EP2325419A2 - Safety door handle - Google Patents
Safety door handle Download PDFInfo
- Publication number
- EP2325419A2 EP2325419A2 EP20100191475 EP10191475A EP2325419A2 EP 2325419 A2 EP2325419 A2 EP 2325419A2 EP 20100191475 EP20100191475 EP 20100191475 EP 10191475 A EP10191475 A EP 10191475A EP 2325419 A2 EP2325419 A2 EP 2325419A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- door handle
- spring
- crash barrier
- crash
- coupling unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Ceased
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
- E05B85/10—Handles
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B77/00—Vehicle locks characterised by special functions or purposes
- E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
- E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
- E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49826—Assembling or joining
- Y10T29/49863—Assembling or joining with prestressing of part
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T292/00—Closure fasteners
- Y10T292/57—Operators with knobs or handles
Definitions
- the present invention is directed to a door handle module for a vehicle having a door handle movably supported by a user in a storage frame for opening a door or flap, according to the preamble of claim 1. Further, the invention is also directed to a method of securing a Door handle module with a door handle which is movably mounted for opening a door or a flap by a user in a bearing frame, directed according to the preamble of claim 13.
- the door handle of such a door handle module has at least one rest position and a working position.
- the door handle module with a mechanical coupling unit, by which a movement of the door handle from the rest position to the working position is transferable to a lock, and with a crash lock, the effect of an acceleration force, especially in an accident, the movement of the door handle and / or prevents the coupling unit so that an operation of the lock is avoided equipped.
- the publication DE 199 29 022 C2 known, which is also directed to a door handle module, in particular an outside door handle, in which a crash barrier is used, which prevents a positive movement of the door handle and / or the coupling unit.
- the door handle modules are to be provided with an inertial mass or a so-called mass lock in order to compensate for the acting acceleration forces acting on the door handle in an accident can.
- the crash barrier serves as a nimble fuse that locks the door handle positively in its rest position and the mass lock as a sluggish backup, which counteracts the acceleration forces on the door handle.
- a door handle module for a vehicle with the features of claim 1, in particular from the characterizing part proposed. Also, the present object is achieved by a method for securing the door handle module with the features of claim 13, in particular from the characterizing part.
- preferred developments are listed.
- the door handle module according to the invention is used to open a door, a tailgate or the like by a user in a vehicle.
- a door handle is arranged on an outer side of the door, wherein the door handle is mounted directly or indirectly movable in a bearing frame, which is usually arranged on an inner side of the door.
- the door handle itself can assume at least one rest position and a working position, wherein the movement of the door handle from the rest position to the working position by means of a mechanical coupling unit is transferable to a lock.
- the mechanical coupling unit can also be arranged rotatable or pivotable in the bearing frame of the door handle module and is in mechanical operative connection with the door handle.
- a crash barrier which prevents the action of an acceleration force, in particular in an accident, the movement of the door handle and / or coupling unit such that actuation of the lock is avoided.
- the crash barrier activated by the action of an acceleration force, that is, in the accident, an additional spring, wherein the additional spring exerts a significant spring force in the form of an additional force on the movable door handle to push the door handle in the rest position or to hold. Consequently, the present crash lock secures the door handle frictionally, in which an additional force is switched on when activating the crash lock.
- the door handle can be normally operated in a conventional manner, the additional force of the auxiliary spring acts only after the activation of the crash lock on the door handle module.
- an existing return spring acts on the door handle, which exerts a permanent restoring force on this, in order to press the door handle in the rest position.
- This return spring of the door handle also causes a first crash safety, since the acceleration forces must also overcome the existing restoring force of the return spring to transfer the door handle from its rest position to the working position.
- the additional spring is turned on by the crash lock in an accident, thus the required traction on the door handle can be significantly increased.
- the additional force can be between 50 and 200 N or 80 and 120 N.
- a significant advantage of the present invention is also to be seen in the fact that while the crash barrier can remain activated after their one-time activation, but nevertheless the door handle is fully actuated, so as to save a person in the vehicle easily after the accident from the vehicle. For this purpose, it is only necessary to pull stronger on the door handle than normally, so as to overcome the additional force of the auxiliary spring. Also, the modified operation of the door handle indicates to a driver of the vehicle that the crash lock has been activated.
- an activation spring which acts in particular exclusively on the crash barrier.
- the response of the crash barrier is easily adjustable. Due to the complete separation of the mechanical operation of the activation spring and the additional spring and the return spring, the desired tripping characteristic of the crash barrier and the door module for an accident can be adjusted independently of each other without any problems. For this purpose, only the spring force of the corresponding spring to select and set or specify.
- the crash barrier may have at least two layers, namely a deactivating position in which the crash barrier is deactivated, and an active position in which the crash barrier is activated. It is conceivable that the crash barrier is held positively and / or non-positively by a securing element in the active position.
- the securing element for the crash barrier may be a switching spring which holds the crash lock in a force-locking manner in the active position and / or the deactivating position.
- the switching spring may be simultaneously the activation spring, as will be shown in the following text.
- the securing element is a locking pin, wherein the locking pin itself is configured spring-loaded and the securing element positively or non-positively secures the crash lock in the active position.
- a locking means in particular in the form of a tapered tip may be provided on the locking pin, which cooperates positively with a counter-locking means in the crash barrier.
- This counter-locking means may consist of an opening or a recess into which the locking pin of the active position penetrates positively.
- a deactivation of the crash lock is now carried out in a simple manner in which the securing element is knowingly transferred to its normal position, whereby the crash lock is transferred from the active position to the deactivated position.
- the deactivation of the crash barrier can be done for example from the outside (the door handle side) through a small slot or opening in the door or flap, with a corresponding tool must be passed through the opening to press the fuse element or the crash barrier from the active position.
- the door handle module is fully operational again, the additional power is switched off again, since the crash barrier is again arranged in the deactivated position.
- the door handle can be completely normal again, that is to press only against the restoring force of the return spring.
- the crash barrier has two active layers.
- the door handle is secured against acceleration forces from two different directions of action.
- the Deactivation of the crash barrier between the two active layers may be provided, wherein the crash barrier is configured rocker-like, which can be transferred from the deactivating position in the first or second active position, provided that an acceleration force acts on the crash barrier.
- a second crash barrier is provided, which is arranged on the door handle module such that it triggers in the opposite direction to the first crash lock, if an opposite acceleration force (with respect to the first crash lock) acts on the door handle module.
- the first crash barrier can be arranged at or at one end of a rotation axis of the coupling unit.
- the second crash barrier on the other hand, can be arranged on or at an opposite end of the axis of rotation by the coupling unit, to which the first crash barrier can be arranged.
- a positive crash lock as in the prior art, for. B. from the document DE 199 29 022 C2 is disclosed, is used.
- This crash barrier can be provided as a second or depending on the third crash lock in the door handle module according to the invention, wherein the first and possibly the second crash lock can represent a switchable non-positive crash lock.
- an actuating element is present, which interacts mechanically on the one hand with the auxiliary spring for the door handle and on the other hand with the crash barrier in the active position.
- the actuating element may be mounted on the bearing frame or on the mechanical coupling unit.
- the switchable auxiliary spring is arranged between the actuating element and the bearing frame, and the door handle or the coupling unit exerts in the normal case, no effect in the deactivation of the crash lock on the actuator, since a corresponding space is provided.
- the actuator is actuated indirectly by the crash lock of the operated door handle or mechanical coupling unit.
- the actuating element may be configured pin-shaped or bolt-shaped, which is directly in operative connection with the auxiliary spring.
- a pressure on the crash lock on the actuating element causes a compression of the additional spring designed as a compression spring.
- the compression spring can be configured as a tension spring or leaf spring or the like.
- the actuating element can itself be mounted longitudinally displaceable.
- the additional spring between the actuating element and the mechanical coupling unit is arranged, wherein in the deactivation of the crash barrier, a relative movement between the actuating element and the mechanical coupling unit is possible.
- the actuating element is no longer freely movable, as in the normal case, since now the crash barrier restricts the movement of the actuating element.
- the crash barrier on a stop, which interacts mechanically with the actuating element.
- An actuation of the door handle or the mechanical coupling unit now causes a relative movement of the actuating element to the coupling unit, whereby the auxiliary spring is tensioned.
- the actuator is rotatably or pivotally mounted on the mechanical coupling unit to allow a relative movement between the two components in the active position of the crash barrier. By this relative movement, the additional force is exerted on the door handle or the mechanical coupling unit in the activation of the crash barrier.
- the crash barrier is pivotally or rotatably mounted on the bearing frame and has a recess or a free space through which the actuator is normally movable without contact. It is also conceivable that the crash barrier is mounted on the mechanical coupling unit, if there is a kinematic reversal.
- the additional spring is designed in one piece with the actuating element and thus represents a combination part, which fulfills both functions.
- the combination part can be configured geometrically equal to the actuating element, wherein it consists of an elastically deformable material, such as rubber or plastic, in order to obtain a yielding or resilient effect. Due to the elastic deformability, we generated the required additional force of the actual auxiliary spring.
- the combination part can be fixedly arranged on the bearing frame, in particular stationary.
- the combination part with the coupling unit may in particular be fixedly connected, wherein here also the combination part may be configured elastically deformable.
- This combination part may be a spring element, in particular in the form of a leaf spring, leg spring or torsion spring.
- This spring element may comprise spring steel, bimetal or plastic.
- this combination part is designed yielding, whereby the additional force of the additional spring can be provided.
- the invention is directed to a method of securing a door handle module having a door handle movably supported for opening a door or flap by a user in a storage frame.
- the door handle on at least one rest position and a division of labor.
- a mechanical coupling unit is provided for the door handle module, by which a movement of the door handle from the rest position to the working position is transferable to a lock.
- a crash barrier is provided in the door handle module, which prevents the action of the door handle and / or coupling unit under the action of an acceleration force, in particular in an accident, that an actuation of the lock is avoided.
- the crash barrier is activated by the action of an acceleration force of an additional spring, wherein the additional spring exerts a significant spring force in the form of an additional force on the movable door handle and pushes it into the rest position.
- the above-described door handle module according to the invention is suitable to carry out the aforementioned method for securing a door handle module.
- a first embodiment of the door handle module 10 according to the invention for a vehicle is shown.
- the interior view and rear view is shown on the door handle module 10, wherein it has been omitted to show the door handle 11 itself.
- the door handle 11 was only dashed in the Fig. 1 indicated.
