EP3015629B1 - Motor vehicle door handle assembly with accident securing - Google Patents

Motor vehicle door handle assembly with accident securing Download PDF

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Publication number
EP3015629B1
EP3015629B1 EP15002507.0A EP15002507A EP3015629B1 EP 3015629 B1 EP3015629 B1 EP 3015629B1 EP 15002507 A EP15002507 A EP 15002507A EP 3015629 B1 EP3015629 B1 EP 3015629B1
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EP
European Patent Office
Prior art keywords
motor vehicle
vehicle door
door handle
deflection lever
handle assembly
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
EP15002507.0A
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German (de)
French (fr)
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EP3015629A1 (en
Inventor
Marion Kilian
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
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Huf Huelsbeck and Fuerst GmbH and Co KG
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Application filed by Huf Huelsbeck and Fuerst GmbH and Co KG filed Critical Huf Huelsbeck and Fuerst GmbH and Co KG
Publication of EP3015629A1 publication Critical patent/EP3015629A1/en
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Publication of EP3015629B1 publication Critical patent/EP3015629B1/en
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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
    • 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 arrangement for actuating a motor vehicle door, with a bellcrank which is rotatably mounted about an axis and which, when rotated around the axis, acts directly or indirectly on a motor vehicle door lock in order to release the lock and to enable opening of the motor vehicle door.
  • Such motor vehicle door handle arrangements for operating a motor vehicle door are known.
  • the problem with the known arrangements is that, in the event of an accident, they can inadvertently move from the rest position into the actuating position due to the acting forces and the inertia of individual components, so that in an accident it can happen that the door lock unlocks and the door opens becomes.
  • From the DE 102 60 900 A1 is an outer door handle for a locking device with a housing part fastened to the door and a handle that is articulated in the housing part and is coupled to a pivot arm mounted in the housing part for actuating the lock and with a device for preventing the door from opening in the event of a side impact the door is known, the device for preventing the opening of the door having a scanning device which detects deformation of the door and activates a device which blocks a pivoting movement of the swivel arm.
  • the document US 2011/0095546 A1 comprises a motor vehicle door handle arrangement according to the preamble of claim 1.
  • the object of the invention is therefore to develop a motor vehicle door handle arrangement for actuating a motor vehicle door in such a way that it has improved safety in the event of an accident of the motor vehicle.
  • This object is achieved according to the invention by a motor vehicle door handle arrangement according to claim 1.
  • Advantageous developments of the invention are specified in the subclaims.
  • the motor vehicle door handle arrangement for actuating a motor vehicle door, with a bellcrank which is rotatably mounted about an axis and which, when rotated about the axis, acts directly or indirectly on a motor vehicle door lock in order to release the lock and to enable an opening of the motor vehicle door, it is that the motor vehicle door handle arrangement has an abutment which blocks the bell crank after plastic deformation of the motor vehicle door handle arrangement.
  • blockage of the deflection lever means that the arrangement of the abutment after plastic deformation of the motor vehicle door handle arrangement, for example as a result of an accident in the motor vehicle, prevents the deflection lever from rotating about its axis from the rest position into the actuating position.
  • the abutment is preferably formed by a body part and or a pane, in particular a side pane of a motor vehicle and or a handle housing of the motor vehicle door handle arrangement.
  • the motor vehicle door handle arrangement can thus be designed such that after installation in a motor vehicle door itself it has an abutment, for example through the handle housing of the motor vehicle door handle arrangement, and or is positioned such that in the event of plastic deformation of the motor vehicle door handle arrangement, the abutment is caused by a body part of the motor vehicle in which the Motor vehicle door handle assembly is installed, comes into engagement and acts as a blocking element and blocks the bell crank.
  • the abutment can be formed by a pane, in particular a side pane of the motor vehicle, in which the motor vehicle door handle arrangement is installed.
  • Motor vehicle doors usually have a side window that is in particular retractable.
  • a correspondingly designed motor vehicle door handle arrangement it can be positioned such that the side window and or a body part of the motor vehicle door forms the abutment, which acts as a blocking element after plastic deformation of the motor vehicle door handle arrangement and blocks the bellcrank.
  • the term of the motor vehicle door handle arrangement is not restricted, for example, to a motor vehicle door handle housing, but rather means the overall arrangement of the motor vehicle door handle in the motor vehicle door, which in particular comprises a body part of the motor vehicle door serving as an abutment and / or a pane serving as an abutment, in particular one retractable window of the motor vehicle, includes.
  • the abutment preferably blocks the deflection lever such that rotation of the deflection lever about its axis of rotation into the actuating position is impossible.
  • the deflection lever has at least one cam and / or at least one recess on its circumference, which cooperates with the abutment after plastic deformation of the motor vehicle door handle arrangement.
  • the deflection lever can have at least one cam on its circumference, which is formed by at least one circumferential section on the circumference of the deflection lever with an enlarged radius.
  • the bell crank can be configured such that, in the case of an undamaged motor vehicle door handle arrangement, such a cam swings past the abutment around the axis of rotation of the bell crank during rotation of the bell crank, the distance of the axis of rotation of the bell crank from the bell crank being reduced due to plastic deformation and thereby the deflection lever is blocked by the cam running on the circumference of the deflection lever at a reduced distance from the axis of rotation to the abutment against the abutment and being blocked by the latter.
  • the deflection lever can have a cam which is formed by at least one elevation on the deflection lever which extends parallel to the axis of rotation of the deflection lever.
  • a cam which extends on the deflection lever in a direction parallel to the axis of rotation of the deflection lever, can then be brought into engagement with a corresponding abutment after plastic deformation of the motor vehicle door handle arrangement, by the cam running against the abutment and thereby blocking rotation of the deflection lever.
  • the motor vehicle door handle arrangement preferably has a handle which can be shifted from a rest position into an open position, a handle hook arranged on the rear of the handle being kinematically coupled to the bellcrank lever and, when the handle is shifted to the open position, causing the bellcrank lever to rotate into its actuating position.
  • the handle when the motor vehicle door lock is unlocked, the handle is gripped by the user to open the motor vehicle door and is shifted from a rest position into an open position.
  • the handle has a handle hook on its back, which is kinematically coupled directly or indirectly to the bell crank.
  • the kinematic coupling of the handle to the bell crank causes the bell crank to rotate about its axis of rotation from the rest position to the Activated position of the bell crank causes the motor vehicle door to open when the motor vehicle door lock is unlocked.
  • the deflection lever and / or a handle which is coupled to the deflection lever, is preferably spring-loaded in the direction of the rest position. Such a spring loading of the bellcrank and / or handle ensures that the bellcrank and the handle are moved back into the rest position after being released by a user, since the bellcrank and the handle are indirectly or directly kinematically coupled.
  • the bell crank is coupled to the motor vehicle door lock via a push rod and / or a pull rod and / or a cable, whereby, when the motor vehicle door lock is not locked, the motor vehicle door lock is opened when the bell crank is rotated into its actuating position.
  • the bellcrank has at least one latching element which, when an external impulse occurs as a result of a side impact, engages with an accident lock and blocks a displacement of the bellcrank and the handle from the rest position into its actuation position.
  • the movable masses, any spring constants when a spring load is applied and the smoothness of the joints of the motor vehicle door handle arrangement and in particular the accident lock are selected so that when a pulse occurs, for example as a result of an accident, the accident lock is so smooth and has a corresponding inertia that first the accident lock comes into engagement with the locking element on the bell crank and thereby blocks the bell crank before the handle and bell crank could be shifted out of the rest position as a result of the pulse.
  • This accident prevention system reliably prevents the door from opening due to an impact or other event.
  • FIG. 1 shows the arrangement in the rest position during Fig. 2 the arrangement in the operating position shows in which the bell crank 10 according to the rest position Fig. 1 in the operating position according to Fig. 2 is displaced by rotation about its axis of rotation 11.
  • the handle 20, which is kinematically coupled to the bell crank 10 is also in Fig. 1 in the rest position, while the handle 20 in Fig. 2 by a rotation about its axis of rotation 23 in the actuating position for opening the motor vehicle door, not shown.
  • the bell crank 10 is kinematically coupled to the end of the mandrel 21 on the handle 20 by the axle stub 22 which engages in corresponding receptacles on the bell crank 10. This means that by moving the handle 20 from the rest position according to Fig. 1 in the Operating position according to Fig. 2 Via the kinematic coupling, the bell crank 10 simultaneously around its axis of rotation 11 from the rest position according to Fig. 1 in the operating position according to Fig. 2 is shifted.
  • the bell crank 10 is connected via a Bowden cable, not shown, to a door lock, not shown, of a motor vehicle door.
  • a door lock not shown
  • the bell crank 10 is shifted by rotation about its axis of rotation 11 into the actuating position according to FIG Fig. 2 If the door lock is not locked, the release of the lock is effected and the motor vehicle door (not shown) can be opened.
  • the handle 20 is in turn mounted rotatably about its axis of rotation 23 in a handle housing, not shown
  • Fig. 3 shows a side view of the area of the bell crank in an enlarged view in the rest position of the bell crank 10.
  • FIG. 3 drawn a section of the abutment 30.
  • the motor vehicle door handle arrangement is not plastically deformed as a result of an accident, so that the cam 12 of the bell crank 10 can pivot past the abutment 30 when the bell crank 10 is rotated about its axis of rotation 11 into the actuating position as indicated by arrow 31.
  • This pivoting of the bell crank 10 about its axis of rotation 11 takes place by corresponding actuation of the handle 20, which engages in corresponding receptacles on the bell crank 10 via the pins 22 arranged on the mandrel 21 and the bell crank 10 about its axis of rotation 11 as indicated by the arrow 31 against the Turned clockwise when the handle 20 is moved to its operating position.
  • Fig. 4 The operation of the abutment 30 is clearly shown in Fig. 4 , in which an enlarged section of the area of the bell crank 10 after a plastic deformation of the motor vehicle door handle arrangement as a result of an accident is shown.
  • the abutment 30 serves as a blocking element with respect to the cam 12 of the bell crank 10, so that turning the bell crank 10 into the actuating position about the axis of rotation 11 is no longer possible due to the interaction of abutment 30 and cam 12 of the bell crank 10.
  • the cam 12 can no longer pivot past the deflection lever 10 past the abutment 30, so that the deflection lever 10 accordingly corresponds to its rest position Fig. 1 is blocked.
  • a retractable side window of the motor vehicle in the motor vehicle door, in which the motor vehicle door handle arrangement is installed serves as an abutment 30.
  • Fig. 5 shows a perspective view of the rear view of the motor vehicle door handle arrangement with the handle 20 and the bell crank 10.
  • the bell crank 10 is kinematically coupled to the handle via the pins 22 arranged on the mandrel 21 of the handle 20.
  • a second accident lock 40 which is formed by a circular disc 40 having two recesses, the operation of which is explained with reference to the other figures.
  • a locking lug 13 can be seen, which interacts with the circular disk 40 and whose mode of operation is explained below.
  • Fig. 6 shows an enlarged detail of a perspective view with the locking lug 13 arranged on the deflection lever 10 and the circular disk 40 having a recess, which serves as a further accident barrier.
  • the mode of operation of the circular disk 40 serving as a further accident barrier, which is coupled to corresponding inertial masses 41, 42, is shown.
  • the circular disk 40 has two diametrically opposite recesses and thus a symmetrical design, so that the arrangement can be used on both sides of a motor vehicle.
  • inertial masses 41, 42 which are arranged on levers.
  • the levers of the inertial masses 41, 42 are rotatably mounted on the same axis about which the circular disk 40 can be rotated.
  • the inertial masses 41, 42 carrying levers are freely rotatable with respect to the circular disk 40, so that these are deflected by any external impulses, such as those that occur in the event of an accident, ie can be rotated about the axis 45 common to the circular disk 40.
  • the circular disk 40 is disk-shaped and has two diametrically opposite recesses.
  • the recess is arranged to extend radially outward in the circular disk 40 and is positioned such that the latching lug 13 can pivot into the recess in the circular disk 40 in the rest position of the circular disk 40 and thus a movement of the bell crank 10 to open the motor vehicle door is possible.
  • the arrangement of two diametrically opposed recesses on the circumference of the circular disk 40 serves to use the accident lock on both sides of the vehicle.
  • the accident barrier also has a first inertia mass 41 and a second inertia mass 42. These inertial masses 41, 42 are each arranged on a lever arm, which are rotatably mounted on the axis of rotation 45 and can be rotated relative to the circular disk 40.
  • the lever-shaped inertial masses 41, 42 each have a center of gravity, which is arranged offset to the axis of rotation 45, so that the inertial masses 41, 42 move out of their basic position when in the action of an acceleration force (for example as a result of a side impact in the direction of the vehicle interior) Figures 5 to 9 is shown, can move out in a direction of deflection.
  • the lever-shaped inertial masses 41, 42 interact with the circular disk 40.
  • the circular disk 40 has a projection 43, 44 on each of the two side faces, which is parallel to the The axis of rotation 45 of the circular disk 40 extends from the side surface of the circular disk 40 and thus serves as a driver.
  • the projections 43, 44 are arranged diametrically on the circular disk 40 and are located on different side surfaces of the circular disk 40, as is particularly the case in FIG Figure 10 is recognizable.
  • the circular disk 40 is arranged between the two inertial masses 41, 42 on the axis of rotation 45, the inertial masses 41, 42 being rotatable about the axis of rotation 45 relative to the circular disk 40.
  • the first projection 43 which serves as a driver, is arranged on the first side surface of the circular disk 40 and is associated with the first inertial mass 41 and, in the event of a deflection of the first inertial mass 41 from its rest position, cooperates with it.
  • the second projection 44 which is arranged on the second side face of the circular disk 40 and serves as a driver, is assigned the second inertia mass 42 and, in the event of a deflection of the second inertia mass 42 from its rest position, cooperates with it.
  • Fig. 10 shows the mode of operation of the circular disk 40 in the event of a pulse from the outside, represented by the arrow 50.
  • the inertial mass 41 rotates the circular disk 40 counterclockwise. Accordingly, the recess on the circular disk 40 is also shifted and the locking lug 13 on the bell crank is blocked so that the bell crank 10 does not pivot into its actuating position can.
  • the rotation of the circular disk 40 takes place as a result of the interaction of the first inertial mass 41 with the first projection 43 serving as a driver on the front of the circular disk 40 as shown Figure 10 .
  • Fig. 11 shows the reverse case with a pulse from the inside according to arrow 51.
  • the second inertia mass 42 is effective and rotates the circular disk 40 such that the locking lug 13 is blocked by the circular disk 40 and the turning lever 10 in the actuation position is prevented.
  • the circular disk 40 is rotated in accordance with Figure 11 due to the interaction of the second inertia mass 42 with the second projection 44 serving as a driver on the back of the circular disk 40 as shown in FIG Figure 11 .
  • the circular disk 40 also acts as an accident lock, so that the bell crank 10 is also blocked in the event that no plastic deformation occurs and the bell crank 10 would not yet be blocked by a plastic deformation by the abutment 30 as previously explained.
  • the circular disk 40 which acts as a further accident barrier, becomes correspondingly effective due to the inertial masses 41, 42 both with an impulse from the outside, as shown in FIG Fig. 10 is shown, as well as with an impulse from the inside, as shown in Fig. 11 is shown and the bell crank 10 is blocked in its rest position, so that accidental opening of the motor vehicle door in the event of an accident is reliably prevented.

