 shows a cross-sectional illustration of the actuation mechanism 100 through the first and third bayonet guides 110, 114. The associated horizontal protrusions 142, 148 of the carrier device 130 can also be seen in fig. 6. As shown, the horizontal protrusions 142, 148 can only be removed from the bayonet guides 110, 114 in one direction (here to the left). However, removal may be prevented by additional anchors (e.g., spring clips), which are described in detail with reference to fig. 7 and 8.

Fig. 7 shows another cross-sectional view of the actuation mechanism 100. As already indicated above, the two panels 200, 202 are received in the U-shaped sleeves 150, 152. However, the U-shaped sleeve 150 is not in direct contact with the surfaces of the plates (here, with the surface of the outer panel 200). Instead, a spring clip 160 is disposed between the U-shaped sleeve 150 and the plates 200, 202. The spring clip 160 connects the carrier element 130 at its first end 133 with the upper end regions 204, 206 of the panels 200, 202. Here, the resilient spring 160 is configured such that the U-shaped sleeve 150 of the carrier element 130 remains movable relative to the panels 200, 202. The relative movement between the carrier element 130, i.e. the sleeve 150, and the panels 200, 202 may in particular be caused by elastic deformation of the clip 160.

The spring clip 160 illustrated here has at least one contact region 162, 164, by means of which the clip is connected to the panels 200, 202 of the vehicle housing. The clip 160 of fig. 7 has in particular two contact regions 162, 164, which each come into contact with the outer side of the outer panel 200 and are forced against this outer side. The spring clip 160 also has a clearance area 166 that is spaced apart from the surface of the outer panel 200. Correspondingly, a gap 168 is created along the gap region 166 between the inner surface of the clip 160 and the outer surface of the outer panel 202.

In the embodiment shown in the figures, the resilient clips 160, 161 are arranged between the carrier element 130 and the panels 200, 202. In another embodiment not shown here, the spring clip can likewise be arranged between the inner side of the actuating member, in particular the connection 106, and the panels 200, 202. The function of the clamp remains unchanged because the actuating member 102 and the carrier element 130 are rigidly connected together and thus move as a whole. Thus, according to this alternative, the clamp may also effect movement of the actuation mechanism 100 relative to the vehicle frame.

As shown, the spring clip 160 is designed to be generally omega-shaped in cross-section such that the clearance region 166 is disposed between the contact regions 162, 164.

In the event that the user activates the actuating member 102, and thus the carrier element 130, moves relative to the panels 200, 202 of the vehicle body, which movement can be effected by the spring clip 160. For example, by pulling the actuating member 102, the sleeve 150 is moved to the left in fig. 7, such that compression of the clearance area 166 occurs to the right of the spring clip 160. Thereby effecting relative movement of the carrier element 130 with respect to the panels 200, 202 of the vehicle body.

As will be explained in detail below, this relative movement may be sensed by the sensor means of the carrier element 130. Once the force is no longer input by the actuating member 102, the spring clip 160 tries to again shift to its initial position and thereby also brings the carrier element 130 and the actuating member 102 rigidly connected thereto to the respective rest position.

The spring clip 160 also has a foot region 169 that extends toward the inner wall of the connector 106 of the actuating member 102. The foot region 169 is configured to prevent displacement of the bayonet guides 110 to 116 relative to the corresponding horizontal protrusions 142 to 148 of the carrier element 130. This can be seen, for example, from the illustration according to fig. 8, in which a section through the spring clips 160, 170 is shown.

As shown in fig. 8, the two U-shaped sleeves 150, 152 are each connected to a vehicle housing (not shown) by respective spring clips 160, 170. Thus, at the first end 133 of the carrier element 130 there are two points of rotation of the carrier element 130 relative to the vehicle housing, which are defined by the two clamps 160, 170. That is, by positioning the clamps 160, 170, a possible relative movement of the carrier element 130 with respect to the vehicle housing can be precisely adjusted. Since the spring clips 160, 170 are distributed on opposite sides of the sensor region 156 of the carrier element 130, it is achieved, for example, that the force input by the actuating member 102 at each position of the handle 104 causes the carrier device 130 to deflect sufficiently relative to the panels 200, 202.