- the door handle 11 cooperates from the outside with a mechanical coupling unit 13, which is mounted on the inner side of the bearing frame 12 movable.
- the door handle 11 is itself movably mounted in the bearing frame 12 or on the coupling unit 13. So that a lock can be opened in the door, the movement of the door handle 11 is transmitted via the mechanical coupling unit 13 directly or indirectly via a transmission element to the lock.
- the door handle module 10 is configured with a crash barrier 14 which switches on an additional spring 15 in the event of an accident or under the action of acceleration forces.
- This additional spring 15 acts on the door handle 11 with its spring force and pushes the door handle 11 in its rest position la.
- a return spring 11.1 acts on the door handle 11 so that it is independently transferred from its working position lb in its rest position la and remains there.
- the corresponding return spring 11.1 not shown.
- a mass barrier 13.1 is arranged on the mechanical coupling unit 13, which consists essentially of an additional weight.
- This mass lock 13.1 generates a counterforce to the acceleration forces acting on the door handle 11 in an accident.
- the mass lock 13.1 should compensate for the acceleration forces on the door handle 11 during the accident.
- the coupling unit 13 is rotatably received in a first bearing 12.1 on the bearing frame 12.
- This bearing 12.1 has a left and right side bearing, in which a rotational axis 13.4 of the coupling unit 13 is held positively but rotatably.
- a receptacle 13.3 is provided for the door handle 11 on the coupling unit 13, wherein in the present case, the receptacle 13.3 consists of an L-shaped projection which is arranged centrally on the axis of rotation 13.4 of the coupling unit 13.
- a driver 13.5 is still provided on the coupling unit 13.
- the driver 13.5, the mass lock 13.1 and the receptacle 13.3 are non-rotatable with each other, in particular in one piece, and possibly connected to the axis of rotation 13.4 of the coupling unit 13.
- a second bearing 12.2 for a (first) crash lock 14 is provided on the bearing frame 12, which supports the crash lock 14 rotatably.
- a third bearing 12.3 is provided for a longitudinally displaceable locking pin 16.2 on the bearing frame 12, wherein the locking pin 16.2 serves as a securing element 16 for the crash barrier 14.
- a second crash barrier 19 is indicated by dashed lines on the rear side of the bearing frame 12, the z. B. can positively block the mechanical coupling unit 13.
- this second crash barrier 19 - as the first crash lock - acts positively on the coupling unit 13, wherein
- a different direction of action to the first crash barrier 14 is present in order to be able to intercept safely acting oppositely acting acceleration forces acting on the door handle 11.
- Fig. 1b is an excerpt from Fig. 1a shown.
- the crash barrier 14 according to the invention is shown with its two lever-shaped arms which are designed to rotate with each other.
- the crash barrier 14 is rotatably supported by the second bearing 12.2 at two bearing points on the bearing frame 12.
- the crash barrier 14 has an axis of rotation 14.4, which is received in a form-fitting manner in the second bearing 12.2.
- This locking pin 16.2 in the third bearing 12.3 on the bearing frame 12 can be seen.
- This locking pin 16.2 serves as a securing element 16 for the crash lock 14.
- the locking pin 16.2 is held longitudinally displaceable at two locations in the third bearing 12.3.
- a spring acts 16.5 on the locking pin 16.2, wherein the spring 16.5 between the left bearing 12.3 (view from Fig. 1b ) and a paragraph 16.3 of the locking pin 16.2 is arranged.
- the spring 16.5 presses the locking pin 16.2 permanently in the direction of the crash lock 14.
- the locking pin 16.2 has at its open end a locking means 16.4, which is designed in particular as a tip or bevelled surface.
- this locking means 16.4 acts in the active position llb with the crash barrier 14, in particular the counter-locking means 14.5 form fit together. Now acts an acceleration force on the crash barrier 14 so this is in the direction of the inside (ie, counterclockwise) moves, the crash lock 14, the locking pin 16.2 against the spring 16.5 moves longitudinally, wherein the counter-locking means 14.5 slides on the tapered tip of the locking means 16.4 along to move the locking pin 16.2. As soon as the crash barrier 14 with the counter-locking means 14.5 has been moved completely past the latching means 16.4, the securing pin 16.2-pushed back by the spring 16.5-returns to its original position.
- the crash barrier 14 is now positively held by the interaction of the locking means 16.4 with the counter-locking means 14.5 in the active position llb.
- the crash barrier 14 can be rotated further counterclockwise about the axis of rotation 14.4, however, it can no longer leave its active position 11b to achieve the deactivating position 11a.
- the locking pin 16.2 reverses the positive connection with the crash barrier 14. To this end the locking pin 16.2 must be manually and knowingly moved against the spring force 16.5 again.
- FIGS. 1a and 1b The further operation of the door handle module 10 of the invention FIGS. 1a and 1b follows from the others FIGS. 2 to 4 , In the Fig. 2 In another perspective, the crash barrier 14 and a part of the coupling unit 13 are shown in particular with a driver 13.5. For a better overview, the coupling unit 13 was partially hidden. In the Fig. 2 is now the crash lock 14 again in the deactivation lla and the door handle in the rest position la shown. The corresponding directions of movement of the crash barrier 14 and the coupling unit 13 are indicated by arrows on the corresponding components. As can now be seen, the coupling unit 13 is normally stored freely.
- the driver 13.5 moves under the right lever-shaped arm of the crash barrier 14, for which purpose a corresponding free space 14.1 is provided.
- the two lever-shaped arms of the crash barrier 14 are configured in one piece and in one piece.
- the crash barrier 14 may be configured as a circular disc segment.
- a particularly lightweight design variant for the crash element 14 was chosen in order to keep the inertia forces as low as possible, so that the crash element 14 can advance the door handle 11 as quickly as possible under the action of acceleration forces.
- the door handle 11 and the mechanical coupling unit 13 is still in the rest position la, whereas the crash barrier 14 is present in an intermediate position between the deactivating layer 11a and active layer 11b.
- the effect of an acceleration force on the crash barrier 14 is indicated.
- the crash lock 14 rotates clockwise about the axis of rotation 14.4 (from the perspective of Fig. 3 ).
- the axis of rotation 14.4 of the crash barrier 14 is left and right sides held in the second bearing 12.2 on the bearing frame 12.
- the crash barrier 14 blocks a rotational movement of the coupling unit 13, since the driver 13.5 would hit the right arm of the crash barrier 14.
- the space is 14.1 no longer available.
- the crash lock 14 is shown in the active position llb.
- the door handle ⁇ 11 has an intermediate position between its rest position la and its working position lb.
- the driver 13.5 acts with a first stop 14.2 of the crash barrier 14, in particular the right arm, form-fitting together.
- the crash barrier 14 simultaneously with the right arm, in particular with the second stop 14.3 on the actuator 18, which held longitudinally displaceable in the bearing frame 12.
- This actuator 18 is configured like a pin and cooperates with the auxiliary spring 15.
- the auxiliary spring 15 is compressed when the driver 13.5 presses further in the counterclockwise direction on the crash barrier 14.
- the crash barrier 14 rotates itself clockwise about the axis of rotation 13.4 and thus pushes the actuator 18 against the auxiliary spring 15.
- the switched tension spring 15 increases the required tensile force on the door handle 11 to open the lock in the door can. It also becomes clear that after a single activation of the crash lock 14, the additional spring 15 which has been activated acts on the door handle 11 until the crash lock 14 is deactivated. The deactivation by the locking pin 16.2 has already been described above. In this case, then moves the activation spring 17, the crash lock 14 in its deactivated position lla. By changing the spring force of the activation spring 17 and the activation of the crash barrier 14 can be easily adjusted. It is also clear that the activation spring 17 is in no mechanical effect relationship with the auxiliary spring 15 or the return spring 11.1. Thus, the door handle module 10 of the invention can be adjusted by the appropriate selection and adjustment of the spring forces for the aforementioned springs 11.1, 15, 17 arbitrarily and in a simple manner.
- Fig. 1 to 4 is the first embodiment of the door handle module 10 according to the invention with two structurally separate parts, namely the auxiliary spring 15 and the actuator 18, shown.
- a combination part 20 can also be used, which assumes the functions of the two components 15 and 18.
- the comparable combination part 20 is configured elastically deformable, and thus the spring force of the auxiliary spring 15 by the elastic Provides deformation. Consequently, the auxiliary spring 15 can be dispensed with in the case of a fixedly arranged actuating element 18, which has elastic properties, and be spoken by a one-piece combination part 20.
- FIG. 5a Another embodiment of the door handle module 10 according to the invention is shown in a schematic, three-dimensional view.
- Fig. 5a the interior view or rear view is shown on the door handle module 10 according to the invention with the bearing frame 12 and the coupling unit 13.
- the door handle 11 is itself movably mounted on the bearing frame 12 via the coupling unit 13.
- the coupling unit 13 the receptacle 13.3.
- This receptacle 13.3 is connected to the further coupling unit 13 via, in particular, three reinforcing ribs 13.6.
- the reinforcing ribs 13.6 are used to weight-saving design of the coupling unit 13 in this area, so that a designated mass barrier 13.1 may have the lowest possible mass, which is arranged as far as possible on an opposite side of the receptacle 13.3 of the rotation axis 13.4.
- the coupling unit 13 is itself rotatably mounted on the axis of rotation 13.4 in a first bearing 12.1 of the bearing frame 12.
- the left and right side bearings 12.1 are denoted by corresponding reference numerals in the Fig. 5 a provided.
- the crash barrier 14 is configured in this embodiment as a lever element.
- a securing element 16 is arranged in the form of a switching spring 16.1.
- the operation of the switching spring 16.1 is in the FIGS. 8a and 8b explained in more detail.
- Fig. 5b is the door handle module 10 off Fig. 5a shown, with a front view without the door handle 11 and the door is shown here.
- the illustrated surface of the bearing frame 12 is normally aligned with the door.
- Fig. 5 are clearly the two tension springs for the door handle 11 recognizable. This is the return spring 11.1, which is arranged mechanically acting between the bearing frame 12 and the coupling unit 13, and the additional spring 15, which is mechanically acting between the coupling unit 13 and the actuating element 18, is provided.