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Description

Die Erfindung betrifft eine Kraftfahrzeugtürgriffanordnung zur Betätigung einer Kraftfahrzeugtür, mit einem Umlenkhebel, der um eine Achse drehbar gelagert ist und der bei einer Drehung um die Achse von einer Ruheposition in eine Betätigungsposition mittelbar oder unmittelbar auf ein Kraftfahrzeugtürschloss einwirkt, um eine Freigabe des Schlosses zu bewirken und eine Öffnung der Kraftfahrzeugtür zu ermöglichen.The invention relates to a motor vehicle door handle arrangement for actuating a motor vehicle door, with a bellcrank which is rotatably mounted about an axis and which, when rotated around the axis, acts directly or indirectly on a motor vehicle door lock in order to release the lock and to enable opening of the motor vehicle door.

Derartige Kraftfahrzeugtürgriffanordnungen zur Betätigung einer Kraftfahrzeugtür sind bekannt. Problematisch bei den bekannten Anordnungen ist es, dass diese im Falle eines Unfalls aufgrund der einwirkenden Kräfte und der Trägheit einzelner Komponenten ungewollt von der Ruheposition in die Betätigungsposition gelangen können, so dass es bei einem Unfall passieren kann, dass das Türschloss entriegelt und die Tür geöffnet wird. Hierdurch besteht eine erhebliche Verletzungsgefahr für die Kraftfahrzeuginsassen.Such motor vehicle door handle arrangements for operating a motor vehicle door are known. The problem with the known arrangements is that, in the event of an accident, they can inadvertently move from the rest position into the actuating position due to the acting forces and the inertia of individual components, so that in an accident it can happen that the door lock unlocks and the door opens becomes. As a result, there is a considerable risk of injury to the motor vehicle occupants.

