Field

The present disclosure relates, in general, to a door handle assembly for a vehicle door. In particular, the present disclosure relates to a door handle assembly that is set flush to the door outer panel or skin for actuating an electrically operated door latch in an vehicle, which allows to operate the door latch mechanically in case of an emergency in which an electrical power supply of the door latch fails or is out.

Background

The following background information is provided solely to facilitate understanding of the present disclosure and should by no means be construed as an admitted prior art unless expressly designated as such.

US 10,006,229 B2 discloses a door handle arrangement for a motor vehicle. The door handle arrangement comprises: a carrier which can be fastened on the inside to a vehicle door, a handle which can be arranged on the outside of the vehicle door, a door latch which can be operated mechanically as well as electrically, and a sensor electronics for detecting an actuation of the handle, wherein a mechanical retaining element exerts a retaining force on one longitudinal end of the handle and holds the handle in an unpivoted position, wherein the sensor electronics, upon detection of an actuation with a force which is smaller than the retaining force, electrically opens the door while the handle remains in the unpivoted position, and wherein the handle upon actuation of the handle with a force which is greater than the retaining force, can be deflected in an emergency operating position to open the vehicle door mechanically.

This known assembly is still complex as it comprises a key operated lock cylinder that in case of an emergency needs to be unlocked in advance and which consumes mounting space. Moreover, the known assembly requires in case of an emergency opening at least two movement paths, one for the normal actuation of the door latch and a second one for the emergency opening of the door latch and respectively the vehicle door.

Flush door handles, i.e. door handles smoothly integrated into the overall design of the door by embedding the handle into the outer skin of the door when not used, are part of the quest to blend functional elements into the overall styling of a vehicle body. This even makes the design constraints in terms of complexity and required space worse. As “what moves out must move in”, any moveable door handle that in its non-use condition is disposed flush with the outer skin of the vehicle door conflicts with the space available inside the door. Flush handles restrict the door handle assembly package with respect to translational or rotational movements since flush handles depend on fully retracting the handle to a flush position with the outer panel or skin. Packaging the travel requirements of a sufficient hand access on top of clearance zones that need to be respected inside of the door to avoid clashes of interior components like the drop glass componentry, a regular micro-switch activation travel and a mechanical back-up travel for opening the latch will increase the width of the doors to an unacceptable dimension.

Moreover, future customer testing criteria like EURO NCAP will no longer accept to direct emergency personnel trying to access a crashed vehicle to a cable release for a door in the luggage area, for example, or to connect a slave battery to the vehicle in order to extend the door handles. Any vehicle equipped with electric door handles will not be given any special treatment compared to a vehicle with conventional door handles.

Summary

One aim of the present disclosure is to propose a technical solution by means of which an electrically operated vehicle door latch can still be opened mechanically by means of the door handle, in particular in an emergency situation in which the power supply of the door electric fails or is out. Desirably, the solution is easy to implement in terms of costs, space requirements, required modifications to the existing door handle concepts configured for the electrical actuation of a lock and unlock device for the door latch.

The aim may be achieved, in particular embodiments, defined with the features of the attached independent claims. Further exemplary implementations and further embodiments are defined in the respective dependent claims.

Here, features and details that are defined in connection with the door handle assembly according to the present disclosure are also, of course, valid in connection with the corresponding method for emergency opening a door latch and a corresponding electric vehicle comprising the door handle assembly and vice versa. For this reason, reciprocal reference is made with respect to the present disclosure of the individual aspects. The core concept of the present disclosure is a door handle assembly for a vehicle, in which in normal use electrically operated door latches can be opened mechanically, in case of an emergency because of temporary or permanent interruption, for example due to a damaged battery, of the electronic door latch operation. The gist of the here suggested solution resides in the insight to take the required emergency back-up function for a vehicle door out of the scope of daily use cases of the known door handle assemblies. The proposed emergency back-up door opening function can be reached only after breaking a dedicated stopper element with higher pull forces on the outer handle as in normal use. By the proposed set-up, clearance zones within the doors and durability requirements for the mechanical kinematics to the latch can be compromised to supply an activation of the mechanical back-up only when it is needed in emergency cases.

In effect, the present disclosure provides an one-time activation of a mechanical emergency unlocking function on a normally electrically operated outer door handle of a vehicle to safeguard that the door can be opened from the outside, for instance by rescue personnel, even without any supply of electrical energy, e.g. by a battery.

To this purpose, the door handle is configured for a normal actuation for actuating the electrical operation of the door latch. In a normal actuation position, the handle is maintained in said position by the stopper element which is designed to withstand a preset maximum actuation force that is normally not required for opening the vehicle door once the door latch is unlocked by electrical operation. In emergency, for a mechanical operation of the door latch, the door handle is configured for an emergency actuation movement immediately adjacent to the normal actuation position. The emergency actuation movement of the handle is designed just for the required mechanical opening operation of the door latch. To enable the door handle to perform the emergency actuation movement, the stopper element is particularly configured and designed to break off as soon as the preset emergency actuation force is applied to the handle.