As shown in fig. 8, the first clip 160 is arranged between the first bayonet guide 110 and the carrier element 130 such that neither the actuating member nor the carrier element 130 is displaceable towards the bayonet guide. The same applies to the second resilient clip 170 arranged between the third bayonet guide 114 and the second sleeve 152.

In assembling the actuating mechanism 100 according to the invention, the actuating member 102 is first pushed towards the first end 133 of the carrier device 130 and then displaced in the longitudinal direction such that the horizontal protrusions 142, 148 of the carrier device 130 are fully received in the corresponding bayonet guides 110 to 116 of the actuating member 102. These two spring clips 160, 170 are then pushed from below into the region shown in fig. 8 between the carrier element 130 and the actuating member 102.

The actuating mechanism 100 is only connected to the vehicle body when the actuating member 102 is connected to the carrier element 103 by means of the clips 160, 170. In particular, the actuating mechanism 100 is then slipped onto the panels 200, 202 such that the clips 160, 170 establish a connection between the sleeves 150, 152 of the carrier element 130 and the outer surfaces of the panels 200, 202 of the vehicle body, as is illustrated, for example, in fig. 7.

In fig. 9 a schematic cross-sectional view of the sensor area 156 of the carrier device 130 can be seen. In the housing 154, a sensor device 170 of the carrier element 130 is arranged on the sensor region 156. As already mentioned above, a shoulder 210 of the vehicle body, for example of the inner panel 202, is arranged on the side of the sensor region 156 opposite the sensor device 170. In the rest state of the actuating mechanism 100, a gap 172 is provided between the sensor region 156 and a corresponding surface of the shoulder 210 of the inner panel 202.

The gap has a width dictated by the configuration of the carrier element 130 and is maintained by the spring clips 160, 170. The sensor device 170 is configured to sense a change in the gap width. For example, upon activation of the actuating member 102, the gap width may change. If the handle 104 of the actuating member 102 is pulled, the sensor region 156 of the housing 154 will be spaced apart from the shoulder 210, and thus the gap 172 will increase. This increase in gap 172 is detected by sensor device 170. The sensor device 170 may be any suitable type of sensor designed to sense small changes in the gap 172.

The gap spacing sensed by the sensor means 170 may be sent to a control device which compares the gap width with one or more limit values. If the gap spacing exceeds a first (upper) limit value, the control device may generate an unlocking signal which is designed to actuate the door unlocking to unlock the door.

Of course, pressing the actuating member 102 also changes the gap 172. In the embodiment according to fig. 1 to 9, the width of the gap 172 is reduced in particular by pressing the actuating member 102, since the sensor region 156 of the housing 154 then moves towards the shoulder 210 of the inner panel 202. Further, this decrease in gap width may be sensed by the sensor device 170. The control device may compare the reduced spacing to a second (lower) threshold. Once below the second threshold, the control device may generate a lock signal for locking the vehicle door.

In an alternative embodiment, the sensor device 170 does not detect the spacing of the shoulders of the inner panel 202, but rather detects the spacing of components (e.g., panels, magnets, etc.) connected to the inner panel or vehicle frame. The principle still lies in: the sensor device senses the relative movement of the carrier element 130 with respect to the vehicle frame, for example by the gap width.

As shown in fig. 9, a very small gap width is provided. Correspondingly, the movement of the actuating mechanism 100 relative to the vehicle body is only minimal, so that the operator does not ideally experience such relative movement. In other words, the travel of the carrier element 130 is only so great as to be absolutely necessary for detecting a change in the gap width. For the operator, this means that the handle 104 is to the touch like a rigid handle which can simultaneously effect unlocking and locking of the door without having to press a further button.

The present invention is not limited to the embodiments shown in the drawings, but derives from the combination of all the features disclosed herein.

Other embodiments of the present disclosure are shown below:

1. an actuating mechanism for actuating a vehicle door, in particular unlocking and opening a vehicle door, wherein the actuating mechanism (100) has the following:

-an actuating member for opening a vehicle door, in particular having a handle;

a carrier element which is preferably releasably connected or connectable with the actuating member, wherein the carrier element is attachable to a vehicle frame and has sensor means configured for generating an electrical signal during use of the actuating member,

wherein the actuating member is substantially rigidly connected or connectable with the carrier element.

2. The actuating mechanism according to clause 1,

wherein the carrier element has a first region which is preferably releasably connected or connectable with the actuating member and a second region which receives the sensor device, and wherein the first region is movable relative to the second region.