Aus der DE 102 60 900 A1 ist ein Türaußengriff für eine Schließeinrichtung mit einem an der Tür befestigten Gehäuseteil und einem Griffbügel, der in dem Gehäuseteil gelenkig gehalten ist und mit einem in dem Gehäuseteil gelagerten Schwenkarm zur Schlossbetätigung gekoppelt ist sowie mit einer Einrichtung zum Verhindern des Öffnens der Tür bei einem Seitenaufprall gegen die Tür bekannt, wobei die Einrichtung zum Verhindern des Öffnens der Tür eine Abtasteinrichtung aufweist, die eine Verformung der Tür detektiert und eine Einrichtung aktiviert, die eine Schwenkbewegung des Schwenkarms blockiert.From the DE 102 60 900 A1 is an outer door handle for a locking device with a housing part fastened to the door and a handle that is articulated in the housing part and is coupled to a pivot arm mounted in the housing part for actuating the lock and with a device for preventing the door from opening in the event of a side impact the door is known, the device for preventing the opening of the door having a scanning device which detects deformation of the door and activates a device which blocks a pivoting movement of the swivel arm.

Das Dokument US 2011/0095546 A1 umfasst eine Kraftfahrzeugtürgriffanordnung gemäß dem Oberbegriff des Anspruchs 1. Die Aufgabe der Erfindung ist es daher, eine Kraftfahrzeugtürgriffanordnung zur Betätigung einer Kraftfahrzeugtür derart weiterzubilden, dass diese eine verbesserte Sicherheit im Falle eines Unfalles des Kraftfahrzeuges aufweist. Diese Aufgabe wird erfindungsgemäß durch eine Kraftfahrzeugtürgriffanordnung gemäß Anspruch 1 gelöst. Vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen angegeben.The document US 2011/0095546 A1 comprises a motor vehicle door handle arrangement according to the preamble of claim 1. The object of the invention is therefore to develop a motor vehicle door handle arrangement for actuating a motor vehicle door in such a way that it has improved safety in the event of an accident of the motor vehicle. This object is achieved according to the invention by a motor vehicle door handle arrangement according to claim 1. Advantageous developments of the invention are specified in the subclaims.

Besonders vorteilhaft bei der Kraftfahrzeugtürgriffanordnung zur Betätigung einer Kraftfahrzeugtür, mit einem Umlenkhebel, der um eine Achse drehbar gelagert ist und der bei einer Drehung um die Achse von einer Ruheposition in eine Betätigungsposition mittelbar oder unmittelbar auf ein Kraftfahrzeugtürschloss einwirkt, um eine Freigabe des Schlosses zu bewirken und eine Öffnung der Kraftfahrzeugtür zu ermöglichen, ist es, dass die Kraftfahrzeugtürgriffanordnung ein Widerlager aufweist, welches nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung den Umlenkhebel blockiert.Particularly advantageous in the motor vehicle door handle arrangement for actuating a motor vehicle door, with a bellcrank which is rotatably mounted about an axis and which, when rotated about the axis, acts directly or indirectly on a motor vehicle door lock in order to release the lock and to enable an opening of the motor vehicle door, it is that the motor vehicle door handle arrangement has an abutment which blocks the bell crank after plastic deformation of the motor vehicle door handle arrangement.

Mit dem Begriff der Blockade des Umlenkhebels ist dabei gemeint, dass durch die Anordnung des Widerlagers nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung beispielsweise in Folge eines Unfalls des Kraftfahrzeuges ein Verdrehen des Umlenkhebels um seine Achse von der Ruheposition in die Betätigungsposition verhindert wird.The term blockage of the deflection lever means that the arrangement of the abutment after plastic deformation of the motor vehicle door handle arrangement, for example as a result of an accident in the motor vehicle, prevents the deflection lever from rotating about its axis from the rest position into the actuating position.

Dadurch, dass das Verdrehen des Umlenkhebels nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung durch das Widerlager verhindert wird, wird ein Verlagern des Umlenkhebels von seiner Ruheposition in seine Betätigungsposition verhindert. Hierdurch wird eine Freigabe des Türschlosses verhindert und ein versehentliches Aufspringen der Kraftfahrzeugtür im Falle eines Unfalles wird somit zuverlässig unterbunden. Hierdurch ist die Sicherheit der Kraftfahrzeuginsassen deutlich erhöht.Characterized in that the rotation of the bell crank is prevented by the abutment after a plastic deformation of the motor vehicle door handle arrangement, a displacement of the bell crank from its rest position to its actuating position is prevented. This prevents the door lock from being released and inadvertently prevents the motor vehicle door from accidentally opening in the event of an accident. This significantly increases the safety of the motor vehicle occupants.

Vorzugweise wird das Widerlager durch ein Karosserieteil und oder eine Scheibe, insbesondere Seitenscheibe eines Kraftfahrzeuges und oder ein Griffgehäuse der Kraftfahrzeugtürgriffanordnung gebildet.The abutment is preferably formed by a body part and or a pane, in particular a side pane of a motor vehicle and or a handle housing of the motor vehicle door handle arrangement.

Die Kraftfahrzeugtürgriffanordnung kann somit dergestalt ausgebildet sind, dass diese nach dem Einbau in eine Kraftfahrzeugtür selbst ein Widerlager beispielsweise durch das Griffgehäuse der Kraftfahrzeugtürgriffanordnung aufweist und oder derart positioniert wird, dass im Falle einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung das Widerlager durch ein Karosserieteil des Kraftfahrzeuges, in welcher die Kraftfahrzeugtürgriffanordnung eingebaut ist, in Eingriff kommt und als Blockierelement wirksam wird und den Umlenkhebel blockiert.The motor vehicle door handle arrangement can thus be designed such that after installation in a motor vehicle door itself it has an abutment, for example through the handle housing of the motor vehicle door handle arrangement, and or is positioned such that in the event of plastic deformation of the motor vehicle door handle arrangement, the abutment is caused by a body part of the motor vehicle in which the Motor vehicle door handle assembly is installed, comes into engagement and acts as a blocking element and blocks the bell crank.

Alternativ oder kumulativ kann das Widerlager durch eine Scheibe, insbesondere Seitenscheibe des Kraftfahrzeuges, in welches die Kraftfahrzeugtürgriffanordnung eingebaut ist, gebildet sein. Üblicherweise weisen Kraftfahrzeugtüren eine insbesondere versenkbare Seitenscheibe auf. Durch eine entsprechend gestaltete Kraftfahrzeugtürgriffanordnung kann diese derart positioniert werden, dass die Seitenscheibe und oder ein Karosserieteil der Kraftfahrzeugtür das Widerlager bildet, welches nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung als Blockierelement wirksam wird und den Umlenkhebel blockiert.Alternatively or cumulatively, the abutment can be formed by a pane, in particular a side pane of the motor vehicle, in which the motor vehicle door handle arrangement is installed. Motor vehicle doors usually have a side window that is in particular retractable. By means of a correspondingly designed motor vehicle door handle arrangement, it can be positioned such that the side window and or a body part of the motor vehicle door forms the abutment, which acts as a blocking element after plastic deformation of the motor vehicle door handle arrangement and blocks the bellcrank.

Dabei ist mit dem Begriff der Kraftfahrzeugtürgriffanordnung keine Beschränkung beispielsweise auf ein Kraftfahrzeugtürgriffgehäuse vorgenommen, sondern vielmehr ist mit diesem Begriff die Gesamtanordnung des Kraftfahrzeugtürgriffs in der Kraftfahrzeugtür gemeint, welche insbesondere ein als Widerlager dienendes Karosserieteil der Kraftfahrzeugtür und/oder eine als Widerlager dienende Scheibe, insbesondere eine versenkbare Scheibe des Kraftfahrzeuges, mit umfasst.The term of the motor vehicle door handle arrangement is not restricted, for example, to a motor vehicle door handle housing, but rather means the overall arrangement of the motor vehicle door handle in the motor vehicle door, which in particular comprises a body part of the motor vehicle door serving as an abutment and / or a pane serving as an abutment, in particular one retractable window of the motor vehicle, includes.

Vorzugsweise blockiert das Widerlager nach einer plastischen Verformung den Umlenkhebel derart, dass eine Drehung des Umlenkhebels um seine Drehachse in die Betätigungsposition unmöglich ist.After plastic deformation, the abutment preferably blocks the deflection lever such that rotation of the deflection lever about its axis of rotation into the actuating position is impossible.

In einer bevorzugten Ausführungsform weist der Umlenkhebel auf seinem Umfang zumindest einen Nocken und/oder zumindest eine Ausnehmung auf, der/die nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung mit dem Widerlager zusammenwirkt.In a preferred embodiment, the deflection lever has at least one cam and / or at least one recess on its circumference, which cooperates with the abutment after plastic deformation of the motor vehicle door handle arrangement.