The proposed solution can be easily implemented, does not require significant modifications of known door handle assemblies, and does not even require significant additional installation space; rather the proposed solution may even reduce the space required in know concepts that are more complex. Basically, the proposed door handle assembly can be used in any kind of vehicle door such as side doors, trunk lids and other kind of doors that are usually opened by pulling a corresponding door handle.

According to a first aspect, the here proposed door handle assembly for a vehicle comprises a mounting frame to be mounted on an inside of a door of the vehicle and a handle for opening the door. A first longitudinal end of the handle is pivotable outboard of the door outer panel or skin from the mounting frame out of a normal actuation position by a second longitudinal end of the handle being swivel-mounted to the mounting frame. Note, “outboard” designates the direction from the inside of the vehicle to the outside of the vehicle. In the normal actuation position the handle is positioned at and with respect to the door so that the handle can be grasped by the user for opening the door. That is to say, the user can apply a normal actuation force to the handle by which the door can also be moved for opening once an electrically operated door latch has been unlocked.

According to the present disclosure, there is at least one mechanical stopper element that is configured to retain the handle at the mounting frame in the normal actuation position.

The at least one stopper element may be attached to or be a part of the handle and/ or the mounting frame. This way, in the normal actuation position of the handle, the mounting frame and the handle cooperate via the at least one stopper element thereby retaining the handle in the normal actuation position. In this context, “retained in the normal actuation position” shall mean that the handle cannot be moved further outboard from the mounting frame and the door, respectively.

For example, the handle may comprise one of the at least one stopper element and the stopper element may engage with or abut at the mounting frame so that the stopper element can retain the handle from being moved out of the normal actuation position in the outboard direction. Alternatively, or additionally, the mounting frame may comprise one of the at least one stopper element and the stopper element may engage with or abut at the handle so that the stopper element can retain the handle from being moved out of the normal actuation position in the outboard direction.

According to the present disclosure, the handle is configured to be pivotable into an emergency actuation position by pulling at or loading the handle with an emergency actuation force that is directed outboard from the mounting frame and the outer door skin, respectively.

To allow the handle to be pivoted and/or moved out of the normal actuation position, the stopper element is configured to break away in a predetermined manner once the preset emergency actuation force is applied to the handle. To this end, the emergency actuation force is directed to pull at the handle and in a direction directed away, i.e. the outboard direction, from the mounting frame and the outer door skin, respectively. In other words, the emergency actuation force has to be a force greater than a preset maximum retaining force to break away the at least one stopper element in a predetermined manner. That is to say, the retaining force is the force that the mounting frame and the handle in their cooperation or interaction via the at least one stopper element can withstand to retain the handle in the normal actuation position.

The movement of the handle into the emergency actuation position is coupled to a door latch of the door and is used to mechanically operate the door latch for emergency opening. To this effect, the movement of the handle out of the normal actuation position into the emergency actuation is transformed in a corresponding movement of a mechanical actuation element of the door latch, which is otherwise operated electrically, e.g. by means of a corresponding electric drive or other suitable electric actuator.

In usual embodiments, but not limited to, the shape of the handle, when looking towards the handle mounted to the door of the vehicle, may be in general longitudinal. This provides a sufficient area for grasping the handle by an user’s hand from behind.

Regarding the handle, “longitudinal” basically means that the length dimension of the handle is greater than the height dimension of the visible shape; the depth dimension of the handle may be embedded into the outer skin of the door, when the handle is not in use, so that the outer surface of the handle is flush with the outer door panel or skin. Usually, the handle is mounted to the vehicle in an orientation in which the longitudinal direction of the handle basically conforms with the length direction of the vehicle; the length direction of the vehicle is understood as the normal driving direction of the vehicle.

In particular embodiments, the handle may be configured to be disposable to the outside of the door, from a rest position into the normal use position, i.e. the normal actuation position. For example, configurations in which the handle is embedded flush into the outer skin of the door, when not in use, may be considered as the rest position. In this configuration the vehicle door may have a grip recess in which the handle is disposed so that the handle even flush with the outer skin of the door may nevertheless be grasped by the user from behind. Alternatively, the handle may be disposed to the outside of the door when not in use, as well. Additionally, in the later configuration there may be an additional grip recess, as well.

Usually, in the normal use position, the handle may be configured to be grasped by the user from behind. In this context, “from behind” means that a surface of the handle to be contacted (i.e. grasped) by the fingers or fingertips of the user is directed into the direction of the vehicle’s outer door panel/skin or the mounting frame of the door handling assembly. In other words, the surface of the handle to which the actuation force by the user is mainly exerted is a rear side of the handle from the user’s point of view towards the door. That is to say, the handle is usually actuated from a space between the reverse side of the handle and the outer door skin.

