EP3049598B1 - Poignée de porte de véhicule automobile - Google Patents

Poignée de porte de véhicule automobile Download PDF

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Publication number
EP3049598B1
EP3049598B1 EP14753018.2A EP14753018A EP3049598B1 EP 3049598 B1 EP3049598 B1 EP 3049598B1 EP 14753018 A EP14753018 A EP 14753018A EP 3049598 B1 EP3049598 B1 EP 3049598B1
Authority
EP
European Patent Office
Prior art keywords
handle
motor vehicle
vehicle door
lever
pulling handle
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.)
Active
Application number
EP14753018.2A
Other languages
German (de)
English (en)
Other versions
EP3049598A1 (fr
Inventor
Mensur Velicanin
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 EP3049598A1 publication Critical patent/EP3049598A1/fr
Application granted granted Critical
Publication of EP3049598B1 publication Critical patent/EP3049598B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E05B85/00—Details of vehicle locks not provided for in groups E05B77/00 - E05B83/00
    • E05B85/10—Handles
    • E05B85/103—Handles creating a completely closed wing surface
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors
    • 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
    • E05B85/107—Pop-out handles, e.g. sliding outwardly before rotation
    • 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

Definitions

  • the invention relates to a motor vehicle door handle for door lock and / or door operation of a motor vehicle, with a handle housing and a pull handle arranged in the handle housing, the pull handle in a closed position flush with the handle housing and / or rests in the handle housing and being displaceable into an operating position , in which the pull handle protrudes outward from the handle housing and can be grasped from behind, the door lock and / or the door opening when the pull handle is manually pulled in the operating position.
  • Such door handles which have a pull handle which, in its rest or closed position, is flush with the body of the motor vehicle or the handle housing, are for example from the DE 100 15 887 C1 and the DE 10 2004 036 663 A1 known.
  • Door handles for a motor vehicle with a handle housing and a pull handle pivotably mounted in the handle housing are known from these documents, which in a closed and rest position is flush with the body of a motor vehicle or a handle housing, the pull handle in a pivoted-out, protruding from the body The operating position can be shifted, in which the pull handle can be grasped from behind and wherein the door lock and / or the door opens when the pull handle is pulled.
  • a door handle assembly is known in a vehicle handle, comprising a door handle of a planar handle element having a first post section and a second post section, a pivot arm with an upper portion and a lower portion, the upper portion of the pivot arm, in the vicinity of a distal Portion of the first post part of the door handle and from a distal portion of the second post part of the door handle is coupled and the lower portion is rotatably attached to a shaft on an inner door surface of the vehicle. Furthermore, force sensors are arranged that control the retraction force.
  • the invention is therefore based on the object of developing a generic motor vehicle door handle for door lock and / or door actuation of a motor vehicle in such a way that it can be displaced from its closed position into its operating position by means of a simplified, mechanically stable mechanism.
  • a motor vehicle door handle according to the invention differs mainly from the prior art by a locking element which is kinematically coupled directly or indirectly to the pull handle and which engages in the closed position of the pull handle and latches the pull handle, the locking element being moved into a release position by means of an actuating lever before the operating lever engages at least one of the two rotary levers and swivels it about its axis of rotation.
  • the pull handle has two points of articulation at a distance from one another, the pull handle on the first articulation point is articulated at one end of a first rotary lever and spaced therefrom at the second articulation point articulated at one end of a second rotary lever, the two rotary levers rotating about axes of rotation in order to move the handle from the closed position into the operating position.
  • the invention thus advantageously makes it possible to move the pull handle from a closed and rest position into its operating position.
  • the axes of rotation around which the rotary levers rotate when the pull handle is displaced can run parallel to one another at a distance or be skewed to one another or intersect at a point outside the handle housing.
  • rest position and closed position are used synonymously in the context of the invention and describe the position in which the pull handle is flush with the handle housing or is recessed in the handle housing
  • the articulation points are preferably one behind the other in the extension direction of the handle.
  • the extension direction means the outward direction from the handle housing, that is to say the direction which corresponds to the main direction of movement of the handle from the closed position to the operating position.