- the bearing frame 12 hidden. It can be seen clearly that the spring 15 cooperates with its first end 15.1 with a recess 18.1 on the actuating element 18 in a form-fitting manner. With its second end 15.2, the auxiliary spring 15 abuts against the coupling unit 13. Since normally a relative movement between the coupling unit 13 and the actuating element 18 does not take place, the additional spring 15 is also switched to be non-operative. Consequently, only the return spring 11.1 on the door handle 11 to move it to its rest position la or to hold.
- the actuator 18 is itself rotatably supported about the axis of rotation 13.4 of the coupling unit 13, wherein it is pressed by the auxiliary spring 15 in its initial position.
- Fig. 6a are the crash lock 14 in their deactivated position lla and the door handle 11 in the rest position la. If now pulled on the door handle 11, the entire coupling unit 13 rotates counterclockwise, including with its approach 13.2 for a transmission element to the castle. In the present case, the approach is 13.2 designed for a Bowden cable as a transmission element, including the circular recess is provided in the neck 13.2.
- the actuator 18 of course follows the rotational movement of the coupling unit 13 in the counterclockwise direction.
- the door handle 11 and the coupling unit 13 is shown in the working position lb.
- the crash barrier 14 is still in the deactivated position 11a, so that the normal functioning of the door handle module 10 can be explained.
- the actuating element 18 has moved through the existing recess 14.1 in the crash barrier 14. Through this recess 14.1, the actuating element 18 in a movement the door handle 11 between the rest position la and the working position lb carried out without contact.
- Fig. 7a is the crash lock 14 after its activation in the active position llb and the door handle 11 is still in the rest position la.
- the coupling unit 13 by the acceleration forces 60 acting on the door handle 11 in the counterclockwise direction about the axis of rotation 13.4, the actuator 18 meets with its stop 18.2 on the first stop 14.2 of the crash lock 14.
- the actuator 18 is no longer glide through or past the crash barrier 14 without contact.
- Fig. 7b is an intermediate position of the door handle between the rest position la and the working position lb shown. At this moment, just the actuator 18 hits the crash barrier 14. Until this moment, no relative movement between the actuator 18 and the coupling unit 13 takes place, which can be seen from the missing gap 18.3 between the two components 13, 18.
- the force of the auxiliary spring 15 is dimensioned so that the acceleration forces acting on the door handle 11 in an accident, are lower. Nevertheless, the operation of the door handle module 10 is fully maintained even after the activation of the crash lock 14, but the force of the auxiliary spring 15 in the operation of the door handle 11 with the normal restoring force of the return spring 11.1 must be overcome to operate the lock. If the door handle 11 is now transferred back from its working position lb in the rest position la by the spring forces, the gap 18.3 between the actuator 18 and the coupling unit 13 dissolves. However, the shift spring 16.1 continues to hold the crash barrier 14 in its active position 11b, so that the crash barrier 14 must first be deactivated in order to switch off the spring force of the additional spring 15.
- the switching spring 16.1 engages positively at the free end of the lever-shaped crash barrier 14.
- one end of the spiral-shaped shift spring 16.1 cooperates with a hole in the crash lock 14 in a form-fitting manner.
- the other end of the spiral-shaped switching spring 16.1 cooperates with a recess in the bearing frame 12 in a form-fitting manner.
- This switching spring 16.1 also serves as an activation spring 17, whereby the triggering torque of the crash barrier 14 can be set for activation.
- the crash lock 14 is shown in its deactivated position lla.
- the shift spring 16.1 presses the crash lock 14 in the deactivated position lla. If now the crash lock 14 is pressed by the acceleration forces acting on the accident against the spring force of the switching spring 16.1 in the active position llb, then holds the switch spring 16.1 the crash lock 14 now in the active position llb. As has been indicated by the indicated distance a between the two ends of the switching spring 16.1, the switching spring 16.1 two stable layers, which results from the special geometric arrangement of the two attachment points for the ends of the switching spring 16.1. As already mentioned, the crash barrier 14 is held by the switching spring 16.1 both in its deactivated position 11a and in its active position 11b. It should also be mentioned at this point that instead of the switching spring 16.1 and the already described locking pin 16.2 may be provided as a fuse element 16 for the crash barrier 14.
- the acceleration acting on a vehicle or the door handle module 10 during an accident is shown as a function of time in a coordinate system.
- the acceleration can reach very high short-term peak values.
- a change of direction of the acceleration takes place over time.
- the decay of the acceleration is clearly visible. This alternating acceleration can cause the fluttering of the crash barrier described in the prior art.
- FIG. 10 is a comparable embodiment of the FIGS. 5a to 8b shown here, wherein here a combination part 20 is used, which replaces the two components 15 and 18.
- the combination part 20 has in particular a nail-shaped or web-shaped geometry and consists itself of an elastic material, such. As spring steel, plastic or the like.
- the combination part 20 In order to arrange the combination part 20 in a stationary manner on the coupling unit 13, it can have a receptacle in which the combination part 20 can be inserted in a form-fitting manner in particular. With its outstanding and free end 20.1, the combination part 20 acts mechanically in an emergency with the crash lock 14, as already to the operating part 18 in the FIGS.
- Fig. 11 is a variant of the combi 20 from Fig. 10 shown in detail.
- a leg spring, wire spring or torsion spring is used instead of the nail-shaped or web-shaped combination part 20 .
- this combination part 20 can be fixed in place via a receptacle in the coupling unit 13, wherein the fixed end 20.2 is arranged in the receptacle. This ensures that the combination part 20 follows the rotational movement of the coupling unit 13.
- a free end 20.1 or a limb projects away from the coupling unit 13, which mechanically cooperates with the crash barrier 14 in the active layer 2b.
- this combination part 20 generates the additional force of the original auxiliary spring 15 by an elastic deformation.
- the combination part 20 can be fixed to the coupling unit 13. Namely, the combination part 20 is positively and / or non-positively received by the coupling unit 13 in a receptacle, so that it is mechanically held there.
- the bearing frame 12 can ensure that the combination part 20 dwells securely in its receptacle in the coupling unit 13, by virtually closing the receptacle at least partially.
- a simple assembly of the combination part 20 is on the coupling unit 13 possible, since this must be placed only in the appropriate recording.
- the combination part 20 is then securely held in the mounted state.
- the combination part 20 can also be screwed to the coupling unit 13, welded, riveted, glued or otherwise firmly connected even without a corresponding receptacle in the coupling unit 13. Since the operation of the combination part 20 does not depend on the operation with the original actuator 18th in the context of the crash barrier 14, reference is made in this regard to the preceding text.
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Abstract
Description
Die vorliegende Erfindung ist auf ein Türgriffmodul für ein Fahrzeug mit einem Türgriff, der zum Öffnen einer Tür oder Klappe durch einen Benutzer in einem Lagerrahmen bewegbar gelagert ist, gerichtet gemäß dem Oberbegriff von Anspruch 1. Ferner ist die Erfindung auch auf ein Verfahren zur Sicherung eines Türgriffsmoduls mit einem Türgriff, der zum Öffnen einer Tür oder einer Klappe durch einen Benutzer in einem Lagerrahmen bewegbar gelagert ist, gerichtet gemäß dem Oberbegriff von Anspruch 13. Der Türgriff eines derartigen Türgriffmoduls weist zumindest eine Ruhestellung und eine Arbeitsstellung auf. Ferner ist das Türgriffmodul mit einer mechanischen Kopplungseinheit, durch die eine Bewegung des Türgriffes von der Ruhestellung in die Arbeitsstellung auf ein Schloss übertragbar ist, und mit einer Crashsperre, die bei Einwirkung einer Beschleunigungskraft, insbesondere bei einem Unfall, die Bewegung des Türgriffes und/oder der Kopplungseinheit derart verhindert, dass eine Betätigung des Schlosses vermieden wird, ausgestattet.The present invention is directed to a door handle module for a vehicle having a door handle movably supported by a user in a storage frame for opening a door or flap, according to the preamble of claim 1. Further, the invention is also directed to a method of securing a Door handle module with a door handle which is movably mounted for opening a door or a flap by a user in a bearing frame, directed according to the preamble of
Aus dem Stand der Technik ist z. B. die Druckschrift
Aktuelle Unfallforschungsergebnisse haben jedoch gezeigt, dass es gerade bei einem Seitenaufprall zu alternierenden Beschleunigungskräften kommen kann, die ein sogenanntes ,,Flattern" der flinken Crashsperre auslösen. Dabei kann kurzfristig eine maximale Beschleunigung von bis zu 500 g auf das Türgriffmodul einwirken, wobei die Beschleunigung ihre Beschleunigungsrichtung umkehren kann. Somit entsteht das Problem bei tatsächlichen Unfällen, dass zwar die flinke Crashsperre durch die wirkenden Beschleunigungskräfte bei einem Unfall aktiviert wird und den Türgriff in der Ruhelage sichert, wobei jedoch bei einem anschließenden Flattern der Crashsperre der Fall auftreten kann, dass der Türgriff aus der Ruhelage durch die wirkenden Beschleunigungskräfte bewegt wird, da die flinke Crashsperre ihre Aktivierungslage während des Flatterprozesses verlassen hat. Somit kann es leider trotzdem zu einem ungewollten Auslösen des Türschlosses kommen, wodurch eine akute und bedrohliche Gefährdung des Fahrers gegeben ist.However, recent accident research results have shown that it can come in a side impact to alternating acceleration forces that trigger a so-called "fluttering" of the nimble crash lock.Several short-term maximum acceleration of up to 500 g on the door handle module act, the acceleration of their Thus, the problem arises in actual accidents, that although the nimble crash lock is activated by the acting acceleration forces in an accident and secures the door handle in the rest position, but in a subsequent flutter of the crash lock the case may occur that the door handle is moved from the rest position by the acting acceleration forces, since the nimble crash barrier has left its activation position during the fluttering process.Thus, unfortunately, it can still lead to an unwanted triggering of the door lock, creating an acute and menacing Gef hrdung is given to the driver.
Es ist somit Aufgabe der vorliegenden Erfindung ein Türgriffmodul und ein Sicherungsverfahren bereitzustellen, bei dem sichergestellt ist, dass der Türgriff bei einem Unfall sicher durch eine flinke Crashsperre in seiner Ruhelage gehalten ist, so dass es nicht zu einem unbeabsichtigten Öffnungsvorganges des Türschlosses kommen kann. Ferner ist es Aufgabe der vorliegenden Erfindung, ein Flattern der Crashsperre sicher zu vermeiden.It is therefore an object of the present invention to provide a door handle module and a safety method, which ensures that the door handle is securely held in an accident by a nimble crash lock in its rest position, so that it can not come to an unintentional opening operation of the door lock. It is another object of the present invention to reliably prevent fluttering of the crash barrier.