In particular embodiments, for example, when the handle, in the rest position, is flush with the outer door skin, the handle may be moved from the rest position into the normal actuation position automatically or manually so that the user can grasp the handle.

The door latch usually may comprise a locking mechanism configured to be operated mechanically or electrically. In the present context, “to be operable mechanically” shall mean that the door latch is configured to be at least unlocked mechanically. Correspondingly, “to be operable electrically” shall mean the door latch is configured to be locked and unlocked via an electric drive or other suitable electric actuator, i.e. the control unit can send a corresponding control signal to an electric drive or other suitable electric actuator of the locking mechanism for locking and unlocking, respectively, the door latch.

The door handle assembly may further comprise a sensor electronics that is attached to or integrated in the handle or arranged nearby the handle, e.g. attached to or integrated in the mounting frame. The sensor electronics may be configured to detect that the handle is approached, touched, or at least actuated by the user. To this effect, the sensor electronics may employ one or more capacitive and/or inductive sensors and/or pressure sensors and/or resistive sensors for detecting being approached, touched, contacted by the fingers of the user. Further, in a smart and simple implementation, the sensor electronics may comprise at least one micro-switch that is actuated when pulling the handle in the normal actuation position.

In this case, the at least one micro-switch may be arranged between the handle and the mounting frame such that the actuation of the micro-switch may be achieved by at least a small micro-switch activation movement portion of the movement of the handle’s rest position into the normal actuation position. In this configuration, a small movement of about some degrees, such as of 2-3 degrees, e.g. 2.4-2.6 degrees, forming the end of the movement path from the handle’s rest position into the normal actuation position is associated with the actuation of the one or more micro-switches. Thus, when the end position of the at least one actuated micro-switch is reached the handle reached the normal actuation position.

Alternatively, or additionally, one of the at least one micro-switches may be attached to or integrated into the handle such that the micro-switch may be actuated simultaneously with the movement of the handle from the rest position into the normal actuation position or whilst the handle has already reached the normal actuation position. In this configuration, the small micro-switch activation movement of about some degrees, such as of 2-3 degrees, e.g. 2.4-2.6 degrees, is independent form the movement path from the handle’s rest position to the normal actuation position. Of course, the use of the at least one micro-switch as a sensor may be combined with any further sensor electronics mentioned before.

It is also possible that the sensor electronics detects the contact of the user’s hand with the handle and interprets the contact as normal actuation so that no movement of the handle for normal actuation is required. For example, as already discussed before, one or more micro-switches may be arranged and the rear side of the handle facing towards the door, which switches are actuated by the user when grasping the handle from behind. The same strategy is possible with any other kind of proximity or touch sensor.

The sensor electronics may be further coupled to the control unit that is operatively coupled to the door latch for locking and unlocking the door latch electrically. For example, the control unit may be configured to open the door latch electrically upon actuation of the handle in normal use of the door. In the present context, “normal use of the door handle assembly” shall mean all cases except an emergency situation in which the power supply, such as a battery or equivalent device for supplying electrical energy of the vehicle fails or is out. In such cases, the control unit as well as the electric drive or other suitable electric actuator of the locking mechanism are not working properly or out of power. Note, an event in which merely at least one of the control unit as well as the electric drive or other suitable electric actuator of the locking mechanism are not working properly or out of power, shall be understood as emergency situation, as well.

As said before, the control unit may be configured to unlock the door electrically once an actuation of the handle by the user is detected. That is to say, once the user grasps the handle from behind to open the door, the sensor electronics detects the actuation by the user and sends a corresponding signal to the control unit. As said above, the actuation by the user can be detected by one or more corresponding sensors, which may be a micro switch as well. The control unit, in turn, sends the required control signal to the electrical drive or other suitable electric actuator of the locking mechanism to unlock the door. The fore-going procedure is the normal use scenario of the door handle assembly.

Further, the control unit itself or any other unit may be configured to check whether the user is authorized to open the door. That is to say, the control unit may be further configured to only open the door electrically once an actuation of the handle by an authorized user is detected. That is to say, it has additionally been detected, checked or otherwise approved that the particular user is authorized to open the door. Alternatively, the vehicle may have a general door’s unlocked configuration in which the normal use scenario also works without requiring a particular authorization or check of the user trying to open the door. Thus, in the normal use scenarios, since the control unit of the door latch immediately unlocks the door latch once an actuation by the authorized user is detected, the handle will only be loaded by a force that moves the vehicle door from its closed position into any open position. Thus, in the normal actuation of the handle the user grasps the handle for opening the door thereby applying a normal actuation force to the handle. The normal actuation force is usually significantly lower than the emergency actuation force mentioned above. Note, once the door is unlocked as configured it is even not possible to apply a higher force such as the emergency actuation force to the handle since the unlocked door is moving in reaction to any force applied to the handle. Note, to prevent that the here proposed emergency unlocking system is misused by unauthorized persons, such as a thief, any mechanical activation of the door locking mechanism will not result in the door latch to open mechanically when the vehicle is actually locked. For example, when the vehicle is actually locked a mechanical coupling element from the outside door handle to the door latch, e.g. an element for transferring a mechanical activation movement from the handle to the door latch, is set to be always ineffective, i.e. the mechanical activation movement will not be transferred to the door locking mechanism, or set to be inactive, i.e. even though the movement will be transferred to the door locking mechanism it will not result in an opening operation of the door locking mechanism.

