EP2325419A9 - Poignée de porte de sécurité - Google Patents

Poignée de porte de sécurité Download PDF

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Publication number
EP2325419A9
EP2325419A9 EP20100191475 EP10191475A EP2325419A9 EP 2325419 A9 EP2325419 A9 EP 2325419A9 EP 20100191475 EP20100191475 EP 20100191475 EP 10191475 A EP10191475 A EP 10191475A EP 2325419 A9 EP2325419 A9 EP 2325419A9
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
Application number
EP20100191475
Other languages
German (de)
English (en)
Other versions
EP2325419A3 (fr
EP2325419A2 (fr
Inventor
Dirk MÜLLER
Michael Kalesse
Ralf Lennhoff
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huf Huelsbeck and Fuerst GmbH and Co KG
Original Assignee
Huf Huelsbeck and Fuerst GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Huf Huelsbeck and Fuerst GmbH and Co KG filed Critical Huf Huelsbeck and Fuerst GmbH and Co KG
Publication of EP2325419A2 publication Critical patent/EP2325419A2/fr
Publication of EP2325419A9 publication Critical patent/EP2325419A9/fr
Publication of EP2325419A3 publication Critical patent/EP2325419A3/fr
Ceased legal-status Critical Current

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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
    • 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.

Landscapes

  • Lock And Its Accessories (AREA)
EP20100191475 2009-11-18 2010-11-17 Poignée de porte de sécurité Ceased EP2325419A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009053553A DE102009053553A1 (de) 2009-11-18 2009-11-18 Sicherheitstürgriff

Publications (3)

Publication Number Publication Date
EP2325419A2 EP2325419A2 (fr) 2011-05-25
EP2325419A9 true EP2325419A9 (fr) 2011-09-14
EP2325419A3 EP2325419A3 (fr) 2012-11-07

Family

ID=43838231

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20100191475 Ceased EP2325419A3 (fr) 2009-11-18 2010-11-17 Poignée de porte de sécurité

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US (1) US9435146B2 (fr)
EP (1) EP2325419A3 (fr)
JP (1) JP2011106265A (fr)
CN (1) CN102061833B (fr)
DE (1) DE102009053553A1 (fr)

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Also Published As

Publication number Publication date
US9435146B2 (en) 2016-09-06
CN102061833A (zh) 2011-05-18
JP2011106265A (ja) 2011-06-02
CN102061833B (zh) 2015-05-13
US20110115240A1 (en) 2011-05-19
DE102009053553A1 (de) 2011-05-19
EP2325419A3 (fr) 2012-11-07
EP2325419A2 (fr) 2011-05-25

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