Zur Lösung dieser Aufgabe wird ein Türgriffmodul für ein Fahrzeug mit den Merkmalen des Anspruches 1, insbesondere aus dem kennzeichnenden Teil, vorgeschlagen. Ebenfalls wird die vorliegende Aufgabe durch ein Verfahren zur Sicherung des Türgriffmoduls gelöst mit den Merkmalen des Anspruches 13, insbesondere aus dem kennzeichnenden Teil. In den abhängigen Ansprüchen sind bevorzugte Weiterbildungen aufgeführt.To solve this problem, a door handle module for a vehicle with the features of claim 1, in particular from the characterizing part proposed. Also, the present object is achieved by a method for securing the door handle module with the features of
Es sei bereits an dieser Stelle erwähnt, dass die in den Ansprüchen und in der Beschreibung sowie in den Zeichnungen offenbarten Merkmale jeweils für sich oder in Kombination erfindungswesentlich sein können. Merkmale und Details, die im Zusammenhang mit dem erfindungsgemäßen Verfahren beschrieben sind, gelten dabei selbstverständlich auch im Zusammenhang mit der erfindungsgemäßen Vorrichtung und umgekehrt.It should already be mentioned at this point that the features disclosed in the claims and in the description as well as in the drawings may be essential to the invention, either individually or in combination. Features and details which are described in connection with the method according to the invention, of course, also apply in connection with the device according to the invention and vice versa.
Das erfindungsgemäße Türgriffmodul dient zum Öffnen einer Tür, einer Heckklappe oder dergleichen durch einen Benutzer bei einem Fahrzeug. Üblicherweise ist dazu ein Türgriff an einer Außenseite der Tür angeordnet, wobei der Türgriff direkt oder indirekt in einem Lagerrahmen bewegbar gelagert ist, der üblicherweise an einer Innenseite der Tür angeordnet ist. Der Türgriff selbst kann zumindest eine Ruhestellung und eine Arbeitsstellung einnehmen, wobei die Bewegung des Türgriffes von der Ruhestellung in die Arbeitsstellung mittels einer mechanischen Koppeleinheit auf ein Schloss übertragbar ist. Die mechanische Koppeleinheit kann ebenfalls dreh- bzw. schwenkbar in dem Lagerrahmen des Türgriffmoduls angeordnet sein und steht in mechanischer Wirkverbindung mit dem Türgriff. In der Regel wird die Bewegung der mechanischen Koppeleinheit direkt oder indirekt über ein Übertragungselement auf das mechanische Schloss der Tür übertragen. Erfindungsgemäß ist eine Crashsperre vorgesehen, die bei Einwirkung einer Beschleunigungskraft, insbesondere bei einem Unfall, die Bewegung des Türgriffes und/oder Koppeleinheit derart verhindert, dass eine Betätigung des Schlosses vermieden wird. Dabei aktiviert die Crashsperre bei der Einwirkung einer Beschleunigungskraft, dass heißt also im Unfall, eine Zusatzfeder, wobei die Zusatzfeder eine deutliche Federkraft in Form einer Zusatzkraft auf den beweglichen Türgriff ausübt, um den Türgriff in die Ruhestellung zu drücken bzw. zu halten. Folglich sichert die vorliegende Crashsperre den Türgriff kraftschlüssig, in dem eine Zusatzkraft bei der Aktivierung der Crashsperre zugeschaltet wird. Diese Zusatzkraft wirkt solange zusätzlich auf den Türgriff, bis die Crashsperre wissentlich deaktiviert wird. Somit kann sichergestellt werden, dass der Türgriff bei einem Unfall auch nicht unbeabsichtigt aus seiner Ruhestellung in die Arbeitsstellung überführt wird, da die Crashsperre sobald sie einmal aktiviert worden ist, in dieser Lage, der Aktivlage, verharrt.The door handle module according to the invention is used to open a door, a tailgate or the like by a user in a vehicle. Usually, a door handle is arranged on an outer side of the door, wherein the door handle is mounted directly or indirectly movable in a bearing frame, which is usually arranged on an inner side of the door. The door handle itself can assume at least one rest position and a working position, wherein the movement of the door handle from the rest position to the working position by means of a mechanical coupling unit is transferable to a lock. The mechanical coupling unit can also be arranged rotatable or pivotable in the bearing frame of the door handle module and is in mechanical operative connection with the door handle. As a rule, the movement of the mechanical coupling unit is transmitted directly or indirectly via a transmission element to the mechanical lock of the door. According to the invention, a crash barrier is provided which prevents the action of an acceleration force, in particular in an accident, the movement of the door handle and / or coupling unit such that actuation of the lock is avoided. In this case, the crash barrier activated by the action of an acceleration force, that is, in the accident, an additional spring, wherein the additional spring exerts a significant spring force in the form of an additional force on the movable door handle to push the door handle in the rest position or to hold. Consequently, the present crash lock secures the door handle frictionally, in which an additional force is switched on when activating the crash lock. This additional power acts on the door handle until the crash lock is knowingly deactivated. Thus, it can be ensured that the door handle is not inadvertently transferred from its rest position to the working position in an accident, since the crash barrier once it has been activated, in this position, the active position remains.
Damit kann auch das oben genannte Problem aus dem Stand der Technik überwunden werden, da das Flattern der Crashsperre auf sichere Weise vermieden wird.Thus, the above-mentioned problem of the prior art can be overcome because the flutter of the crash barrier is avoided in a secure manner.
Damit der Türgriff im Normalfall in herkömmlicher Weise betätigt werden kann, wirkt die Zusatzkraft der Zusatzfeder nur nach der Aktivierung der Crashsperre auf das Türgriffmodul. Im Normalfall wirkt üblicherweise eine vorhandene Rückstellfeder auf den Türgriff, die eine permanente Rückstellkraft auf diesen ausübt, um den Türgriff in die Ruhestellung zu drücken. Diese Rückstellfeder des Türgriffes bewirkt ebenfalls eine erste Crashsicherheit, da die Beschleunigungskräfte die bereits vorhandene Rückstellkraft der Rückstellfeder ebenfalls überwinden müssen, um den Türgriff aus seiner Ruhestellung in die Arbeitsstellung zu überführen. Da jedoch durch die Crashsperre bei einem Unfall die Zusatzfeder eingeschaltet wird, kann somit die erforderliche Zugkraft an dem Türgriff deutlich erhöht werden. Erfindungsgemäß kann die Zusatzkraft zwischen 50 und 200 N bzw. 80 und 120 N liegen.Thus, the door handle can be normally operated in a conventional manner, the additional force of the auxiliary spring acts only after the activation of the crash lock on the door handle module. Normally, usually an existing return spring acts on the door handle, which exerts a permanent restoring force on this, in order to press the door handle in the rest position. This return spring of the door handle also causes a first crash safety, since the acceleration forces must also overcome the existing restoring force of the return spring to transfer the door handle from its rest position to the working position. However, since the additional spring is turned on by the crash lock in an accident, thus the required traction on the door handle can be significantly increased. According to the invention, the additional force can be between 50 and 200 N or 80 and 120 N.
Ein wesentlicher Vorteil der vorliegenden Erfindung ist auch darin zu sehen, dass zwar die Crashsperre nach ihrer einmaligen Aktivierung aktiviert bleiben kann, trotzdem jedoch der Türgriff vollständig betätigbar ist, um somit eine Person im Fahrzeug auch nach dem Unfall problemlos aus dem Fahrzeug retten zu können. Hierzu ist es nur erforderlich, kräftiger an dem Türgriff zu ziehen als normalerweise, um somit auch die Zusatzkraft der Zusatzfeder zu überwinden. Auch zeigt die veränderte Betätigung des Türgriffes einem Fahrer des Fahrzeuges an, dass die Crashsperre aktiviert worden ist.A significant advantage of the present invention is also to be seen in the fact that while the crash barrier can remain activated after their one-time activation, but nevertheless the door handle is fully actuated, so as to save a person in the vehicle easily after the accident from the vehicle. For this purpose, it is only necessary to pull stronger on the door handle than normally, so as to overcome the additional force of the auxiliary spring. Also, the modified operation of the door handle indicates to a driver of the vehicle that the crash lock has been activated.
Um das Auslöseverhalten der Crashsperre bei der Einwirkung von Beschleunigungskräften einstellen zu können, ist eine Aktivierungsfeder vorgesehen, die insbesondere ausschließlich auf die Crashsperre wirkt. Durch die geeignete Auswahl der Federkraft der Aktivierungsfeder ist somit das Ansprechverhalten der Crashsperre problemlos einstellbar. Durch die vollständige Trennung der mechanischen Wirkungsweise der Aktivierungsfeder und der Zusatzfeder sowie der Rückstellfeder, kann problemlos die gewünschte Auslösecharakteristik der Crashsperre und des Türmoduls für einen Unfall unabhängig voneinander eingestellt werden. Zu diesem Zweck ist nur die Federkraft der entsprechenden Feder auszuwählen und einzustellen bzw. vorzugeben.In order to adjust the tripping behavior of the crash barrier under the action of acceleration forces, an activation spring is provided, which acts in particular exclusively on the crash barrier. By appropriate selection of the spring force of the activation spring thus the response of the crash barrier is easily adjustable. Due to the complete separation of the mechanical operation of the activation spring and the additional spring and the return spring, the desired tripping characteristic of the crash barrier and the door module for an accident can be adjusted independently of each other without any problems. For this purpose, only the spring force of the corresponding spring to select and set or specify.