In case of an emergency, e.g. in case of an accident, for instance, the same electronics that is in control of emergency related equipment, such as the air bags and/or other emergency equipment for protecting the passengers, can be configured to set the mechanical coupling element effective or active. Thus, an actuation of the outside door handle can be transferred to the door latch to the effect that the here proposed mechanical backup door opening can be performed when the electrical opening of the door latch is not working any more.

In effect, the door latch may behave similar as on regular vehicles; when the outer door handle is pulled the door will stay shut if the car is actually locked. On the other hand, just like on regular vehicles today the door latches may be configured so that the door can always be opened from the inside, e.g. via a double pull at the inside door handle, even if the car is actually locked.

In the context of the present disclosure, an actuation force, i.e. the normal as well as the emergency actuation force, is in principle a force directed outboard or away from the mounting frame and the door, respectively. In other words, an actuation force is such that, at first, it intends to move the handle away from the door, thereby moving the door along its normal moving path. Consequently, if the handle itself should be designed to be moveable also in the normal actuation scenario, the handle is moveable in a way not conflicting with the movement path of the door when the door is opened. The door handle assembly may further comprise a transforming mechanism that is mechanically coupled to the handle, on one side, and to the door latch, on another side. The transforming mechanism is for transforming the pivotal or rotational emergency movement of the handle into a corresponding mechanical actuation movement required for opening the door latch mechanically when the handle is moved from the normal actuation position into the emergency actuation position. In practical implementations, the required actuation movement may be up to 25 mm for operation the door locking mechanism mechanically.

For example, the corresponding mechanical actuation movement may be the movement of the above-mentioned mechanical actuation element of the door latch which is otherwise operated electrically by means of a corresponding electrical drive or other suitable electric actuator. The door handle assembly may further comprise the mechanical coupling element for transferring the above discussed mechanical actuation movement that is generated by the transforming mechanism to the locking mechanism of the door latch.

For example, the mechanically coupling element may be one of a Bowden cable, a gear mechanics, a rod, a lever, an angle lever, and any other suitable coupling element as well as a combination of the fore-going coupling elements; for example, the coupling element may be a combination of a lever and a Bowden cable, or a combination of a rod and a Bowden cable, just to name two examples. That is to say, even though the term mechanically coupling element is here used in singular, it nevertheless may consist of more than one part respectively element. In any case, as proposed by the present disclosure, the handle is moveable between the normal actuation position and the emergency actuation position along an emergency actuation movement path. The emergency actuation movement path may be immediately subsequent to the activation path, if present.

In a first variant of the handle assembly, the handle is coupled to the mounting frame at both a first longitudinal end and a second longitudinal end of the handle. Just for better imagination, in this variant the handle may be a suitcase like handle. That is to say, in normal use, the handle is coupled to the mounting frame at both longitudinal ends thereof. That is why, the handle functions or looks like a suitcase handle mounted to the door. Also, in the first variant, the handle may have a rest position in which the handle is totally embedded into the outer skin of the door, i.e. the outer surface of the handle is flush with the outer skin of the door. In the first variant, the at least one stopper element may be arranged at the mounting frame adjacent to the first longitudinal end or may be arranged at the first longitudinal end. The second longitudinal end of the handle is configured to be pivotable about a virtual rotation axis. The virtual rotation axis is oriented such that the handle may, for the emergency actuation, rotate as described above.

In the present context, “virtual rotation axis” means that there is no mechanical rotation axis such as a shaft. The virtual rotation axis just defines the location or pivot about the rotation takes place. In principle, the virtual rotation axis needs not to be fixed to a particular position but may move during operation. For example, in a particular embodiment, the second longitudinal end of the handle may have a curved surface, e.g. concave or convex, which surface is directed towards a corresponding counter surface at the mounting frame. Both surfaces are configured for guiding a rotational movement of the handle about the virtual axis once both surfaces are in contact with each other. For example, in case of a concave surface at the second longitudinal end, the counter surface of the mounting frame may be convex. In case of a convex surface at the second longitudinal end, the counter surface of the mounting frame may be concave or even substantial flat. Of course, these example are only for illustration, there are numerous other ways to guide a rotation of two elements about a virtual axis which may be suitable as well. As mentioned above, in a normal use scenario of the first variant of the handle assembly, the handle may be moveable from a rest position into the normal actuation position along a translational activation path which defines a activation path distance.