Insbesondere kann der Umlenkhebel auf seinem Umfang zumindest einen Nocken aufweisen, der durch zumindest einen Umfangsabschnitt auf dem Umfang des Umlenkhebels mit einem vergrößerten Radius gebildet ist. Dementsprechend kann der Umlenkhebel dergestalt ausgestaltet sein, dass bei einer unbeschädigten Kraftfahrzeugtürgriffanordnung ein solcher Nocken um die Drehachse des Umlenkhebels herum während einer Drehung des Umlenkhebels an dem Widerlager vorbeischwenkt, wobei infolge einer plastischen Verformung der Abstand der Drehachse des Umlenkhebels zu dem Widerlager verkleinert wird und hierdurch eine Blockade des Umlenkhebels dadurch erfolgt, dass der Nocken auf dem Umfang des Umlenkhebels bei einem verkleinerten Abstand von Drehachse zum Widerlager gegen das Widerlager läuft und von diesem blockiert wird.In particular, the deflection lever can have at least one cam on its circumference, which is formed by at least one circumferential section on the circumference of the deflection lever with an enlarged radius. Accordingly, the bell crank can be configured such that, in the case of an undamaged motor vehicle door handle arrangement, such a cam swings past the abutment around the axis of rotation of the bell crank during rotation of the bell crank, the distance of the axis of rotation of the bell crank from the bell crank being reduced due to plastic deformation and thereby the deflection lever is blocked by the cam running on the circumference of the deflection lever at a reduced distance from the axis of rotation to the abutment against the abutment and being blocked by the latter.

Alternativ oder kumulativ kann der Umlenkhebel einen Nocken aufweisen, der durch zumindest eine Erhebung auf dem Umlenkhebel gebildet ist, die sich parallel zur Drehachse des Umlenkhebels erstreckt. Ein solcher sich auf dem Unlenkhebel in einer Richtung parallel zur Drehachse des Umlenkhebels erstreckende Nocken kann dann nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung mit einem entsprechenden Widerlager in Eingriff gebracht werden, indem der Nocken gegen das Widerlager läuft und hierdurch eine Drehung des Umlenkhebels blockiert wird.Alternatively or cumulatively, the deflection lever can have a cam which is formed by at least one elevation on the deflection lever which extends parallel to the axis of rotation of the deflection lever. Such a cam, which extends on the deflection lever in a direction parallel to the axis of rotation of the deflection lever, can then be brought into engagement with a corresponding abutment after plastic deformation of the motor vehicle door handle arrangement, by the cam running against the abutment and thereby blocking rotation of the deflection lever.

Vorzugsweise weist die Kraftfahrzeugtürgriffanordnung einen Handgriff auf, der von einer Ruheposition in eine Öffnungsposition verlagerbar ist, wobei ein an der Rückseite des Handgriffs angeordneter Griffhaken kinematisch mit dem Umlenkhebel gekoppelt ist und bei Verlagerung des Handgriffs in die Öffnungsposition eine Drehung des Umlenkhebels in dessen Betätigungsposition bewirkt.The motor vehicle door handle arrangement preferably has a handle which can be shifted from a rest position into an open position, a handle hook arranged on the rear of the handle being kinematically coupled to the bellcrank lever and, when the handle is shifted to the open position, causing the bellcrank lever to rotate into its actuating position.

Zur Öffnung der Kraftfahrzeugtür wird dementsprechend bei entriegeltem Kraftfahrzeugtürschloss der Handgriff seitens des Benutzers ergriffen und von einer Ruheposition in eine Öffnungsposition verlagert. Der Handgriff weist auf seiner Rückseite einen Griffhaken auf, der kinematisch mittelbar oder unmittelbar mit dem Umlenkhebel gekoppelt ist. Bei einer Verlagerung des Handgriffs von der Ruheposition in die Offnungsposition wird aufgrund der kinematischen Kopplung des Handgriffs mit dem Umlenkhebel eine Drehung des Umlenkhebels um dessen Drehachse herum von der Ruheposition in die Betätigungsposition des Umlenkhebels bewirkt, so dass bei entriegeltem Kraftfahrzeugtürschloss ein Öffnen der Kraftfahrzeugtür möglich ist. Vorzugsweise ist der Umlenkhebel und/oder ein Handgriff, welcher mit dem Umlenkhebel gekoppelt ist, in Richtung auf die Ruheposition federbelastet. Durch eine derartige Federbelastung von Umlenkhebel und/oder Handgriff ist gewährleistet, dass der Umlenkhebel und der Handgriff nach dem Loslassen durch einen Benutzer in die Ruheposition zurückverlagert werden, da der Umlenkhebel und der Handgriff mittelbar oder unmittelbar kinematisch gekoppelt sind.Accordingly, when the motor vehicle door lock is unlocked, the handle is gripped by the user to open the motor vehicle door and is shifted from a rest position into an open position. The handle has a handle hook on its back, which is kinematically coupled directly or indirectly to the bell crank. When the handle is shifted from the rest position to the open position, the kinematic coupling of the handle to the bell crank causes the bell crank to rotate about its axis of rotation from the rest position to the Activated position of the bell crank causes the motor vehicle door to open when the motor vehicle door lock is unlocked. The deflection lever and / or a handle, which is coupled to the deflection lever, is preferably spring-loaded in the direction of the rest position. Such a spring loading of the bellcrank and / or handle ensures that the bellcrank and the handle are moved back into the rest position after being released by a user, since the bellcrank and the handle are indirectly or directly kinematically coupled.

Vorzugsweise ist der Umlenkhebel über ein Schubgestänge und/oder ein Zuggestänge und/oder einen Seilzug mit dem Kraftfahrzeugtürschloss gekoppelt, wodurch bei einem nicht verriegelten Kraftfahrzeugtürschloss bei der Drehung des Umlenkhebels In seine Betätigungsposition das Öffnen des Kraftfahrzeugtürschlosses bewirkt wird.Preferably, the bell crank is coupled to the motor vehicle door lock via a push rod and / or a pull rod and / or a cable, whereby, when the motor vehicle door lock is not locked, the motor vehicle door lock is opened when the bell crank is rotated into its actuating position.

Erfindungsgemäß weist der Umlenkhebel zumindest ein Rastelement auf, welches bei Auftreten eines äußeren Impulses in Folge eines Seitenaufpralls mit einer Unfallsperre in Eingriff kommt und eine Verlagerung des Umlenkhebels und des Handgriffs von der Ruheposition in seine Betätigungsposition blockiert.According to the invention, the bellcrank has at least one latching element which, when an external impulse occurs as a result of a side impact, engages with an accident lock and blocks a displacement of the bellcrank and the handle from the rest position into its actuation position.

Durch die Anordnung einer derartigen Unfallsperre kann ein ungewünschtes Verlagern des Umlenkhebels in die Betätigungsposition verbunden mit einem unerwünschten Freigeben des nicht verriegelten Kraftfahrzeugtürschlosses im Falle eines Unfalles vermieden werden, auch wenn der Aufprall so gering ist, dass die Kraftfahrzeugtürgriffanordnung nicht plastisch verformt wird und das erfindungsgemäß vorgesehene Widerlager nicht in Eingriff kommt und somit der Umlenkhebel nicht durch das Widerlager blockiert würde. In diesem Fall kann eine derartige Unfallsperre in Folge des äußeren Impulses in Folge eines Aufpralls, insbesondere bei einem Seitenaufprall, in Eingriff kommen und eine Verlagerung des Umlenkhebels von der Ruheposition in seine Betätigungsposition blockieren.By arranging such an accident lock, an undesired shifting of the bell crank into the actuating position combined with an unwanted release of the unlocked motor vehicle door lock in the event of an accident can be avoided, even if the impact is so small that the motor vehicle door handle arrangement is not plastically deformed and that provided according to the invention Abutment does not come into engagement and thus the bell crank would not be blocked by the abutment. In this case, such an accident barrier as a result of the external impulse as a result of an impact, in particular in the event of a side impact, can come into engagement and one Block displacement of the bell crank from the rest position to its actuation position.

Dementsprechend sind die beweglichen Massen, etwaige Federkonstanten bei Anliegen einer Federlast und die Leichtgängigkeit der Gelenke der Kraftfahrzeugtürgriffanordnung und insbesondere der Unfallsperre so gewählt, dass bei Auftreten eines Impulses, beispielsweise in Folge eines Unfallgeschehens, die Unfallsperre so leichtgängig ist und eine entsprechende Trägheit aufweist, dass zunächst die Unfallsperre mit dem Rastelement an dem Umlenkhebel in Eingriff kommt und hierdurch den Umlenkhebel blockiert, bevor der Handgriff und der Umlenkhebel in Folge des Impulses aus der Ruheposition heraus verlagert werden könnten. Durch diese Unfallsicherung wird ein Öffnen der Tür aufgrund eines Aufpralls oder eines sonstigen Geschehens zuverlässig verhindert.Accordingly, the movable masses, any spring constants when a spring load is applied and the smoothness of the joints of the motor vehicle door handle arrangement and in particular the accident lock are selected so that when a pulse occurs, for example as a result of an accident, the accident lock is so smooth and has a corresponding inertia that first the accident lock comes into engagement with the locking element on the bell crank and thereby blocks the bell crank before the handle and bell crank could be shifted out of the rest position as a result of the pulse. This accident prevention system reliably prevents the door from opening due to an impact or other event.