Die Crashsperre kann zumindest zwei Lagen aufweisen, nämlich eine Deaktivlage, in der die Crashsperre deaktiviert ist, und eine Aktivlage, in der die Crashsperre aktiviert ist. Dabei ist es denkbar, dass die Crashsperre in der Aktivlage form- und/oder kraftschlüssig durch ein Sicherungselement gehalten ist. Hierzu kann das Sicherungselement für die Crashsperre eine Schaltfeder sein, die die Crashsperre kraftschlüssig in der Aktivlage und/oder der Deaktivlage hält. Hierbei kann die Schaltfeder gleichzeitig die Aktivierungsfeder sein, wie im folgenden Text noch gezeigt wird. Optional ist es denkbar, dass das Sicherungselement ein Sicherungsstift ist, wobei der Sicherungsstift selbst federbelastet ausgestaltet ist und das Sicherungselement formschlüssig oder auch kraftschlüssig die Crashsperre in der Aktivlage sichert. Zu diesem Zweck kann an dem Sicherungsstift ein Rastmittel, insbesondere in Form einer angeschrägten Spitze vorgesehen sein, was mit einem Gegenrastmittel in der Crashsperre formschlüssig zusammenwirkt. Dieses Gegenrastmittel kann aus einer Öffnung oder einer Ausnehmung bestehen, in die der Sicherungsstift der Aktivlage formschlüssig eindringt.The crash barrier may have at least two layers, namely a deactivating position in which the crash barrier is deactivated, and an active position in which the crash barrier is activated. It is conceivable that the crash barrier is held positively and / or non-positively by a securing element in the active position. For this purpose, the securing element for the crash barrier may be a switching spring which holds the crash lock in a force-locking manner in the active position and / or the deactivating position. Here, the switching spring may be simultaneously the activation spring, as will be shown in the following text. Optionally, it is conceivable that the securing element is a locking pin, wherein the locking pin itself is configured spring-loaded and the securing element positively or non-positively secures the crash lock in the active position. For this purpose, a locking means, in particular in the form of a tapered tip may be provided on the locking pin, which cooperates positively with a counter-locking means in the crash barrier. This counter-locking means may consist of an opening or a recess into which the locking pin of the active position penetrates positively.
Eine Deaktivierung der Crashsperre erfolgt nun auf einfache Art und Weise, in dem das Sicherungselement wissentlich in seine Normalstellung überführt wird, wodurch die Crashsperre von der Aktivlage in die Deaktivlage überführt wird. Das Deaktivieren der Crashsperre kann beispielsweise von der Außenseite (der Türgriffseite) durch einen kleinen Schlitz oder Durchbruch in der Tür oder Klappe erfolgen, wobei ein entsprechendes Werkzeug durch den Durchbruch geführt werden muss, um das Sicherungselement bzw. die Crashsperre aus der Aktivlage zu drücken. Um jedoch eine erhöhte Sicherheit zu erreichen, empfiehlt es sich, eine Deaktivierung der Crashsperre ausschließlich von der Innenseite der Tür (der Lagerrahmenseite) durchführbar auszugestalten. Auch hierbei muss nur das Sicherungselement bzw. die Crashsperre wieder von der Aktivlage in die Deaktivlage überführt werden. Anschließend ist das Türgriffsmodul wieder vollständig einsatzbereit, wobei die Zusatzkraft wieder ausgeschaltet ist, da die Crashsperre wieder in der Deaktivlage angeordnet ist. Somit lässt sich der Türgriff wieder ganz normal, dass heißt nur gegen die Rückstellkraft der Rückstellfeder betätigen.A deactivation of the crash lock is now carried out in a simple manner in which the securing element is knowingly transferred to its normal position, whereby the crash lock is transferred from the active position to the deactivated position. The deactivation of the crash barrier can be done for example from the outside (the door handle side) through a small slot or opening in the door or flap, with a corresponding tool must be passed through the opening to press the fuse element or the crash barrier from the active position. However, in order to achieve increased safety, it is advisable to design a deactivation of the crash barrier exclusively from the inside of the door (the bearing frame side) feasible. Again, only the fuse element or the crash lock must be transferred again from the active position in the deactivated position. Subsequently, the door handle module is fully operational again, the additional power is switched off again, since the crash barrier is again arranged in the deactivated position. Thus, the door handle can be completely normal again, that is to press only against the restoring force of the return spring.
Um die Sicherheit des Türgriffmoduls weiter zu erhöhen, kann es vorgesehen sein, dass die Crashsperre zwei Aktivlagen aufweist. Somit ist der Türgriff gegen Beschleunigungskräfte aus zwei unterschiedlichen Wirkrichtungen gesichert. Zu diesem Zweck kann die Deaktivlage der Crashsperre zwischen den beiden Aktivlagen vorgesehen sein, wobei die Crashsperre wippenartig ausgestaltet ist, die aus der Deaktivlage in die erste oder zweite Aktivlage überführt werden kann, sofern eine Beschleunigungskraft auf die Crashsperre wirkt. Auch ist es denkbar, dass anstelle der bisher erwähnten Crashsperre mit einer Aktivlage eine zweite Crashsperre vorgesehen ist, die derart an dem Türgriffmodul angeordnet ist, dass sie in entgegengesetzter Richtung zur ersten Crashsperre auslöst, wenn eine entgegengesetzte Beschleunigungskraft (mit Bezug auf die erste Crashsperre) auf das Türgriffmodul einwirkt. Die erste Crashsperre kann an bzw. bei einem Ende einer Drehachse der Kopplungseinheit angeordnet werden. Die zweite Crashsperre kann hingegen an bzw. bei einem gegenüberliegenden Ende der Drehachse von der Kopplungseinheit, an dem die erste Crashsperre anordbar ist, angeordnet werden. Auch ist es denkbar, dass eine formschlüssige Crashsperre, wie sie im Stand der Technik, z. B. aus der Druckschrift
Im Rahmen der Erfindung kann es ferner vorgesehen sein, dass ein Betätigungselement vorhanden ist, welches einerseits mit der Zusatzfeder für den Türgriff und andererseits mit der Crashsperre in der Aktivlage mechanisch zusammenwirkt. Hierbei kann das Betätigungselement am Lagerrahmen oder an der mechanischen Kopplungseinheit gelagert sein. Selbstverständlich sind im Rahmen der kinematischen Umkehr auch andere Ausgestaltungen der Crashsperre, des Sicherungselementes und des Betätigungselementes denkbar.In the context of the invention, it may further be provided that an actuating element is present, which interacts mechanically on the one hand with the auxiliary spring for the door handle and on the other hand with the crash barrier in the active position. In this case, the actuating element may be mounted on the bearing frame or on the mechanical coupling unit. Of course, in the context of kinematic reversal, other embodiments of the crash barrier, the securing element and the actuating element are conceivable.
In einem besonderen ersten Ausführungsbeispiel ist die zuschaltbare Zusatzfeder zwischen dem Betätigungselement und dem Lagerrahmen angeordnet ist, und der Türgriff oder die Kopplungseinheit übt im Normalfall keine Wirkung in der Deaktivlage der Crashsperre auf das Betätigungselement aus, da ein entsprechender Freiraum vorgesehen ist. In der Aktivlage bewegt sich Crashsperre in den zuvor erwähnten Freiraum, so dass nunmehr die mechanische Kopplungseinheit oder der Türgriff auf das Betätigungselement wirken muss, da die Crashsperre im Weg steht. Somit wird das Betätigungselement indirekt durch die Crashsperre von dem betätigten Türgriff oder mechanischen Kopplungseinheit betätigt. In diesem Fall kann das Betätigungselement stift- oder bolzenförmig ausgestaltet sein, welches direkt mit der Zusatzfeder in Wirkverbindung steht. Ein Druck über die Crashsperre auf das Betätigungselement bewirkt hierbei ein Zusammenstauchen der als Druckfeder ausgestalteten Zusatzfeder. Selbstverständlich ist auch bei dieser Variante eine kinematische Umkehr denkbar, wobei z. B. die Druckfeder als Zugfeder oder Blattfeder oder dergleichen ausgestaltet sein kann. Das Betätigungselement kann selbst längverschiebbar gelagert sein.In a particular first embodiment, the switchable auxiliary spring is arranged between the actuating element and the bearing frame, and the door handle or the coupling unit exerts in the normal case, no effect in the deactivation of the crash lock on the actuator, since a corresponding space is provided. In the Active position moves crash lock in the previously mentioned space, so now the mechanical coupling unit or the door handle must act on the actuator, since the crash barrier is in the way. Thus, the actuator is actuated indirectly by the crash lock of the operated door handle or mechanical coupling unit. In this case, the actuating element may be configured pin-shaped or bolt-shaped, which is directly in operative connection with the auxiliary spring. A pressure on the crash lock on the actuating element causes a compression of the additional spring designed as a compression spring. Of course, a kinematic reversal is also conceivable in this variant, wherein z. B. the compression spring can be configured as a tension spring or leaf spring or the like. The actuating element can itself be mounted longitudinally displaceable.
Im einem zweiten wesentlichen Ausführungsbeispiel ist die Zusatzfeder zwischen dem Betätigungselement und der mechanischen Kopplungseinheit angeordnet, wobei in der Deaktivlage der Crashsperre eine Relativbewegung zwischen dem Betätigungselement und der mechanischen Kopplungseinheit möglich ist. Durch die Aktivierung der Crashsperre in ihre Aktivlage ist das Betätigungselement nicht mehr frei beweglich, wie im Normalfall, da nunmehr die Crashsperre die Bewegung des Betätigungselementes einschränkt. Zu diesem Zweck weist die Crashsperre ein Anschlag auf, der mit dem Betätigungselement mechanisch zusammenwirkt. Eine Betätigung des Türgriffs bzw. der mechanischen Kopplungseinheit bewirkt nun eine Relativbewegung des Betätigungselementes zur Kopplungseinheit, wodurch die Zusatzfeder gespannt wird. Bei diesem Ausführungsbeispiel ist das Betätigungselement dreh- oder schwenkbar an der mechanischen Kopplungseinheit gelagert, um eine Relativbewegung zwischen den beiden Bauteilen in der Aktivlage der Crashsperre zu ermöglichen. Durch diese Relativbewegung wird die Zusatzkraft auf den Türgriff bzw. der mechanischen Kopplungseinheit bei der Aktivierung der Crashsperre ausgeübt.In a second essential embodiment, the additional spring between the actuating element and the mechanical coupling unit is arranged, wherein in the deactivation of the crash barrier, a relative movement between the actuating element and the mechanical coupling unit is possible. By activating the crash barrier in its active position, the actuating element is no longer freely movable, as in the normal case, since now the crash barrier restricts the movement of the actuating element. For this purpose, the crash barrier on a stop, which interacts mechanically with the actuating element. An actuation of the door handle or the mechanical coupling unit now causes a relative movement of the actuating element to the coupling unit, whereby the auxiliary spring is tensioned. In this embodiment, the actuator is rotatably or pivotally mounted on the mechanical coupling unit to allow a relative movement between the two components in the active position of the crash barrier. By this relative movement, the additional force is exerted on the door handle or the mechanical coupling unit in the activation of the crash barrier.