  • the axes of rotation about which the rotary levers rotate when the handle is displaced are preferably also one behind the other in the extension direction of the handle.
  • the distance between the two articulation points of the pull handle and the distance between the axes of rotation of the two rotary levers can be the same, so that the articulation points and the axes of rotation of the two rotary levers form corner points of a parallelogram.
  • this is not necessarily the case.
  • the distance between the articulation points can deviate from the distance between the axes of rotation of the rotary levers, so that a trapezoid is spanned.
  • the invention thus creates a simple and robust mechanism which enables the desired movement of the pull handle from its closed position into its operating position and back.
  • the actuating lever which engages at least one of the two rotary levers and pivots it about its axis of rotation, thereby causes the pull handle to be shifted from the closed position into the operating position.
  • the motor vehicle door handle particularly preferably has an electromotive drive which directly or indirectly engages at least one of the two rotary levers and swivels it about its axis of rotation and thereby shifts the handle from the closed position to the operating position.
  • This electromotive drive is particularly preferably triggered by the fact that an access code is exchanged on the part of a locking device of the motor vehicle via a radio link with an external identification transmitter and, when the access authorization is established, the electromotive drive is automatically actuated in order to extend the handle from its closed position into the operating position.
  • the motor vehicle door handle thus has a locking element which is kinematically coupled directly or indirectly to the pull handle and engages in the closed position of the pull handle and latches the pull handle, the locking element being displaced into a release position by means of an actuating lever before the actuating lever is at least engages one of the two rotary levers and pivots it about its axis of rotation.
  • the actuating lever which engages at least one of the two rotary levers, can accordingly be developed in such a way that the actuating lever, in its pivoting movement before it engages at least one of the two rotary levers, first displaces a locking element which is in engagement in the closed position of the pull handle into a release position, so that the handle is unlocked again and can be moved into its operating position.
  • This locking element which is engaged and locks the handle in its closed position, serves as an accident protection to avoid that the handle is moved as a result of an impulse in the event of an impact of the motor vehicle due to the inertia from the closed position into the operating position in order to ensure that in the event of an accident, the vehicle door does not open, so that the protection for the vehicle occupants is maintained.
  • the locking element can be formed by a cam which is arranged at a front end of a pivot lever coupled to the actuating lever and which can be moved from a latching position into a release position in a link on the handle housing.
  • This cam forming the locking element is kinematically coupled to the pull handle and thus locks the pull handle in its pivoted position when the cam is in its locked position within the link on the handle housing.
  • the pull handle can in turn be moved from its closed position into the operating position, since the cam forming the locking element can be moved in the link guide of the handle housing. This enables a relative movement of the handle with respect to the handle housing.
  • the motor vehicle door handle has at least one spring element which exerts a spring force acting in the direction of the closed position on at least one of the two rotary levers.
  • This spring element accordingly effects an automatic shift of the pull handle back into the closed position in the handle housing when a drive is switched off or removed in the direction of the operating position.
  • the spring element can be a helical spring, plate spring, torsion bar spring, spiral spring or the like.
  • the spring action in the closing direction can thus be generated in that a force with a point of application at a distance from the axis of rotation is exerted on one of the rotary levers and has a component in the opposite direction to the extension direction.
  • a torque on the axis of rotation can also act on at least one of the rotary levers in the closing direction, i.e. applied against the direction of extension.
  • the motor vehicle door handle preferably has an actuating element which directly or indirectly engages at least one of the two rotary levers and, when the actuating element is manually actuated, pivots it about its axis of rotation and displaces the pull handle into the operating position.
  • Such a manually operable actuating element makes it possible to move the pull handle from its closed position inside the handle housing to its operating position outside the handle housing in order to allow the pull handle to be pivoted out of its at least manually, even if an electric motor drive or the like fails To enable the closed position in the operating position and thereby enable the door lock and the motor vehicle door to be actuated.