Ein Ausführungsbeispiel der Erfindung ist in den Figuren dargestellt und wird nachfolgend erläutert. Es zeigen:

Fig. 1
eine perspektivische Ansicht eines Teils einer Kraftfahrzeugtürgriffanordnung in der Ruheposition;
Fig. 2
eine perspektivische Ansicht der Anordnung nach Fig. 1 mit einem in die Betätigungsposition verlagerten Handgriff;
Fig. 3
einen vergrößerten Ausschnitt der Seitenansicht der Kraftfahrzeugtürgriffanordnung nach Fig. 1 in der Ruheposition;
Fig. 4
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung in der Ruheposition nach einer plastischen Verformung;
Fig. 5
einen Ausschnitt der Ansicht der Rückseite der Kraftfahrzeugtürgriffanordnung nach Fig. 1 in der Ruheposition;
Fig. 6
eine perspektivische Ansicht eines vergrößerten Ausschnittes der Kraftfahrzeugtürgriffanordnung;
Fig. 7
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung mit nicht ausgelöster Unfallsperre in der Ruheposition;
Fig. 8
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung in einer Zwischenposition zwischen der Ruheposition und der Betätigungsposition mit nicht ausgelöster Unfallsperre;
Fig. 9
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung in der Betätigungsposition mit nicht ausgelöster Unfallsperre;
Fig. 10
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung mit ausgelöster Unfallsperre bei einem Impuls von der Außenseite;
Fig. 11
einen vergrößerten Ausschnitt der Kraftfahrzeugtürgriffanordnung mit ausgelöster Unfallsperre bei einem Impuls von der Innenseite.
An embodiment of the invention is shown in the figures and is explained below. Show it:
Fig. 1
a perspective view of part of a motor vehicle door handle assembly in the rest position;
Fig. 2
a perspective view of the arrangement Fig. 1 with a handle shifted into the operating position;
Fig. 3
an enlarged section of the side view of the motor vehicle door handle assembly Fig. 1 in the rest position;
Fig. 4
an enlarged section of the motor vehicle door handle arrangement in the rest position after a plastic deformation;
Fig. 5
a section of the view of the rear of the motor vehicle door handle assembly Fig. 1 in the rest position;
Fig. 6
a perspective view of an enlarged section of the motor vehicle door handle assembly;
Fig. 7
an enlarged section of the motor vehicle door handle arrangement with the accident lock not triggered in the rest position;
Fig. 8
an enlarged section of the motor vehicle door handle arrangement in an intermediate position between the rest position and the actuating position with the accident lock not triggered;
Fig. 9
an enlarged section of the motor vehicle door handle arrangement in the actuating position with the accident lock not triggered;
Fig. 10
an enlarged section of the motor vehicle door handle arrangement with triggered accident lock in the event of a pulse from the outside;
Fig. 11
an enlarged section of the motor vehicle door handle assembly with triggered accident lock on a pulse from the inside.

In den Figuren 1 und 2 ist eine perspektivische Ansicht eines Teils einer Kraftfahrzeugtürgriffanordnung zur Betätigung einer Kraftfahrzeugtür dargestellt. Fig. 1 zeigt die Anordnung in der Ruheposition während Fig. 2 die Anordnung in der Betätigungsposition zeigt, in welcher der Umlenkhebel 10 von der Ruheposition gemäß Fig. 1 in die Betätigungsposition gemäß Fig. 2 durch Drehung um seine Drehachse 11 verlagert ist. Gleichzeitig ist der Handgriff 20, der mit dem Umlenkhebel 10 kinematisch gekoppelt ist, ebenfalls in Fig. 1 in der Ruheposition, während der Handgriff 20 in Fig. 2 durch eine Drehung um seine Drehachse 23 in die Betätigungsposition zur Öffnung der nicht dargestellten Kraftfahrzeugtür verlagert ist.In the Figures 1 and 2nd a perspective view of part of a motor vehicle door handle arrangement for actuating a motor vehicle door is shown. Fig. 1 shows the arrangement in the rest position during Fig. 2 the arrangement in the operating position shows in which the bell crank 10 according to the rest position Fig. 1 in the operating position according to Fig. 2 is displaced by rotation about its axis of rotation 11. At the same time, the handle 20, which is kinematically coupled to the bell crank 10, is also in Fig. 1 in the rest position, while the handle 20 in Fig. 2 by a rotation about its axis of rotation 23 in the actuating position for opening the motor vehicle door, not shown.

Der Umlenkhebel 10 ist durch die in entsprechende Aufnahmen an dem Umlenkhebel 10 eingreifende Achsstummel 22 mit dem Ende des Dorns 21 am Handgriff 20 kinematisch gekoppelt. Das bedeutet, dass durch eine Verlagerung des Handgriffs 20 von der Ruheposition gemäß Fig. 1 in die Betätigungsposition gemäß Fig. 2 über die kinematische Kopplung gleichzeitig der Umlenkhebel 10 um seine Drehachse 11 herum von der Ruheposition gemäß Fig. 1 in die Betätigungsposition gemäß Fig. 2 verlagert wird.The bell crank 10 is kinematically coupled to the end of the mandrel 21 on the handle 20 by the axle stub 22 which engages in corresponding receptacles on the bell crank 10. This means that by moving the handle 20 from the rest position according to Fig. 1 in the Operating position according to Fig. 2 Via the kinematic coupling, the bell crank 10 simultaneously around its axis of rotation 11 from the rest position according to Fig. 1 in the operating position according to Fig. 2 is shifted.

Der Umlenkhebel 10 ist über einen nicht dargestellten Bowdenzug mit einem nicht dargestellten Türschloss einer Kraftfahrzeugtür verbunden. Bei der Verlagerung des Umlenkhebels 10 durch Drehung um seine Drehachse 11 in die Betätigungsposition gemäß Fig. 2 wird bei nicht abgeschlossenem Türschloss die Freigabe des Schlosses bewirkt und die Öffnung der nicht dargestellten Kraftfahrzeugtür ermöglicht.The bell crank 10 is connected via a Bowden cable, not shown, to a door lock, not shown, of a motor vehicle door. When the bell crank 10 is shifted by rotation about its axis of rotation 11 into the actuating position according to FIG Fig. 2 If the door lock is not locked, the release of the lock is effected and the motor vehicle door (not shown) can be opened.

Der Handgriff 20 ist seinerseits um seine Drehachse 23 herum drehbar in einem nicht dargestellten Griffgehäuse gelagertThe handle 20 is in turn mounted rotatably about its axis of rotation 23 in a handle housing, not shown

Deutlich erkennbar in den Figuren 1 und 2 ist ein Nocken 12 am Umlenkhebel 10, dessen Zusammenwirken mit einem Widerlager anhand der Figuren 3 und 4 erläutert wird.Clearly recognizable in the Figures 1 and 2nd is a cam 12 on the bell crank 10, the interaction of which with an abutment based on the Figures 3 and 4th is explained.

Fig. 3 zeigt eine Seitenansicht des Bereiches des Umlenkhebels in vergrößerter Darstellung in der Ruheposition des Umlenkhebels 10. Fig. 3 shows a side view of the area of the bell crank in an enlarged view in the rest position of the bell crank 10.