Bei den zuvor genannten beiden Ausführungsbeispielen ist die Crashsperre schwenk- oder drehbar am Lagerrahmen gelagert und weist eine Ausnehmung oder ein Freiraum auf, durch den das Betätigungselement im Normalfall berührungslos hindurch bewegbar ist. Auch ist es denkbar, dass die Crashsperre an der mechanischen Kopplungseinheit gelagert ist, wenn eine kinematische Umkehr vorliegt.In the aforementioned two embodiments, the crash barrier is pivotally or rotatably mounted on the bearing frame and has a recess or a free space through which the actuator is normally movable without contact. It is also conceivable that the crash barrier is mounted on the mechanical coupling unit, if there is a kinematic reversal.
Ebenfalls ist es denkbar, dass die Zusatzfeder mit dem Betätigungselement einteilig ausgestaltet ist und somit ein Kombiteil darstellt, welches beide Funktionen erfüllt. Bei dem ersten Ausführungsbeispiel kann das Kombiteil geometrisch gleich zum Betätigungselement ausgestaltet sein, wobei es aus einem elastisch verformbaren Material, wie beispielsweise Gummi oder Kunststoff, besteht, um eine nachgiebige oder federnde Wirkung zu erhalten. Durch die elastische Verformbarkeit, wir die erforderliche Zusatzkraft der eigentlichen Zusatzfeder erzeugt. Dabei kann das Kombiteil fest an dem Lagerrahmen, insbesondere ortsfest, angeordnet sein. In dem zweiten wesentlichen Ausführungsbeispiel kann das Kombiteil mit der Kopplungseinheit insbesondere ortsfest verbunden sein, wobei auch hier das Kombiteil elastisch verformbar ausgestaltet sein kann. Bei diesem Kombiteil kann es sich um ein Federelement, insbesondere in Form einer Blattfeder, Schenkelfeder oder Drehfeder, handeln. Dieses Federelement kann Federstahl, Bimetall oder Kunststoff aufweisen. Somit ist auch dieses Kombiteil nachgiebig ausgestaltet, wodurch die Zusatzkraft der Zusatzfeder bereitgestellt werden kann.It is also conceivable that the additional spring is designed in one piece with the actuating element and thus represents a combination part, which fulfills both functions. In the first embodiment, the combination part can be configured geometrically equal to the actuating element, wherein it consists of an elastically deformable material, such as rubber or plastic, in order to obtain a yielding or resilient effect. Due to the elastic deformability, we generated the required additional force of the actual auxiliary spring. In this case, the combination part can be fixedly arranged on the bearing frame, in particular stationary. In the second essential embodiment, the combination part with the coupling unit may in particular be fixedly connected, wherein here also the combination part may be configured elastically deformable. This combination part may be a spring element, in particular in the form of a leaf spring, leg spring or torsion spring. This spring element may comprise spring steel, bimetal or plastic. Thus, this combination part is designed yielding, whereby the additional force of the additional spring can be provided.
Ebenfalls ist die Erfindung auf ein Verfahren zur Sicherung eines Türgriffmoduls mit einem Türgriff, der zum Öffnen einer Tür oder Klappe durch einen Benutzer in einem Lagerrahmen bewegbar gelagert ist, gerichtet. Hierbei weist der Türgriff zumindest eine Ruhestellung und eine Arbeitsteilung auf. Ferner ist für das Türgriffmodul eine mechanische Kopplungseinheit vorgesehen, durch die eine Bewegung des Türgriffs von der Ruhestellung in die Arbeitsstellung auf ein Schloss übertragbar ist. Auch ist in dem Türgriffsmodul eine Crashsperre vorgesehen, die bei Einwirkung einer Beschleunigungskraft, insbesondere bei einem Unfall, die Bewegung des Türgriffes und/oder Kopplungseinheit derart verhindert, dass eine Betätigung des Schlosses vermieden wird. Bei dem erfindungsgemäßen Verfahren wird die Crashsperre bei der Einwirkung einer Beschleunigungskraft einer Zusatzfeder aktiviert, wobei die Zusatzfeder eine deutlich Federkraft in Form einer Zusatzkraft auf dem beweglichen Türgriff ausübt und diesen in die Ruhestellung drückt. Auch ist das zuvor beschriebene erfindungsgemäße Türgriffsmodul geeignet, das zuvor genannte Verfahren zur Sicherung eines Türgriffmoduls durchzuführen.Also, the invention is directed to a method of securing a door handle module having a door handle movably supported for opening a door or flap by a user in a storage frame. Here, the door handle on at least one rest position and a division of labor. Furthermore, a mechanical coupling unit is provided for the door handle module, by which a movement of the door handle from the rest position to the working position is transferable to a lock. Also, a crash barrier is provided in the door handle module, which prevents the action of the door handle and / or coupling unit under the action of an acceleration force, in particular in an accident, that an actuation of the lock is avoided. In the method according to the invention, the crash barrier is activated by the action of an acceleration force of an additional spring, wherein the additional spring exerts a significant spring force in the form of an additional force on the movable door handle and pushes it into the rest position. Also, the above-described door handle module according to the invention is suitable to carry out the aforementioned method for securing a door handle module.
Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus der nachfolgenden Beschreibung, den Ansprüchen sowie den Figuren. In den Figuren ist die Erfindung in zwei grundlegenden Ausführungsbeispielen dargestellt. Es zeigen in schematischer, dreidimensionaler Ansicht:
-
Fig. 1a Innenansicht bzw. Rückansicht eines ersten erfindungsgemäßen Türgriffmoduls mit einem längsverschiebbaren Betätigungselement, -
Fig. 1 b Vergrößerung eines Ausschnittes der Crashsperre ausFig. 1a , -
Fig. 2 das Türgriffsmodul ausFig. 1 in Ruhestellung des Türgriffes und Deaktivlage der Crashsperre, -
Fig. 3 das Türgriffsmodul ausFig. 2 in Zwischenlage der Crashsperre und Ruhestellung des Türgriffes, -
Fig. 4 das Türgriffsmodul ausFig. 2 und 3 in Aktivlage der Crashsperre und in Zwischen- bzw. Arbeitsstellung des Türgriffes, -
Fig. 5a Innenansicht bzw. Rückansicht auf ein weiteres erfindungsgemäßes Türgriffmodul mit einem schwenk- oder drehbar gelagerten Betätigungselement, -
Fig. 5b Draufsicht auf das Türgriffmodul ausFig. 5a ohne den Türgriff und die Tür, -
Fig. 5c ähnliche Draufsicht wie inFig. 5b auf das Türgriffmodul, jedoch zusätzlich ohne den Lagerrahmen, -
Fig. 6a Rückansicht auf das Türgriffsmodul aus denFiguren 5 ohne den Lagerrahmen und in Ruhestellung des Türgriffes und in Deaktivlage der Crashsperre, -
Fig. 6b das vergleichbare Türgriffsmodul ausFig. 6a jedoch in Arbeitsstellung des Türgriffes und in Deaktivlage der Crashsperre, -
Fig. 7a das Türgriffmodul aus denFiguren 5 und6 , jedoch in Aktivlage der Crashsperre und in Ruhestellung des Türgriffes, -
Fig.7b Türgriffmodul ausFig. 7a in Aktivlage der Crashsperre und in Zwischenstellung des Türgriffes, -
Fig. 7c das Türgriffsmodul aus denFiguren 7a und b in Aktivlage der Crashsperre und in Arbeitsstellung des Türgriffes, -
Fig. 8a Vergrößerung eines Ausschnitts um die Crashsperre aus denFiguren 5 bis 7 in Deaktivlage, -
Fig. 8b Crashsperre aus derFig. 8a in Aktivlage, -
Fig. 9 schematische Darstellung einer auf ein Türgriffsmodul einwirkenden Beschleunigung während eines Unfalles, -
Fig. 10 Rückansicht auf ein vergleichbares Türgriffsmodul ausFigur 6a mit einem Kombiteil in Ruhestellung des Türgriffs und in Deaktivlage der Crashsperre, -
Fig. 11 Detaildarstellung aus Figur 10 mit einem anderen Kombiteil und -
Fig. 12 Detailansicht eines weiteren Türgriffsmoduls ähnlich zuFigur 10 , jedochmit Lagerrahmen 12.
-
Fig. 1a Interior view and rear view of a first door handle module according to the invention with a longitudinally displaceable actuating element, -
Fig. 1 b Enlargement of a section of the crash barrierFig. 1a . -
Fig. 2 the door handle module offFig. 1 at rest of the door handle and deactivation of the crash barrier, -
Fig. 3 the door handle module offFig. 2 in interposition of the crash lock and rest position of the door handle, -
Fig. 4 the door handle module offFIGS. 2 and 3 in the active position of the crash barrier and in the intermediate or working position of the door handle, -
Fig. 5a Interior view and rear view of another inventive door handle module with a pivotally or rotatably mounted actuator, -
Fig. 5b Top view of the door handle moduleFig. 5a without the door handle and the door, -
Fig. 5c similar plan view as inFig. 5b on the door handle module, but in addition without the bearing frame, -
Fig. 6a Rear view of the door handle module from theFigures 5 without the bearing frame and in the rest position of the door handle and in the deactivated position of the crash barrier, -
Fig. 6b the comparable door handle moduleFig. 6a However, in the working position of the door handle and in deactivation of the crash barrier, -
Fig. 7a the door handle module from theFigures 5 and6 , but in the active position of the crash barrier and in the rest position of the door handle, -
Figure 7b Door handle module offFig. 7a in the active position of the crash barrier and in the intermediate position of the door handle, -
Fig. 7c the door handle module from theFIGS. 7a and b in the active position of the crash barrier and in the working position of the door handle, -
Fig. 8a Enlargement of a section around the crash barrier from theFIGS. 5 to 7 in the deactivated position, -
Fig. 8b Crash barrier from theFig. 8a in active position, -
Fig. 9 schematic representation of an acceleration acting on a door handle module during an accident, -
Fig. 10 Rear view of a comparable door handle moduleFIG. 6a with a combination part in the rest position of the door handle and in the deactivated position of the crash barrier, -
Fig. 11 Detail display offFIG. 10 with another combination part and -
Fig. 12 Detail view of another door handle module similar toFIG. 10 , but with bearingframe 12.