In this context, “translational activation path” means the actuation path may be in general a linear movement which is usually substantial perpendicular to the mounting frame. The “activation path distance” may be about 2 cm to 6 cm, preferably about 3 cm to 5 cm, most preferably about 4 cm. This distance is directly related to the space, particularly depth, available or clearance zones to be respected in the direction towards the inside of the door.

In a proposed emergency use scenario of the first variant of the handle assembly, once the stopper element is broken away, the first longitudinal end of the handle becomes free and can be pivoted away from the mounting frame. By means of the interaction of the curved surface of the second longitudinal end of the handle and the corresponding counter surface of the mounting frame the handle is caused or guided to move into the emergency actuation position by pivoting the handle about the virtual axis. The rotational movement of the handle about the virtual axis defines an emergency activation angle b between the handle when positioned in the normal actuation position and the handle when positioned in the emergency actuation position. The emergency actuation angle b may be about 2 degrees to about 5 degrees, e.g. about 2.3 to 2.6 degrees, such as 2.4 degrees, between the handle positioned in the normal actuation position and the handle positioned in the emergency actuation position.

In a second variant of the door handle assembly, the handle may be a lever that is swivel- mounted to the mounting frame by means of one or more mechanical elements such as a rotation shaft or a hinge defining a pivot at the second longitudinal end of the handle. In this variant, the first longitudinal end of the handle is free; “free” means that this end is not fixed or coupled to the mounting frame or door. Thus, in the second variant, for better imagination, the handle is a lever handle. In the present context, “swivel mounted” shall mean that the handle is rotatably fixed at the mounting frame by means of the corresponding mechanical element defining the rotation axis about which the handle can be pivoted. In this case, the location of the rotation axis may be fixed with respect to the mounting frame ; but also, such fixed rotation axis may be configured to be moveable during operation in a certain extent as well. By being “swivel mounted” to the mounting frame, the first longitudinal end of the handle is movable away from the mounting frame at least from the actuation position into the emergency actuation position.

The rotation shaft may be a part of the mounting frame engaging the handle or a part of the handle engaging the mounting frame. Of course, the rotation shaft may be a sperate element engaging both of the mounting frame and the handle.

In a particular embodiment, the mounting frame may comprise the at least one stopper element at a location adjacent to the second longitudinal end of the handle. Alternatively, or additionally, the handle may comprise the at least one stopper element at the second longitudinal end of the handle. As a result, the second longitudinal end of the handle can be pivoted further about the axis of rotation defined by the rotation shaft once the stopper element is broken away. In a proposed normal use scenario of the second variant of the handle assembly, the handle may be moveable from a rest position into the normal actuation position along a rotational activation path which defines a normal actuation angle a which may be about 14 degrees to 19 degrees, e.g. about 13 to 15 degrees, such as 14 degrees, between the handle positioned in the rest position and the handle positioned in the normal actuation position.

In the proposed emergency use scenario of the second variant of the handle assembly, once the stopper element is broken away, the first longitudinal end of the handle can be moved further away from the mounting frame and the door, respectively, out of the normal actuation position into the emergency actuation position. The rotational movement of the handle from the normal actuation position into the emergency actuation position defines again an emergency actuation angle b between the handle positioned in the normal actuation position and the handle positioned in the emergency actuation. The emergency actuation angle b may be about 2 degrees to about 5 degrees, e.g. about 2.3 to 2.6 degrees, such as 2.4 degrees, between the handle positioned in the normal actuation position and the handle positioned in the emergency actuation position.

Additionally, as in the first variant, the handle may be moveable, when the door is locked, from a rest position into the normal actuation position so that the handle can be grasped by the user form behind for opening the door electrically. In the above said two variants of the door handle assembly, if the activation path is zero, the rest position corresponds to the normal actuation position. That is to say, in an emergency situation, the door may be opened within one step by moving the handle directly from the rest position into the emergency position.

As said before, in the normal actuation position, the stopper element is configured for generating the preset maximum retaining force by cooperation or interaction of the handle with the mounting frame via the stopper element. The retaining force is generated as a reactive force to the actuation force that is applied to the handle and is directed away from the mounting frame and door, respectively. According to the present disclosure, the preset maximum retaining force is defined by a correspondingly preset strength of the stopper element.