Ferner ist in Fig. 3 eingezeichnet ein Abschnitt des Widerlagers 30. Bei der Darstellung in Fig. 3 ist die Kraftfahrzeugtürgriffanordnung nicht in Folge eines Unfalles plastisch verformt, so dass der Nocken 12 des Umlenkhebels 10 bei einer Drehung des Umlenkhebels 10 um seine Drehachse 11 in die Betätigungsposition wie durch den Pfeil 31 angedeutet an dem Widerlager 30 vorbeischwenken kann. Dieses Verschwenken des Umlenkhebels 10 um seine Drehachse 11 erfolgt durch eine entsprechende Betätigung des Handgriffs 20, der über die am Dorn 21 angeordneten Zapfen 22 in entsprechende Aufnahmen am Umlenkhebel 10 eingreift und den Umlenkhebel 10 um seine Drehachse 11 wie durch den Pfeil 31 angedeutet gegen den Uhrzeigersinn verdreht, wenn der Handgriff 20 in seine Betätigungsposition verlagert wird. Bei nicht plastisch verformter Kraftfahrzeugtürgriffanordnung gemäß Fig. 3 schwenkt der Nocken 12 des Umlenkhebels 10 frei an der als Widerlager dienenden versenkbaren Seitenscheibe 30 des Kraftfahrzeuges vorbei.Furthermore, in Fig. 3 drawn a section of the abutment 30. In the representation in Fig. 3 the motor vehicle door handle arrangement is not plastically deformed as a result of an accident, so that the cam 12 of the bell crank 10 can pivot past the abutment 30 when the bell crank 10 is rotated about its axis of rotation 11 into the actuating position as indicated by arrow 31. This pivoting of the bell crank 10 about its axis of rotation 11 takes place by corresponding actuation of the handle 20, which engages in corresponding receptacles on the bell crank 10 via the pins 22 arranged on the mandrel 21 and the bell crank 10 about its axis of rotation 11 as indicated by the arrow 31 against the Turned clockwise when the handle 20 is moved to its operating position. In the case of a non-plastically deformed motor vehicle door handle arrangement according to Fig. 3 the cam swings 12 of the bell crank 10 past the lowerable side window 30 of the motor vehicle serving as an abutment.

Die Wirkungsweise des Widerlagers 30 wird deutlich in Fig. 4, in der ein vergrößerter Ausschnitt des Bereichs des Umlenkhebels 10 nach einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung in Folge eines Unfallgeschehens dargestellt ist.The operation of the abutment 30 is clearly shown in Fig. 4 , in which an enlarged section of the area of the bell crank 10 after a plastic deformation of the motor vehicle door handle arrangement as a result of an accident is shown.

In Folge des Unfallgeschehens ist aufgrund einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung wie in Fig. 4 dargestellt der Abstand der Drehachse 11 des Umlenkhebels 10 zum Widerlager 30 verkleinert. Hierdurch dient das Widerlager 30 als Blockierelement gegenüber dem Nocken 12 des Umlenkhebels 10, sodass ein Verdrehen des Umlenkhebels 10 in die Betätigungsposition um die Drehachse 11 herum aufgrund des Zusammenwirkens von Widerlager 30 und Nocken 12 des Umlenkhebels 10 nicht mehr möglich ist. Nach dem Eintreten einer plastischen Verformung der Kraftfahrzeugtürgriffanordnung kann der Nocken 12 an dem Umlenkhebel 10 nicht mehr an dem Widerlager 30 vorbeischwenken, sodass der Umlenkhebel 10 hierdurch In seiner Ruheposition entsprechend Fig. 1 blockiert wird.As a result of the accident, due to a plastic deformation of the motor vehicle door handle arrangement as in Fig. 4 shown the distance of the axis of rotation 11 of the bell crank 10 to the abutment 30 is reduced. As a result, the abutment 30 serves as a blocking element with respect to the cam 12 of the bell crank 10, so that turning the bell crank 10 into the actuating position about the axis of rotation 11 is no longer possible due to the interaction of abutment 30 and cam 12 of the bell crank 10. After a plastic deformation of the motor vehicle door handle arrangement has occurred, the cam 12 can no longer pivot past the deflection lever 10 past the abutment 30, so that the deflection lever 10 accordingly corresponds to its rest position Fig. 1 is blocked.

Dadurch, dass das Widerlager 30 nach einer plastischen Verformung wie in Fig. 4 dargestellt den Nocken 12 und damit den Umlenkhebel 10 blockiert, wird es verhindert, dass die Kraftfahrzeugtür ungewollt in Folge des Unfallgeschehens aufspringen kann, da der Umlenkhebel 10 in seiner Ruheposition durch das Widerlager 30 blockiert wird und hierdurch ein Verdrehen des Umlenkhebels 10 um die Drehachse 11 herum in seine Betätigungsposition verhindert wird.The fact that the abutment 30 after a plastic deformation as in Fig. 4 the cam 12 and thus the bell crank 10 is blocked, it is prevented that the motor vehicle door can open unintentionally as a result of the accident, since the bell crank 10 is blocked in its rest position by the abutment 30 and thereby turning the bell crank 10 about the axis of rotation 11 around its operating position is prevented.

In dem dargestellten Ausführungsbeispiel dient eine versenkbare Seitenscheibe des Kraftfahrzeuges in der Kraftfahrzeugtür, in welcher die Kraftfahrzeugtürgriffanordnung eingebaut, ist als Widerlager 30.In the exemplary embodiment shown, a retractable side window of the motor vehicle in the motor vehicle door, in which the motor vehicle door handle arrangement is installed, serves as an abutment 30.

Fig. 5 zeigt eine perspektivische Ansicht der Rückansicht der Kraftfahrzeugtürgriffanordnung mit dem Handgriff 20 und dem Umlenkhebel 10. Fig. 5 shows a perspective view of the rear view of the motor vehicle door handle arrangement with the handle 20 and the bell crank 10.

Über die am Dorn 21 des Handgriffs 20 angeordneten Zapfen 22 ist der Umlenkhebel 10 kinematisch mit dem Handgriff gekoppelt.The bell crank 10 is kinematically coupled to the handle via the pins 22 arranged on the mandrel 21 of the handle 20.

In der Ansicht gemäß Fig. 5 ist ferner zu erkennen eine zweite Unfallsperre 40, die durch eine zwei Ausnehmungen aufweisende Kreisscheibe 40 gebildet ist, deren Funktionsweise anhand der weiteren Figuren erläutert wird. Ferner ist auf der Rückseite des Umlenkhebels 10 in der Darstellung gemäß Fig. 5 eine Rastnase 13 erkennbar, die mit der Kreisscheibe 40 zusammenwirkt und deren Wirkungsweise nachfolgend erläutert wird.According to the view Fig. 5 can also be seen a second accident lock 40, which is formed by a circular disc 40 having two recesses, the operation of which is explained with reference to the other figures. Furthermore, on the back of the bell crank 10 in the illustration according to Fig. 5 a locking lug 13 can be seen, which interacts with the circular disk 40 and whose mode of operation is explained below.

Fig. 6 zeigt einen vergrößerten Ausschnitt einer perspektivischen Ansicht mit der an dem Umlenkhebel 10 angeordneten Rastnase 13 und der eine Ausnehmung aufweisenden Kreisscheibe 40, die als weitere Unfallsperre dient. Fig. 6 shows an enlarged detail of a perspective view with the locking lug 13 arranged on the deflection lever 10 and the circular disk 40 having a recess, which serves as a further accident barrier.

In den Figuren 7, 8 und 9 ist die Anordnung in einer vergrößerten Seitenansicht dargestellt. Dabei ist erkennbar, wie der Umlenkhebel 10 mit der daran angeordneten Rastnase 13 von der Ruheposition gemäß Fig. 7 über eine Zwischenposition gemäß Fig. 8 in die Betätigungsposition gemäß Fig. 9 verlagert wird und dabei die Rastnase 13 des Umlenkhebels 10 in eine entsprechende Ausnehmung an der als Unfallsperre dienenden Kreisscheibe 40 hinein gleitet. Die Ausnehmung an der Kreisscheibe 40 ist dementsprechend positioniert, dass die Rastnase 13 ungehindert hinein gleiten kann bei einer Verlagerung von der Ruheposition gemäß Fig. 7 über die in Fig. 8 dargestellte Zwischenposition in die Betätigungsposition des Umlenkhebels 10 gemäß Fig. 9 zur Öffnung des Türschlosses. In den Figuren 10 und 11 ist dargestellt die Arbeitsweise der als weitere Unfallsperre dienenden Kreisscheibe 40, die mit entsprechenden Trägheitsmassen 41, 42 gekoppelt ist. Die Kreisscheibe 40 weist zwei diametral gegenüberliegende Ausnehmungen und damit eine symmetrische Gestaltung auf, sodass die Anordnung auf beiden Seiten eines Kraftfahrzeuges Verwendung finden kann.In the Figures 7 , 8th and 9 the arrangement is shown in an enlarged side view. It can be seen how the bell crank 10 with the detent 13 arranged thereon according to the rest position Fig. 7 via an intermediate position according to Fig. 8 in the operating position according to Fig. 9 is shifted and thereby the locking lug 13 of the bell crank 10 slides into a corresponding recess on the circular disk 40 serving as an accident lock. The recess on the circular disk 40 is accordingly positioned such that the latching lug 13 can slide in unhindered in the event of a shift from the rest position Fig. 7 about the in Fig. 8 Intermediate position shown in the operating position of the lever 10 according to Fig. 9 to open the door lock. In the Figures 10 and 11 the mode of operation of the circular disk 40 serving as a further accident barrier, which is coupled to corresponding inertial masses 41, 42, is shown. The circular disk 40 has two diametrically opposite recesses and thus a symmetrical design, so that the arrangement can be used on both sides of a motor vehicle.