In der
Erfindungsgemäß ist das Türgriffmodul 10 mit einer Crashsperre 14 ausgestaltet, die eine Zusatzfeder 15 bei einem Unfall bzw. bei Einwirkung von Beschleunigungskräften zuschaltet. Diese Zusatzfeder 15 wirkt auf den Türgriff 11 mit ihrer Federkraft und drückt den Türgriff 11 in seine Ruhestellung la. Üblicherweise wirkt auch eine Rückstellfeder 11.1 auf den Türgriff 11, damit dieser selbstständig von seiner Arbeitsstellung lb in seine Ruhestellung la überführt wird und dort verharrt. In dem vorliegenden Ausführungsbeispiel aus den
Wie aus der
Ferner ist an dem Lagerrahmen 12 eine zweite Lagerung 12.2 für eine (erste) erfindungsgemäße Crashsperre 14 vorgesehen, die die Crashsperre 14 drehbar lagert. Ebenfalls ist eine dritte Lagerung 12.3 für ein längsverschieblichen Sicherungsstift 16.2 an dem Lagerrahmen 12 vorgesehen, wobei der Sicherungsstift 16.2 als Sicherungselement 16 für die Crashsperre 14 dient. Optional ist eine zweite Crashsperre 19 an der Rückseite des Lagerrahmens 12 gestrichelt angedeutet, die z. B. formschlüssig die mechanische Kopplungseinheit 13 blockieren kann. Auch ist es denkbar, dass diese zweite Crashsperre 19 - wie die erste Crashsperre - kraftschlüssig auf die Kopplungseinheit 13 wirkt, wobei jedoch eine unterschiedliche Wirkrichtung zu ersten Crashsperre 14 vorhanden ist, um entgegengesetzt wirkende Beschleunigungskräfte, die auf den Türgriff 11 wirken, sicher abfangen zu können.Furthermore, a second bearing 12.2 for a (first)
In der
Ferner ist auch der Sicherungsstift 16.2 in der dritten Lagerung 12.3 am Lagerrahmen 12 ersichtlich. Dieser Sicherungsstift 16.2 dient als Sicherungselement 16 für die Crashsperre 14. Dabei ist der Sicherungsstift 16.2 längsverschieblich an zwei Stellen in der dritten Lagerung 12.3 gehalten. Darüber hinaus wirkt eine Feder 16.5 auf den Sicherungsstift 16.2, wobei die Feder 16.5 zwischen der linken Lagerstelle 12.3 (Ansicht aus
Die weitere Funktionsweise des erfindungsgemäßen Türgriffmoduls 10 aus den
In der
In der
In den
In den
Weiterhin ist in eine zweite Lagerung 12.2 für die Crashsperre 14 am Lagerrahmen 12 vorgesehen. Die Crashsperre 14 ist dabei selbst drehbar gelagert, wobei die Drehachse 14.4 zur Halterung der Crashsperre 14 in der zweiten Lagerung 12.2 dient. Im Wesentlichen ist die Crashsperre 14 in diesem Ausführungsbeispiel als ein Hebelelement ausgestaltet. Am freien Ende der hebelförmig ausgestalteten Crashsperre 14 ist ein Sicherungselement 16 in Form einer Schaltfeder 16.1 angeordnet. Die Funktionsweise der Schaltfeder 16.1 wird in den
In der
Zur besseren Übersicht wurde in der
In den folgenden
In der
In der
In der
In der
Auch sind sicherlich zahlreiche kinematische Umkehrungen bei dem erfindungsgemäßen Türgriffmodul 10 denkbar.Also certainly numerous kinematic reversals in the
In der
In der
In der
Aus der weiteren
- 1010
- TürgriffmodulDoor handle module
- 1111
- Türgriffdoor handle
- 11.111.1
- RückstellfederReturn spring
- 1212
- Lagerrahmenbearing frame
- 12.112.1
- erste Lagerung für 13first storage for 13
- 12.212.2
- zweite Lagerung für 14second storage for 14
- 12.312.3
- dritte Lagerung für 16third storage for 16
- 1313
- Kopplungseinheitcoupling unit
- 13.113.1
- Massensperremass latch
- 13.213.2
- Ansatz für ÜbertragungselementApproach to transmission element
- 13.313.3
- Aufnahme für 11Recording for 11
- 13.413.4
- Drehachseaxis of rotation
- 13.513.5
- Mitnehmertakeaway
- 1414
- Crashsperre (erste)Crash barrier (first)
- 14.114.1
- Ausnehmung oder FreiraumRecess or clearance
- 14.214.2
- erster Anschlagfirst stop
- 14.314.3
- zweiter Anschlagsecond stop
- 14.414.4
- Drehpunktpivot point
- 14.514.5
- Gegenrastmittel für 16.2Counter-locking device for 16.2
- 1515
- Zusatzfederadditional spring
- 15.115.1
- erstes Endefirst end
- 15.215.2
- zweites Endesecond end
- 1616
- Sicherungselementfuse element
- 16.116.1
- Schaltfederswitching spring
- 16.216.2
- Sicherungsstiftsafety pin
- 16.316.3
- Absatz in 16.2Paragraph in 16.2
- 16.416.4
- Rastmittel, insbesondere Spitze von 16.2Locking means, in particular point of 16.2
- 16.516.5
- Feder für 16.2Spring for 16.2
- 1717
- Aktivierungsfederactivation spring
- 1818
- Betätigungselement für 15Actuator for 15
- 18.118.1
- Ausnehmungrecess
- 18.218.2
- Anschlagattack
- 1919
- zweite Crashsperresecond crash barrier
- 2020
- Kombiteil zu 15/18Combi piece to 15/18
- 20.120.1
- freies Endefree end
- 20.220.2
- festes Endesolid end
- 6060
- Richtung der BeschleunigungskraftDirection of the acceleration force
Claims (14)
einem Türgriff (11), der zum Öffnen einer Tür oder Klappe durch einen Benutzer in einem Lagerrahmen (12) bewegbar gelagert ist, wobei der Türgriff (11) zumindest eine Ruhestellung (la) und eine Arbeitsstellung (lb) aufweist,
einer mechanischen Kopplungseinheit (13), durch die eine Bewegung des Türgriffs (11) von der Ruhestellung (la) in die Arbeitsstellung (lb) auf ein Schloss übertragbar ist, einer Crashsperre (14), die bei Einwirkung einer Beschleunigungskraft (60), insbesondere bei einem Unfall, die Bewegung des Türgriffs (11) und/oder der Kopplungseinheit (13) derart verhindert, dass eine Betätigung des Schlosses vermieden wird,
dadurch gekennzeichnet,
dass die Crashsperre (14) bei der Einwirkung einer Beschleunigungskraft (60) eine Zusatzfeder (15) aktiviert, wobei die Zusatzfeder (15) eine Federkraft in Form einer Zusatzkraft auf den beweglichen Türgriff (11) ausübt, um den Türgriff (11) in die Ruhestellung (la) zu drücken.Door handle module (10) for a vehicle with
a door handle (11) which is movably supported by a user in a bearing frame (12) for opening a door or flap, the door handle (11) having at least one rest position (la) and one working position (lb),
a mechanical coupling unit (13), by which a movement of the door handle (11) from the rest position (la) in the working position (lb) is transferable to a lock, a crash barrier (14), the impact of an acceleration force (60), in particular in an accident, prevents the movement of the door handle (11) and / or the coupling unit (13) in such a way that an actuation of the lock is avoided,
characterized,
that the crash barrier (14) activates an additional spring (15) when an acceleration force (60) is applied, the auxiliary spring (15) exerting a spring force in the form of an additional force on the movable door handle (11) to engage the door handle (11) in the Rest position (la) to press.
dadurch gekennzeichnet,
dass die Zusatzkraft der Zusatzfeder (15) nur nach der Aktivierung der Crashsperre (14) auf das Türgriffmodul (10) wirkt, wobei insbesondere eine Rückstellfeder (11.1) permanent eine Rückstellkraft auf den Türgriff (11) ausübt, um diesen auch im Normalfall in die Ruhestellung (la) zu drücken.Door handle module (10) according to claim 1,
characterized,
that the additional force of the auxiliary spring (15) only after activation of the crash barrier (14) on the door handle module (10) acts, in particular a return spring (11.1) permanently restoring force on the door handle (11) exerts this in the normal case in the Rest position (la) to press.
dadurch gekennzeichnet,
dass die Crashsperre (14) auch nach der Einwirkung der Beschleunigungskraft (60) die Zusatzfeder (15) weiterhin aktiviert hält, wodurch der Türgriff (11) deutlich schwerer zu bewegen ist als im Normalfall.Door handle module (10) according to claim 1 or 2,
characterized,
that the crash barrier (14) continues to keep activated the additional spring (15) even after the action of the acceleration force (60), whereby the door handle (11) is considerably heavier to move than normally.
dadurch gekennzeichnet,
dass die Crashsperre (14) zumindest zwei Lagen aufweist, nämlich eine Deaktivlage (lla), in der die Crashsperre (14) deaktiviert ist, und eine Aktivlage (llb), in der die Crashsperre (14) aktiviert ist, und wobei die Crashsperre (14) in der Aktivlage ((llb) form-und/oder kraftschlüssig durch ein Sicherungselement (16) gehalten ist.Door handle module (10) according to one of the preceding claims,
characterized,
in that the crash barrier (14) has at least two layers, namely a deactivating layer (11a) in which the crash barrier (14) is deactivated, and an active layer (llb) in which the crash barrier (14) is activated, and wherein the crash barrier (11) 14) in the active position ((IIb) is held positively and / or non-positively by a securing element (16).
dadurch gekennzeichnet,
dass das Sicherungselement (16) für die Crashsperre (14) eine Schaltfeder (16.1) oder ein Sicherungsstift (16.2) ist, wobei die Schaltfeder (16.1) die Crashsperre (14) kraftschlüssig und der Sicherungsstift (16.2) die Crashsperre zumindest formschlüssig hält, und wobei insbesondere der Sicherungsstift (16.2) selbst federbelastet ausgestaltet ist.Door handle module (10) according to claim 4,
characterized,
that the securing element (16) for the crash barrier (14) is a switching spring (16.1) or a locking pin (16.2), wherein the switching spring (16.1) the crash lock (14) non-positively and the locking pin (16.2) holds the crash lock at least positively, and wherein, in particular, the securing pin (16.2) itself is configured spring-loaded.