3. The actuating mechanism according to clause 2,

wherein the carrier element has an elastic region formed between the first region and the second region, wherein the elastic region preferably has at least one recess.

4. The actuating mechanism according to one of clauses 1 to 3,

wherein the actuating member is releasably connected or connectable with the carrier element by means of a bayonet connection.

5. The actuating mechanism according to one of clauses 1 to 4,

wherein the actuating member is releasably connected or connectable with the carrier element by means of a snap-fit connection.

6. The actuating mechanism according to one of clauses 1 to 5,

wherein the actuation member has a trigger area which is associated with the sensor device in the installed state.

7. The actuating mechanism according to one of clauses 1 to 5,

wherein the carrier element has a cover, which is preferably permanently connected to the carrier element and is configured for at least partially shielding the sensor device and protecting an inner region of the carrier element from water.

8. The actuating mechanism according to clause 7,

wherein the cover has a recess for an actuation plate of the sensor device, and wherein the cover is connected, in particular welded, to the carrier element such that the cover is pre-biased to the actuation plate.

9. A vehicle having a vehicle housing and an actuation mechanism according to one of clauses 1 to 8, wherein the actuation member is mounted on an outside of the vehicle housing and the carrier element is mounted on an inside of the vehicle housing.

10. The vehicle of clause 9, wherein the actuation member is disposed at an a-, B-, or C-pillar of the vehicle.

Claims (11)

1. An actuation mechanism (100) for actuating a vehicle door, in particular unlocking and opening a vehicle door, wherein the actuation mechanism (100) has the following:

-an actuating member (102) for opening a vehicle door, in particular having a handle;

a carrier element (130), which is preferably releasably connected or connectable with the actuating member (102), wherein the carrier element (130) is movably attachable to a vehicle frame and has sensor means (170) configured for generating an electrical signal during use of the actuating member (102),

wherein the actuating member (102) is substantially rigidly connected or connectable with the carrier element (130).

2. The actuation mechanism (100) of claim 1,

wherein the carrier element (130) is movably attachable with respect to the vehicle frame such that manipulation of the actuation member (102) causes movement of the sensor arrangement (170) with respect to the vehicle frame, wherein the sensor arrangement (170) is configured for sensing movement of the carrier device with respect to the vehicle frame.

3. The actuation mechanism (100) according to claim 1 or 2,

wherein the carrier element (130) has a first region which is preferably releasably connected or connectable to the actuating member (102) and a second region which can be attached to the vehicle frame in a movable, in particular pivotable, manner.

4. The actuating mechanism (100) according to any one of claim 1 to 3,

wherein the actuating mechanism (100) has at least one spring clip (160, 161), in particular two spring clips, and wherein the actuating member (102) can be connected to the vehicle frame by means of the at least one spring clip (160, 161).

5. The actuating mechanism (100) of claim 4,

wherein the at least one spring clip (160, 161) has a contact region for contacting the vehicle frame and a gap region connected to the contact region, wherein the gap region is spaced apart from at least one surface, in particular from opposite surfaces, of the vehicle frame when the contact region is connected to the vehicle frame.

6. The actuating mechanism (100) of claim 5,

wherein the at least one clip (160, 161) can be connected to the vehicle frame in the contact region by means of a spacer layer.

7. The actuating mechanism (100) according to claim 5 or 6,

wherein the at least one spring clip (160, 161) is omega-shaped.

8. The actuating mechanism (100) according to any one of claims 1 to 7,

wherein the actuating member (102) is releasably connected or connectable with the carrier element (130) by means of a bayonet connection.

9. The actuating mechanism (100) according to claim 8 in combination with claim 4,

wherein the at least one resilient clip (160, 161) is configured for being releasably arranged between the actuation member (102) and the carrier element (130) such that the at least one resilient clip (160, 161) prevents the bayonet connection from being released.

10. A vehicle having a vehicle housing and an actuation mechanism (100) according to any one of claims 1 to 8, wherein the actuation member (102) is mounted on the outside of the vehicle housing and the carrier element (130) is mounted on the inside of the vehicle housing.

11. The vehicle of claim 10, wherein the actuation member (102) is arranged at an a-, B-, or C-pillar of the vehicle.