Es sind zwei Trägheitsmassen 41, 42 angeordnet, die an Hebeln angeordnet sind. Die Hebel der Trägheitsmassen 41, 42 sind auf derselben Achse drehbar gelagert, um welche die Kreisscheibe 40 drehbar ist. Die die Trägheitsmassen 41, 42 tragenden Hebel sind gegenüber der Kreisscheibe 40 frei drehbar, sodass diese durch etwaige äußere Impulse, wie sie bei einem Unfallgeschehen auftreten, ausgelenkt werden, d.h. um die mit der Kreisscheibe 40 gemeinsame Achse 45 drehbar sind.There are two inertial masses 41, 42 which are arranged on levers. The levers of the inertial masses 41, 42 are rotatably mounted on the same axis about which the circular disk 40 can be rotated. The inertial masses 41, 42 carrying levers are freely rotatable with respect to the circular disk 40, so that these are deflected by any external impulses, such as those that occur in the event of an accident, ie can be rotated about the axis 45 common to the circular disk 40.

Die Kreisscheibe 40 ist wie erläutert scheibenförmig ausgebildet und weist zwei diametral gegenüberliegende Ausnehmungen auf. Die Ausnehmung ist radial nach außen verlaufend in der Kreisscheibe 40 angeordnet und derart positioniert, dass die Rastnase 13 in die Ausnehmung in der Kreisscheibe 40 in der Ruheposition der Kreisscheibe 40 einschwenken kann und somit eine Bewegung des Umlenkhebels 10 zur Öffnung der Kraftfahrzeugtür möglich ist. Die Anordnung zwei diametral gegenüberliegender Ausnehmungen auf dem Umfang der Kreisscheibe 40 dient der Verwendbarkeit der Unfallsperre auf beiden Fahrzeugseiten.As explained, the circular disk 40 is disk-shaped and has two diametrically opposite recesses. The recess is arranged to extend radially outward in the circular disk 40 and is positioned such that the latching lug 13 can pivot into the recess in the circular disk 40 in the rest position of the circular disk 40 and thus a movement of the bell crank 10 to open the motor vehicle door is possible. The arrangement of two diametrically opposed recesses on the circumference of the circular disk 40 serves to use the accident lock on both sides of the vehicle.

Ein Verdrehen der Kreisscheibe 40 aus der Ruheposition gemäß den Figuren 5 bis 9 heraus bewirkt ein Blockieren der Rastnase 13 und damit ein Blockieren des Umlenkhebels 10.A rotation of the circular disc 40 from the rest position according to the Figures 5 to 9 this causes the locking lug 13 to be blocked and thus the bell crank 10 to be blocked.

Die Unfallsperre weist des Weiteren eine erste Trägheitsmasse 41 und eine zweite Trägheitsmasse 42 auf. Diese Trägheitsmassen 41, 42 sind jeweils an einem Hebelarm angeordnet, die drehbar an der Drehachse 45 gelagert und relativ zur Kreisscheibe 40 verdrehbar sind.The accident barrier also has a first inertia mass 41 and a second inertia mass 42. These inertial masses 41, 42 are each arranged on a lever arm, which are rotatably mounted on the axis of rotation 45 and can be rotated relative to the circular disk 40.

Die hebelförmig ausgebildeten Trägheitsmassen 41, 42 weisen jeweils einen Schwerpunkt auf, der zur Drehachse 45 versetzt angeordnet ist, so dass die Trägheitsmassen 41, 42 sich bei Einwirkung einer Beschleunigungskraft (beispielsweise infolge eines Seitenaufpralls in Richtung des Fahrzeuginnenraumes) aus ihrer Grundposition, die in den Figuren 5 bis 9 gezeigt ist, heraus in eine Auslenkungsrichtung bewegen können.The lever-shaped inertial masses 41, 42 each have a center of gravity, which is arranged offset to the axis of rotation 45, so that the inertial masses 41, 42 move out of their basic position when in the action of an acceleration force (for example as a result of a side impact in the direction of the vehicle interior) Figures 5 to 9 is shown, can move out in a direction of deflection.

Die hebelförmigen Trägheitsmassen 41, 42 wirken mit der Kreisscheibe 40 zusammen. Zu diesem Zweck weist die Kreisscheibe 40 auf jeder der beiden Seitenflächen jeweils einen Vorsprung 43, 44 auf, der sich parallel zur Drehachse 45 der Kreisscheibe 40 von der Seitenfläche der Kreisscheibe 40 erstreckt und somit als Mitnehmer dient. Die Vorsprünge 43, 44 sind diametral an der Kreisscheibe 40 angeordnet und befinden sich auf unterschiedlichen Seitenflächen der Kreisscheibe 40, wie dies insbesondere in Figur 10 erkennbar ist.The lever-shaped inertial masses 41, 42 interact with the circular disk 40. For this purpose, the circular disk 40 has a projection 43, 44 on each of the two side faces, which is parallel to the The axis of rotation 45 of the circular disk 40 extends from the side surface of the circular disk 40 and thus serves as a driver. The projections 43, 44 are arranged diametrically on the circular disk 40 and are located on different side surfaces of the circular disk 40, as is particularly the case in FIG Figure 10 is recognizable.

Die Kreisscheibe 40 ist zwischen den beiden Trägheitsmassen 41, 42 auf der Drehachse 45 angeordnet, wobei die Trägheitsmassen 41, 42 relativ zu der Kreisscheibe 40 um die Drehachse 45 herum drehbar sind.The circular disk 40 is arranged between the two inertial masses 41, 42 on the axis of rotation 45, the inertial masses 41, 42 being rotatable about the axis of rotation 45 relative to the circular disk 40.

Somit ist dem auf der ersten Seitenfläche der Kreisscheibe 40 angeordnete erste Vorsprung 43, der als Mitnehmer dient, die erste Trägheitsmasse 41 zugeordnet und wirkt im Fall einer Auslenkung der ersten Trägheitsmasse 41 aus ihrer Ruheposition mit dieser zusammen.The first projection 43, which serves as a driver, is arranged on the first side surface of the circular disk 40 and is associated with the first inertial mass 41 and, in the event of a deflection of the first inertial mass 41 from its rest position, cooperates with it.

Umgekehrt ist dem auf der zweiten Seitenfläche der Kreisscheibe 40 angeordnete zweite Vorsprung 44, der als Mitnehmer dient, die zweite Trägheitsmasse 42 zugeordnet und wirkt im Fall einer Auslenkung der zweiten Trägheitsmasse 42 aus ihrer Ruheposition mit dieser zusammen.Conversely, the second projection 44, which is arranged on the second side face of the circular disk 40 and serves as a driver, is assigned the second inertia mass 42 and, in the event of a deflection of the second inertia mass 42 from its rest position, cooperates with it.

Wenn nun eine der beiden Trägheitsmassen 41, 42 infolge seiner Massenträgheit ausgelenkt wird, drückt es gegen den ihm zugeordneten Vorsprung 43, 44, der versetzt zur Drehachse 45 auf der entsprechenden Seitenfläche ausgebildet ist, und dreht damit die Kreisscheibe 40 aus ihrer Ruheposition um die Drehachse 45. Die als Sperrkörper dienende Kreisscheibe 40 wird von einem mechanischen Rückstellelement, in dem dargestellten Ausführungsbeispiel in Form einer Feder 46 in die Ruheposition gedrängt.If one of the two inertial masses 41, 42 is deflected due to its inertia, it presses against the projection 43, 44 assigned to it, which is offset from the axis of rotation 45 on the corresponding side surface, and thus rotates the circular disk 40 from its rest position about the axis of rotation 45. The circular disk 40 serving as a blocking body is pushed into the rest position by a mechanical restoring element, in the exemplary embodiment shown in the form of a spring 46.

Fig. 10 zeigt die Wirkungsweise der Kreisscheibe 40 bei einem Impuls von der Außenseite dargestellt durch den Pfeil 50. In diesem Fall wird durch die Trägheit der Trägheitsmasse 41 die Kreisscheibe 40 gegen den Uhrzeigersinn verdreht. Dementsprechend wird die Ausnehmung an der Kreisscheibe 40 ebenfalls verlagert und die Rastnase 13 an dem Umlenkhebel wird blockiert, so dass der Umlenkhebel 10 nicht in seine Betätigungsposition verschwenken kann. Das Verdrehen der Kreisscheibe 40 erfolgt infolge des Zusammenwirkens der ersten Trägheitsmasse 41 mit dem als Mitnehmer dienenden ersten Vorsprung 43 auf der Vorderseite der Kreisscheibe 40 gemäß der Darstellung nach Figur 10. Fig. 10 shows the mode of operation of the circular disk 40 in the event of a pulse from the outside, represented by the arrow 50. In this case, the inertial mass 41 rotates the circular disk 40 counterclockwise. Accordingly, the recess on the circular disk 40 is also shifted and the locking lug 13 on the bell crank is blocked so that the bell crank 10 does not pivot into its actuating position can. The rotation of the circular disk 40 takes place as a result of the interaction of the first inertial mass 41 with the first projection 43 serving as a driver on the front of the circular disk 40 as shown Figure 10 .