Further, the stopper element shall have at least one predetermined breaking point or breaking line. The at least one predetermined breaking point or breaking line may define a preset physical or structural weakness of the stopper element. The at least one predetermined breaking point or breaking line may be configured for presetting the preset maximum retaining force to be provided by the stopper element in the normal actuation position of the handle. In certain embodiments, the predetermined structural weakness of the stopper element may be integrated into the stopper element by means of the material used for the stopper element. The material of the stopper element may be selected in consideration of the dimension of the stopper element at the least one predetermined breaking point or breaking line, and vice versa or both. Alternatively, or additionally, the material of the stopper element may be selected in consideration of a predefined connection or interface between the stopper element and one of the handle and the mounting frame (i.e. at which the stopper element is attached to).

As discussed above, the at least one stopper element may be located at the handle or at the mounting frame. For ease of description, in the following it is assumed that there is one stopper element that is arranged at the handle, i.e. part of the handle or arranged at the handle. That is to say, the following concepts may be also applied to alternative or additional stopper elements that are arranged at the handle or at the mounting frame.

Generally, the stopper element may be made from the same or at least two different materials with respect to the entity into which the stopper element is integrated, i.e. according to the described exemplary concept the handle.

For example, the stopper element itself may be attached to the handle or to the mounting frame by means of a two components (2C) injection molding manufacturing process, or by means of an adhesive, or by an interlocking connection, or by over molding alternative material structures in the mounting frame or the handle. A second aspect of the present disclosure provides a method for emergency opening of a door latch of vehicle door, which is usually operated electrically, in a mechanical manner. According to the present disclosure, the method may comprise the following steps:

A retaining step of retaining the handle of the door in a normal actuation position by means of a stopper element that is configured to retain the handle in the normal actuation position by means of a preset maximum retaining force and to break off if loaded with an emergency actuation force which is greater than the preset maximum retaining force. In an emergency situation, a puLLing step of pulling at the handle with an actuation force that is greater than the preset maximum retaining force to break off the stopper element in a predetermined manner, e.g. at the above discussed at least one breaking point or line.

Then, a moving step of moving the handle by a rotational movement about a virtual rotational axis or rotation shaft located at one longitudinal end of the handle from the normal actuation position into an emergency actuation position. Simultaneously, transforming the rotational movement of the handle into a mechanical actuation movement and transferring the mechanical actuation movement to the door latch for mechanically unlocking the door latch. In the context, the method may further comprise, before the retaining step, moving the handle from a rest position into the normal actuation position for a normal actuating of the handle. Note, this activation path may serve to provide a particular feedback to the user when opening the door latch electrically or may be required to move a handle embedded flush into the door when not in use into a position in which the handle can be grasped by the user form behind.

According to the two variants of the handle assemblies, the movement of the handle from the rest position into the normal actuation position may be a translational movement or a rotational movement or a combination thereof.

A third aspect of the present disclosure provides an electrified or electric vehicle (EV) having a door handle assembly according to the first aspect of the present disclosure. Alternatively, or additionally, the EV may be configured for carrying out the method according to the second aspect of the present disclosure as illustrated before.

It has been found that the preset maximum retaining force may be suitable in the range of at least about 400 N up to 800 N, preferably about 500 N up to 700 N. In a particular embodiment, the preset maximum retaining force is set to 700 N. Imbedded in outer door handle technical specifications door handles are subject to a maximum applied force of 1000 N. This force is derived from maximum forces experienced when emergency personnel applies emergency forces to open doors mechanically.

The herein proposed door handle assembly for a vehicle door may be particularly useful in an electric vehicle which may be an automobile, but may, in principle, also be any other kind of vehicle, such as an aircraft, watercraft, or rail vehicle. Such electric vehicle may have an electric drive system only which is supplied with electrical energy by a corresponding power supply system that may be internal or external to the vehicle (e.g. in case of a rail vehicle). The vehicle may also be a hybrid vehicle that additionally has another types of drive or power supply, such as a conventional internal combustion engine or a fuel cell. The main point is that the vehicle comprises at least one door that is normally electrically operated for closing and opening by means of a door handle as the one proposed herein. Finally, yet importantly, the herein proposed door handle assembly may also be used in conventional motor vehicles which do not have an electric drive but also implement electrically operation of the door latches. Brief Description of the Drawing Figures

Other advantages, features, and details of the present disclosure arise from the following description, in which exemplary embodiments are described in detail with reference to drawings. The features described in the claims and in the description may be relevant to the present disclosure individually or in any combination. Likewise, the features mentioned above and below can each be used individually or collectively in any combination. Functionally similar or identical parts or components may be labelled with the same reference symbols. The terms “left”, “right”, “up,” and “down,” used in the description of the exemplary embodiments relate to the drawings in an orientation with the legends legible in the normal fashion or reference characters legible in the normal fashion. The embodiments shown and described are not to be taken as exhaustive but serve as examples for explaining the present disclosure. The detailed description is for the information of those of ordinary skill in the art, which is why known structures and methods are not shown or explained in detail in the description, to avoid complicating the understanding of the present description.