  • FIGS. 1 - 10 Identical components are provided with identical reference symbols.
  • the Figures 1 - 5 show side views of a motor vehicle door handle in different positions of the pull handle 2 and the pull handle 2 from the closed position according to FIG Figure 1 in the operating position according to Figure 5 relocating kinematics.
  • the figures show the continuous movement of the handle 2 relative to the handle housing 1 in the corresponding order of their ascending numbering.
  • FIGS. 6-10 show the rear views of the motor vehicle door handle in different positions of the pull handle 2 and the pull handle 2 from the closed position according to FIG Figure 6 in the operating position according to Figure 10 relocating kinematics, with the individual in the Figures 6-10 positions shown correspond to the various positions Figures 1 -5 correspond and thus show the displacement of the handle 2 from the closed position into the operating position.
  • the handle 2 of the motor vehicle door handle is arranged within the handle housing 1, the handle 2 in the in Figure 1 or. Figure 6 the closed position shown is flush with the handle housing 1.
  • the pull handle 2 is coupled to the upper end of the first rotary lever 10 via a first articulation point 21.
  • the first rotary lever 10 is mounted pivotably about its axis of rotation 11.
  • the axis of rotation 11 is stationary with respect to the housing 1.
  • the pull handle 2 is articulated to the upper end of the second rotary lever 20 via the second articulation point 22.
  • the second rotary lever 20 is mounted pivotably about the axis of rotation 12.
  • the axis of rotation 12 is also stationary with respect to the housing 1.
  • the arrow 3 characterizes the extension direction of the handle 2 with respect to the handle housing 1.
  • the two axes of rotation 11, 12 of the two rotary levers 10, 20 are also one behind the other in the extension direction 3.
  • this actuating lever 30 lies to the left of the second rotary lever 20 and, like the second rotary lever 20, is rotatably mounted on the second rotary axis 12.
  • a pivot lever 40 is coupled to the actuation lever via an eye 31.
  • the actuating lever 40 has an elongated hole 41 by means of which the actuating lever slides over the axis running through the second articulation point 22, so that a relative movement of the upper end of the pivot lever 40 with respect to the articulation point 22 is possible.
  • a cam 42 acting as a locking element is arranged, which in the Figure 1 or. Figure 6 shown closed position is in its detent position.
  • the latching position of the cam 42 is characterized in that the cam prevents a relative movement of the handle 2 with respect to the housing 1 in this position.
  • This locking position is formed by a pocket-shaped receptacle 14 of the link guide 13, into which the cam moves. Due to the right and left flanks of the pocket-shaped receptacle 14, a relative movement of the pull handle 2 with respect to the handle housing 1 is not possible as long as the cam 42 is within the latching position 14.
  • This cam 42 which is engaged in the closed position of the handle 2 and latches the handle 2 in its closed position, serves as an accident protection to prevent the handle 2 from being pulled out of the vehicle as a result of an impulse in the event of a collision with the motor vehicle due to the inertia
  • the closed position is shifted out into the operating position. This ensures that the motor vehicle door does not open even in the event of a strong impulse due to an accident, so that the protection for the vehicle occupants is maintained.
  • the actuating lever 30 also has a cam 33 which runs within an elongated hole 25 in the second rotary lever 20.
  • the elongated hole 25 within the second rotary lever 20 is dimensioned in such a way that the actuating lever 30 can be freely pivoted relative to the second rotary lever 20 until the cam 42, which acts as a locking element, is out of the latching position 14 according to FIG Figure 1 or.
  • Figure 6 in the release position according to Figure 2 or.
  • Figure 7 is extended. In the in Figure 2 or.
  • Figure 10 Operating position shown, in which the cam 42 comes to a stop at the end of the link guide 13 and the pull handle 2 is moved into its operating position outside the housing 1.
  • the handle In the operating position of the handle 2 according to Figure 5 or. Figure 10 the handle can be grasped from behind, so that the door lock can be unlocked and the door of the motor vehicle can be opened by manually pulling the handle.
  • the cam 42 slides along the link guide 13 in the image plane according to FIG Figures 1 to 5 to the right, while the rotary levers 10, 20 rotate about their respective axis of rotation 11, 12 in the clockwise direction.
  • the operating lever 30 is rotated further clockwise to the position according to Figure 1 or. Figure 6 to reach and move the cam 42 into the latching position 14. Is the position according to the order Figure 1 or. Figure 6 reached again, the pull handle 2 is locked by the locking of the cam 42 in the pocket-shaped receptacle 14.