Fig. 11 zeigt den umgekehrten Fall bei einem Impuls von der Innenseite her entsprechend des Pfeils 51. In diesem Fall wird die zweite Trägheitsmasse 42 wirksam und verdreht die Kreisscheibe 40 dergestalt, dass wiederum die Rastnase 13 von der Kreisscheibe 40 blockiert wird und ein Verdrehen des Umlenkhebels 10 in die Betätigungsposition verhindert wird. Das Verdrehen der Kreisscheibe 40 erfolgt in diesem Fall gemäß Figur 11 infolge des Zusammenwirkens der zweiten Trägheitsmasse 42 mit dem als Mitnehmer dienenden zweiten Vorsprung 44 auf der Rückseite der Kreisscheibe 40 gemäß der Darstellung nach Figur 11. Fig. 11 shows the reverse case with a pulse from the inside according to arrow 51. In this case, the second inertia mass 42 is effective and rotates the circular disk 40 such that the locking lug 13 is blocked by the circular disk 40 and the turning lever 10 in the actuation position is prevented. In this case, the circular disk 40 is rotated in accordance with Figure 11 due to the interaction of the second inertia mass 42 with the second projection 44 serving as a driver on the back of the circular disk 40 as shown in FIG Figure 11 .

Dementsprechend wirkt die Kreisscheibe 40 ebenfalls als Unfallsperre, so dass der Umlenkhebel 10 auch in dem Fall blockiert wird, dass noch keine plastische Verformung eintritt und der Umlenkhebel 10 noch nicht über eine plastische Verformung durch das Widerlager 30 wie zuvor erläutert blockiert würde. In diesem Fall wird die als weitere Unfallsperre wirksame Kreisscheibe 40 aufgrund der Trägheitsmassen 41, 42 entsprechend wirksam sowohl bei einem Impuls von der Außenseite, wie dies in Fig. 10 dargestellt ist, als auch bei einem Impuls von der Innenseite, wie dies in Fig. 11 dargestellt ist und der Umlenkhebel 10 wird jeweils in seiner Ruheposition blockiert, so dass ein versehentliches Öffnen der Kraftfahrzeugtür im Falle eines Unfalls zuverlässig verhindert wird.Accordingly, the circular disk 40 also acts as an accident lock, so that the bell crank 10 is also blocked in the event that no plastic deformation occurs and the bell crank 10 would not yet be blocked by a plastic deformation by the abutment 30 as previously explained. In this case, the circular disk 40, which acts as a further accident barrier, becomes correspondingly effective due to the inertial masses 41, 42 both with an impulse from the outside, as shown in FIG Fig. 10 is shown, as well as with an impulse from the inside, as shown in Fig. 11 is shown and the bell crank 10 is blocked in its rest position, so that accidental opening of the motor vehicle door in the event of an accident is reliably prevented.

Claims (9)

  1. Motor vehicle door handle assembly for operating a motor vehicle door, with a deflection lever (10) which is mounted so as to be rotatable about an axis (11) and which, when rotated about the axis (11) from a rest position to an operating position, acts directly or indirectly on a motor vehicle door lock in order to cause the lock to be released and allow the motor vehicle door to be opened, the motor vehicle door handle assembly having an abutment (30), which blocks the deflection lever (10) after plastic deformation of the motor vehicle door handle arrangement, characterised in that the deflection lever (10) has at least one latching element (13) which, when an external force occurs as a result of an impact, engages with an accident lock (40) and blocks displacement of the deflection lever (10) from the rest position into its actuating position.
  2. Motor vehicle door handle assembly according to claim 1, characterised in that the abutment (30) is formed by a body part and/or a window of a motor vehicle and/or a handle housing of the motor vehicle door handle arrangement.
  3. Motor vehicle door handle assembly according to claim 1 or 2, characterised in that the abutment (30), after plastic deformation, blocks the deflection lever (10) in such a way that rotation of the deflection lever (10) about its axis of rotation (11) into the actuating position is impossible.
  4. Motor vehicle door handle assembly according to one of the previous claims, characterised in that the deflection lever (10) has at least one cam (12) and/or at least one recess on its circumference, which, after plastic deformation of the motor vehicle door handle assembly, engages with the abutment (30).
  5. Motor vehicle door handle assembly according to any of the previous claims, characterised in that the deflection lever (10) has at least one cam (12) on its periphery, said cam (12) being formed by at least one peripheral portion on the periphery of the deflection lever (10) with an enlarged radius.
  6. Motor vehicle door handle assembly according to any of the previous claims, characterised in that the deflection lever (10) has at least one cam, said cam being formed by at least one elevation on the deflection lever extending parallel to the axis of rotation (11) of the deflection lever (10).
  7. Motor vehicle door handle assembly according to one of the previous claims, characterised in that the assembly comprises a handle (20), which is displaceable from a home position to an opening position, wherein a handle hook (21) arranged on the rear side of the handle (20) is kinematically coupled to the deflection lever (10) and, when the handle (20) is shifted to the opening position, causes a rotation of the deflection lever (10) in its operating position.
  8. Motor vehicle door handle assembly according to any of the previous claims, characterised in that the deflection lever (10) and/or a handle (20) is/are spring-loaded in the direction towards the home position.
  9. Motor vehicle door handle assembly according to one of the previous claims, characterised in that the deflection lever (10) is coupled to the motor vehicle door lock via a push rod and/or a pull rod and/or a cable pull and thereby, when the motor vehicle door lock is not locked, causes the opening of the motor vehicle door lock upon rotation into its actuating position.
EP15002507.0A 2014-10-30 2015-08-24 Motor vehicle door handle assembly with accident securing Active EP3015629B1 (en)

Applications Claiming Priority (1)

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DE102014015949.3A DE102014015949A1 (en) 2014-10-30 2014-10-30 Motor vehicle door handle assembly with accident protection

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EP3015629A1 EP3015629A1 (en) 2016-05-04
EP3015629B1 true EP3015629B1 (en) 2020-06-03

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CN106320856A (en) * 2016-08-30 2017-01-11 丰业迪睦斯（芜湖）汽车部件有限公司 Reversing mechanism of automobile outer door handle support
DE102016223505A1 (en) 2016-11-28 2018-05-30 Volkswagen Aktiengesellschaft Door handle device for a door of a motor vehicle, door, motor vehicle
CN107217928A (en) * 2017-07-05 2017-09-29 广东顶固集创家居股份有限公司 One kind lock and its handle component, door, automobile
DE102017008519A1 (en) * 2017-09-09 2019-03-14 Daimler Ag Central locking device for a door lock with accident detection device
US10689887B2 (en) 2018-01-10 2020-06-23 Toyota Motor Engineering & Manufacturing North America, Inc. Door latch assemblies for vehicles including bell crank blocking structures
DE102018116325A1 (en) * 2018-07-05 2020-01-09 Kiekert Ag Lock for a motor vehicle
FR3090719B1 (en) * 2018-12-20 2021-01-22 Mgi Coutier Espana Mechanical winding opening control.
DE102019007824B4 (en) 2019-11-12 2023-06-07 Mercedes-Benz Group AG motor vehicle door

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DE102008062213A1 (en) * 2008-12-13 2010-06-17 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Door handle unit for motor vehicle, particularly passenger car, has bearing bracket and manually operated drawing grip which is mounted at bearing clamp in rotating manner
DE102008062214B4 (en) * 2008-12-13 2023-07-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft door handle device
FR2946077A1 (en) * 2009-05-26 2010-12-03 Peugeot Citroen Automobiles Sa Device for controlling opening of opening frame i.e. side door, of motor vehicle, has blocking unit for blocking movement of locking lever in event of lateral impact on opening frame, where unit has stop placed near movement path of lever
ITMI20102118A1 (en) * 2010-11-16 2012-05-16 Valeo Spa MOTOR VEHICLE HANDLE WITH AN INERTIAL LOCKING MASS OPERATED BY A COUNTERWEIGHT

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EP3015629A1 (en) 2016-05-04
CN105569468A (en) 2016-05-11
DE102014015949A1 (en) 2016-05-04
CN105569468B (en) 2020-06-19

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