Fig. 1 shows in an exemplary manner a vehicle in the form of a passenger car, which may be an EV according to the third aspect.

Fig. 2 illustrates in a simplified way the general components of an electrically operated door lock and unlock system for a door latch comprising the door handle assembly of the first aspect.

Figs. 3-5 describe a first implementation of the herein proposed door handle assembly according to the second aspect.

Fig. 6-8 describe a second implementation of the herein proposed door handle assembly according to the second aspect. Fig. 9 12 illustrate particular implementations of the herein proposed stopper element useful in the first and second implementation shown in Figures 3-8.

Fig. 13 is a flow chart illustrating an implementation of the method according to the second aspect for emergency opening of a door latch of a vehicle door.

Detailed Description of exemplary embodiments

Fig. 1 shows in an exemplary manner a vehicle 10 in the form of a passenger car. The vehicle 10 has four doors 12, two of which are visible in Fig. 1. The vehicle 10 further comprises usual components such as wheels 16 (two are shown in Fig. 1), head lights 17, vehicle front 18, tail lights 19, a hood 20, rear window 21, outside mirrors 22, side windows 24, roof 26, and vehicle rear 28, wind screen (front window) 29 and etc.

Each of the doors 12 can be opened by means of a handle 14. The doors 12 can be locked by means of respective door latches 9 (not shown in Fig. 1 but illustrated and depicted in Fig. 2). In normal use, the door latches can be electrically operated for unlocking from the outside by actuating the corresponding handle 14 of the corresponding door 12 to be opened. Such a normal actuation of the door handle 14 may comprise an actuation movement of the handle 14. Alternatively, the handle 14 may have a fixed position in relation to the door 12, when the door is opened in normal use scenarios.

In Fig. 1 a cutting line F-F is denoted together with the usual arrows indicating the viewing direction to the cross-section defined by the cutting line F-F. The cutting line F-F is referred to herein below in Fig. 3 and 6, respectively, which both show a cross-section of a corresponding possible integration of the door handle 14 in a corresponding door handle assembly.

In Fig. 1, the arrow D represents the normal driving direction of the vehicle 10 which direction corresponds to the longitudinal direction of the vehicle. Further, for sake of reference, Fig. 1 shows a coordinate system with the coordinates x, y, and z; the coordinate x corresponds the direction of the arrow D, whilst the coordinate y runs upward from the ground plane on which the vehicle stands and the coordinate z runs orthogonal out of the plane of Fig. 1. Fig. 2 illustrates in a simplified way the general components of an electrically operated door lock and unlock system 20 for the door latch of a vehicle door in which the herein proposed door handle assembly may be used. The system 20 is described in the following also with reference to Fig. 1 as far as similar parts or components are concerned.

The system 20 is illustrated with reference to one of the handles 14 of one of the vehicle doors 12. For mounting the handle 14 to the inside of the door 12 there is a mounting frame 11 (shown by dotted lines as it is concealed inside the door 12). The mounting frame 11 can be fastened to the inside of the door 12 in usual ways which need not to be described here. The mounting frame 11 supports and holds the handle 14.

The handle 14, the mounting frame 11 or the door 12 nearby the handle 14 comprises a sensor electronics 5 configured for detecting an usual actuation by the user. Thus, for example, upon detection of the user’s fingers at the handle 14, the sensor electronics 5 sends a corresponding detection signal to a control unit 15 of the door lock and unlock system 20. Alternatively, or additionally, the sensor electronics 5 may have a micro-switch that is actuated upon slightly pulling the handle 14 or just actuating the micro-switch integrated into the handle 14, which actuation of the micro-switch is detected by the control unit 15.

In turn, upon detection of the actuation of the handle 14, the control unit 15 sends a corresponding control signal to a door locking mechanism 6 of the door latch 9. The door latch 9 can be any known or future locking means or latch by which the door 12 can be tightly locked to the vehicle 10 to not only prevent the door 12 being opened without authorization, but also to prevent the door 12 from being opened during drive of the vehicle

10, particularly during an accident so that passengers can be kept safe inside the vehicle 10.

The locking mechanism 6 is arranged to lock and unlock the door latch 9 of the door 12 according to the control signal from the control unit 15. In normal use, upon being actuated by the user, the control unit 15 sends an unlock control signal to the door locking mechanism 6 of the door 12 which unlocks the door latch 9 electrically. To this end, the locking mechanism 6 comprises at least one electric drive or any other suitable electric actuator 8 for locking and unlocking the door latch 9 electrically. That is to say, the electrical operation of the door locking mechanism 6 does not require any external mechanical force transferred by a movement or torque to the door locking mechanism 6.