dadurch gekennzeichnet,
dass die Crashsperre (14) durch eine Aktivierungsfeder (17) federbelastet ist, wobei durch die Auswahl der Federkraft der Aktivierungsfeder (17) die Aktivierung der Crashsperre (14) einstellbar ist.Door handle module (10) according to one of the preceding claims,
characterized,
in that the crash lock (14) is spring-loaded by an activation spring (17), wherein the activation of the crash lock (14) can be set by the selection of the spring force of the activation spring (17).
dadurch gekennzeichnet,
dass ein Betätigungselement (18) vorgesehen ist, welches einerseits mit der Zusatzfeder (15) für den Türgriff (11) und andererseits mit der Crashsperre (14) in der Aktivlage (llb) mechanisch zusammenwirkt, wobei insbesondere das Betätigungselement (18) am Lagerrahmen (12) oder an der mechanischen Kopplungseinheit (13) gelagert ist.Door handle module (10) according to one of the preceding claims,
characterized,
that an actuating element (18) is provided, which for the door handle (11) and the other with the crash lock (14) in the active layer (llb) mechanically cooperating on the one hand with the auxiliary spring (15), whereby in particular the actuating element (18) (at the bearing frame 12) or is mounted on the mechanical coupling unit (13).
dadurch gekennzeichnet,
dass die Zusatzfeder (15) zwischen dem Betätigungselement (18) und dem Lagerrahmen (12) angeordnet ist, und
dass in der Aktivlage (llb) der Crashsperre (14) das Betätigungselement (18) durch einen Mitnehmer (13.5) an der mechanischen Kopplungseinheit (13) betätigt wird
oder
dass die Zusatzfeder (15) zwischen dem Betätigungselement (18) und der mechanischen Kopplungseinheit (13) angeordnet ist, und
dass in der Aktivlage (llb) der Crashsperre (14) das Betätigungselement (18) durch einen Anschlag (14.3) an der Crashsperre (14) betätigt wird.Door handle module (10) according to one of the preceding claims,
characterized,
that the additional spring (15) between the actuating element (18) and the bearing frame (12) is arranged, and
in that in the active position (11b) of the crash barrier (14) the actuating element (18) is actuated by a driver (13.5) on the mechanical coupling unit (13)
or
that the additional spring (15) between the actuating element (18) and the mechanical coupling unit (13) is arranged, and
in that in the active position (11b) of the crash barrier (14) the actuating element (18) is actuated by a stop (14.3) on the crash barrier (14).
dadurch gekennzeichnet,
dass die Crashsperre (14) schwenk- oder drehbar am Lagerrahmen (12) oder an der mechanischen Kopplungseinheit (13) gelagert ist und eine Ausnehmung (14.1) aufweist, durch die das Betätigungselement (18) im Normalfall hindurch bewegbar ist.Door handle module (10) according to one of the preceding claims,
characterized,
in that the crash barrier (14) is mounted pivotably or rotatably on the bearing frame (12) or on the mechanical coupling unit (13) and has a recess (14.1) through which the actuating element (18) can normally be moved.
dadurch gekennzeichnet,
dass die Crashsperre (14) zwei Aktivlagen (llb) aufweist, um den Türgriff (11) gegen eine Beschleunigungskraft (60) aus zumindest zwei unterschiedlichen Wirkrichtungen zu sichern, wobei insbesondere die Deaktivlage (lla) der Crashsperre(14) zwischen den beiden Aktivlagen (llb) vorgesehen ist.Door handle module (10) according to one of the preceding claims,
characterized,
in that the crash barrier (14) has two active layers (11b) in order to secure the door handle (11) against an acceleration force (60) from at least two different directions of action, in particular the deactivating position (11a) of the crash barrier (14) between the two active layers (11). llb) is provided.
dadurch gekennzeichnet,
dass eine zweite Crashsperre (19) vorgesehen ist, die den Türgriff (11) formschlüssig bei Einwirkung einer Beschleunigungskraft (60) in der Ruhestellung (la) sichert.Door handle module (10) according to one of the preceding claims,
characterized,
that a second crash lock (19) is provided, the door handle (11) ensures positive fit under the action of a thrusting force (60) in the rest position (la).
dadurch gekennzeichnet,
dass die Zusatzfeder (15) mit dem Betätigungselement (18) einteilig als Kombiteil (20) ausgestaltet ist, welches insbesondere an der Kopplungseinheit 13 angeordnet ist.Door handle module (10) according to one of the preceding claims,
characterized,
that the additional spring (15) with the actuating element (18) is designed in one piece as a combination part (20), which is arranged in particular on the coupling unit 13.
einem Türgriff (11), der zum Öffnen einer Tür oder Klappe durch einen Benutzer in einem Lagerrahmen (12) bewegbar gelagert ist, wobei der Türgriff (11) zumindest eine Ruhestellung (la) und eine Arbeitsstellung (lb) aufweist,
einer mechanischen Kopplungseinheit (13), durch die eine Bewegung des Türgriffs (11) von der Ruhestellung (la) in die Arbeitsstellung (lb) auf ein Schloss übertragbar ist, einer Crashsperre (14), die bei Einwirkung einer Beschleunigungskraft (60), insbesondere bei einem Unfall, die Bewegung des Türgriff (11) und/oder der Kopplungseinheit (13) derart verhindert, dass eine Betätigung des Schlosses vermieden wird,
dadurch gekennzeichnet,
dass die Crashsperre (14) bei der Einwirkung einer Beschleunigungskraft (60) eine Zusatzfeder (15) aktiviert, wobei die Zusatzfeder (15) eine Federkraft in Form einer Zusatzkraft auf den beweglichen Türgriff (11) ausübt, um den Türgriff (11) in die Ruhestellung (la) zu drücken.Method for securing a door handle module (10) with
a door handle (11) which is movably supported by a user in a bearing frame (12) for opening a door or flap, the door handle (11) having at least one rest position (la) and one working position (lb),
a mechanical coupling unit (13), by which a movement of the door handle (11) from the rest position (la) in the working position (lb) is transferable to a lock, a crash barrier (14), the impact of an acceleration force (60), in particular in an accident, prevents the movement of the door handle (11) and / or the coupling unit (13) in such a way that an actuation of the lock is avoided,
characterized,
that the crash barrier (14) activates an additional spring (15) when an acceleration force (60) is applied, the auxiliary spring (15) exerting a spring force in the form of an additional force on the movable door handle (11) to engage the door handle (11) in the Rest position (la) to press.
dadurch gekennzeichnet,
dass ein Türgriffmodul (10) nach einem der Ansprüche 1 bis 12 vorgesehen ist.A method of securing a door handle module (10) according to claim 13,
characterized,
in that a door handle module (10) according to one of claims 1 to 12 is provided.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009053553A DE102009053553A1 (en) | 2009-11-18 | 2009-11-18 | Safety handle |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2325419A2 true EP2325419A2 (en) | 2011-05-25 |
EP2325419A9 EP2325419A9 (en) | 2011-09-14 |
EP2325419A3 EP2325419A3 (en) | 2012-11-07 |
Family
ID=43838231
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20100191475 Ceased EP2325419A3 (en) | 2009-11-18 | 2010-11-17 | Safety door handle |
Country Status (5)
Country | Link |
---|---|
US (1) | US9435146B2 (en) |
EP (1) | EP2325419A3 (en) |
JP (1) | JP2011106265A (en) |
CN (1) | CN102061833B (en) |
DE (1) | DE102009053553A1 (en) |
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Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011000339A1 (en) | 2011-01-26 | 2012-07-26 | Huf Hülsbeck & Fürst Gmbh & Co. Kg | Handle of a motor vehicle |
WO2012101121A1 (en) * | 2011-01-26 | 2012-08-02 | Huf Hülsbeck & Fürst Gmbh & Co. Kg | Handle for a motor vehicle |
DE102011000339A9 (en) | 2011-01-26 | 2012-11-15 | Huf Hülsbeck & Fürst Gmbh & Co. Kg | Handle of a motor vehicle |
DE102011018750A1 (en) * | 2011-04-27 | 2012-10-31 | Audi Ag | The door handle assembly |
EP2543801A3 (en) * | 2011-07-06 | 2014-07-09 | Huf Hülsbeck & Fürst GmbH & Co. KG | Secure door handle unit |
US9151090B2 (en) | 2011-07-06 | 2015-10-06 | Huf Hulsbeck & Furst Gmbh & Co. Kg | Secure door handle unit |
WO2015169743A1 (en) * | 2014-05-05 | 2015-11-12 | U-Shin Italia S.P.A | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
EP2942461A1 (en) * | 2014-05-05 | 2015-11-11 | U-Shin Italia S.p.A. | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
EP2942460A1 (en) * | 2014-05-05 | 2015-11-11 | U-Shin Italia S.p.A. | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
WO2015169744A1 (en) * | 2014-05-05 | 2015-11-12 | U-Shin Italia S.P.A | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
US10077581B2 (en) | 2014-05-05 | 2018-09-18 | U-Shin Italia S.P.A. | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
US10787842B2 (en) | 2014-05-05 | 2020-09-29 | U-Shin Italia S.P.A. | Vehicle latch activation system and motor vehicle comprising such vehicle latch activation system |
EP3121354A1 (en) * | 2015-07-20 | 2017-01-25 | U-Shin Italia S.p.A. | Safety device for a vehicle door handle |
WO2017012728A1 (en) * | 2015-07-20 | 2017-01-26 | U-Shin Italia S.P.A | Safety device for a vehicle door handle |
EP3138980A1 (en) * | 2015-09-02 | 2017-03-08 | U-Shin Italia S.p.A. | Safety device for a vehicle door handle |
WO2017036614A1 (en) * | 2015-09-02 | 2017-03-09 | U-Shin Italia S.P.A | Safety device for a vehicle door handle |
US10815701B2 (en) | 2015-09-02 | 2020-10-27 | U-Shin Italia S.P.A. | Safety device for a vehicle door handle |
FR3092357A1 (en) * | 2019-02-05 | 2020-08-07 | Mgi Coutier Espana | Motor vehicle handle system with inertial safety device. |
Also Published As
Publication number | Publication date |
---|---|
CN102061833B (en) | 2015-05-13 |
CN102061833A (en) | 2011-05-18 |
EP2325419A3 (en) | 2012-11-07 |
DE102009053553A1 (en) | 2011-05-19 |
US20110115240A1 (en) | 2011-05-19 |
US9435146B2 (en) | 2016-09-06 |
EP2325419A9 (en) | 2011-09-14 |
JP2011106265A (en) | 2011-06-02 |
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