Claims (10)

  1. Poignée de porte de véhicule automobile pour l'actionnement de serrure de porte et/ou de porte d'un véhicule automobile, avec un boîtier de poignée (1) et une poignée de traction (2) agencée dans le boîtier de poignée (1), dans laquelle la poignée de traction (2) se termine à fleur avec le boîtier de poignée (1) dans une position de fermeture et/ou se trouve dans le boîtier de poignée (1) et est déplaçable dans une position de fonctionnement, dans laquelle la poignée de traction (2) fait saillie vers l'extérieur du boîtier de poignée (1) et peut être engagée par derrière, dans laquelle lors de la traction manuelle de la poignée de traction (2) dans la position de fonctionnement, la serrure de porte et/ou la porte s'ouvre, caractérisée en ce que la poignée de traction (2) présente espacés l'un de l'autre deux points d'articulation (21, 22), dans laquelle la poignée de traction (2) est logée au niveau du premier point d'articulation (21) de manière articulée à une extrémité d'un premier levier rotatif (10) et espacé de celui-ci au niveau du deuxième point d'articulation (22) de manière articulée à une extrémité d'un deuxième levier rotatif (20), dans laquelle les deux leviers rotatifs (10, 20) tournent autour d'axes de rotation (11, 12) pour déplacer la poignée de traction (2) de la position de fermeture à la position de fonctionnement et dans laquelle la poignée de porte de véhicule automobile présente un élément de blocage (42), lequel est couplé cinématiquement indirectement ou directement à la poignée de traction (2) et est en prise dans la position de fermeture de la poignée de traction (2) et enclenche la poignée de traction (2), dans laquelle l'élément de blocage (42) est déplacé au moyen d'un levier d'actionnement (30) dans une position de libération, avant que le levier d'actionnement (30) agisse sur au moins un des deux leviers rotatifs (10, 20) et fasse pivoter celui-ci autour de son axe de rotation (11, 12).
  2. Poignée de porte de véhicule automobile selon la revendication 1, caractérisée en ce que les axes de rotation (11, 12) s'étendent parallèlement à distance l'un de l'autre ou sont inclinés l'un par rapport à l'autre ou se coupent en un point en dehors du boîtier de poignée (1).
  3. Poignée de porte de véhicule automobile selon la revendication 1 ou 2, caractérisée en ce que les points d'articulation (21, 22) se situent l'un derrière l'autre dans la direction de déploiement (3) de la poignée de traction (2).
  4. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que les axes de rotation (11, 12), autour desquels les leviers rotatifs (10, 20) tournent lors du déplacement de la poignée de traction (2), se situent l'un derrière l'autre dans la direction de déploiement (3) de la poignée de traction (2).
  5. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la distance des deux points d'articulation (21, 22) de la poignée de traction (2) et la distance des axes de rotation (11, 12) des deux leviers rotatifs (10, 20) est égale, si bien que les points d'articulation (21, 22) et les axes de rotation (11, 12) des deux leviers rotatifs (10, 20) forment des sommets d'un parallélogramme.
  6. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que le levier d'actionnement (30), qui agit sur au moins un des deux leviers rotatifs (10, 20) et fait pivoter celui-ci autour de son axe de rotation (11, 12), entraîne ainsi le déplacement de la poignée de traction (2) de la position de fermeture à la position de fonctionnement.
  7. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la poignée de porte de véhicule automobile présente un entraînement par moteur électrique, qui agit indirectement ou directement sur au moins un des deux leviers rotatifs (10, 20) et fait pivoter celui-ci autour de son axe de rotation (11, 12) et entraîne ainsi le déplacement de la poignée de traction (2) de la position de fermeture à la position de fonctionnement.
  8. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que l'élément de blocage est formé par une came (42), qui est agencée à une extrémité avant d'un levier pivotant (40) couplé au levier d'actionnement (30) et qui peut être déplacée dans une coulisse (13) au niveau du boîtier de poignée (1) d'une position d'enclenchement (14) à une position de libération.
  9. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la poignée de porte de véhicule automobile présente au moins un élément de ressort, lequel exerce sur au moins un des deux leviers rotatifs (10, 20) une force de ressort agissant en direction de la position de fermeture.
  10. Poignée de porte de véhicule automobile selon l'une quelconque des revendications précédentes, caractérisée en ce que la poignée de porte de véhicule automobile présente un élément d'actionnement, lequel agit indirectement ou directement sur au moins un des deux leviers rotatifs (10, 20) et fait pivoter celui-ci lors d'un actionnement manuel de l'élément d'actionnement autour de son axe de rotation (11, 12) et déplace la poignée de traction (2) dans la position de fonctionnement.
EP14753018.2A 2013-09-27 2014-08-19 Poignée de porte de véhicule automobile Active EP3049598B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102013016049 2013-09-27
DE201310017664 DE102013017664A1 (de) 2013-09-27 2013-10-25 Kraftfahrzeugtürgriff
PCT/EP2014/002272 WO2015043705A1 (fr) 2013-09-27 2014-08-19 Poignée de porte de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3049598A1 EP3049598A1 (fr) 2016-08-03
EP3049598B1 true EP3049598B1 (fr) 2020-08-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14753018.2A Active EP3049598B1 (fr) 2013-09-27 2014-08-19 Poignée de porte de véhicule automobile

Country Status (5)

Country Link
US (1) US10174528B2 (fr)
EP (1) EP3049598B1 (fr)
CN (1) CN105637162B (fr)
DE (1) DE102013017664A1 (fr)
WO (1) WO2015043705A1 (fr)

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US20160222705A1 (en) 2016-08-04
DE102013017664A1 (de) 2015-04-02
CN105637162A (zh) 2016-06-01
US10174528B2 (en) 2019-01-08
CN105637162B (zh) 2017-11-17
EP3049598A1 (fr) 2016-08-03
WO2015043705A1 (fr) 2015-04-02

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