All electrical components of the system 10 are supplied with electrical power by a power supply 7, such as a battery of the vehicle 10. The power supply 7 supplies all electrical/ electronic components, such as the electric drive or other suitable electric actuator 8 of the door locking mechanism 6, the control unit 15 and the sensor electronics 5 with electrical energy in normal use of the door handle 14.

In case of an emergency situation, the supply with electrical energy may be off. Thus, by the here proposed solution, the door locking mechanism 6 can be operated mechanically via a mechanical coupling element 30 from the outside door handle 14 to the door lock mechanism 6. That is to say, the operation of the door locking mechanism 6 is performed by an external mechanical force transferred by a movement and/or torque to the door locking mechanism 6. As will be discussed herein below, the mechanical coupling element 30 may comprise at least one element for transferring a mechanical activation movement and/or torque from the handle 14 to the door latch 9 to operate the door locking mechanism 6 mechanically, which is normally operated electrically by the electric drive or other suitable electric actuator 8.

To prevent that the mechanical coupling element 30 is misused by unauthorized persons, such as a thief, the door latch 9 is configured that any mechanical operation of the mechanical coupling element 30 will not trigger an activation of the door locking mechanism 6 to open the door latch 9 mechanically if the vehicle 10 shall actually stay locked. That is to say, when the vehicle 10 is locked the mechanical coupling element 30 from the outside door handle 14 to the door latch 9, i.e. element(s) transferring a mechanical activation movement from the handle 14 to the door latch 9, is set to be ineffective or inactive. This may be implemented by the door locking mechanism 6 that is configured to not open the door latch 9 mechanically if the vehicle 10 is actually locked. Alternatively, or additionally, there may be a coupling unit (not shown) between the mechanical coupling element 30 and the door locking mechanism 6 that is configured to decouple the mechanical coupling element 30 from the door lock mechanism 6 if the vehicle 10 is actually locked.

In case of an emergency, e.g. in case of an accident, for instance, the same electronics that is in control of emergency related equipment, such as the air bags and other emergency equipment for protecting the passengers, can be configured to also set the mechanical coupling element 30 effective or active so that a mechanical activation movement and/or torque can be transferred from the handle 14 to the door locking mechanism 6 to perform the mechanical door opening as a backup when the electrical opening of the door latch 9 is not working any more. Now with reference to Figures 1 and 2 as the general picture, a first embodiment of the herein proposed door handle assembly will be described along with Figures 3 to 5.

Fig. 3 shows a schematic view of the handle 14 in a rest position A in which the handle is not in use but embedded into the door 12 so that the outer surface 14a of the handle 14 is flush with the outer skin 40 of the door 12. The shown cross-section F-F corresponds to the cutting line F-F denoted in Fig. 1. In the shown example, the handle 14 is located or stowed away inside the door 12 when in the rest position denoted with the circled A. The handle 14 is coupled to the mounting frame 11 and guided at both of a first longitudinal end 35 and a second longitudinal end 38. A stopper element 33 is disposed at the first longitudinal end 35 of the handle 14. The stopper element 33 is configured to provide in cooperation with the mounting frame 11 a preset maximum retaining force to the handle 14 as reaction force to a force pulling at the handle 14 in a direction away from the mounting frame 11. As will be discussed in more detail herein below, the stopper element 33 is configured to break off if loaded with an emergency actuation force that is greater than the preset maximum retaining force.

In the rest position A shown in Fig. 3, the first longitudinal end 35 of the handle 14 and the second longitudinal end 38 of the handle 14 are both guided by the mounting frame 11 (not shown in detail) so that the handle 14 can be moved from the rest position A along a linear movement path in the z direction into the normal actuation position (illustrated and denoted with the circled B in Fig. 4).

The first longitudinal end 35 of the handle 14 is coupled via a sliding arm 34 to a transforming mechanism 60 that is explained herein below in more detail. Just in short, the transforming mechanism 60 is coupled at a first end via the sliding arm 34 to the first longitudinal end 35 of the handle 14 and via a mechanical coupling element 30 in form of a Bowden cable at a second end to the door latch 9, particularly to the locking mechanism 6 thereof for mechanical operation. The transforming mechanism 60 further comprises a glide path 32 such as a glide gate. The sliding arm 34 is coupled to the first longitudinal end 35 of the handle 14 by means of a first shaft 39 defining a first pivot, and to the glide path 32 with a second shaft 37 defining a second pivot. The second shaft 37 is connected to a slider 61 running in the glide path 32 and connected thereby to the Bowden cable. The Bowden cable is guided over a deflection roller 36 and serves as the mechanical coupling element 30 (or transfer element) for transferring the required actuation movement to the door locking mechanism 6 for mechanically operation thereof.

The second longitudinal end 38 of the handle 14 is configured to be pivotable about a virtual axis 31 when the handle 14 is in the normal actuation position B (Fig. 4), in the need of an emergency opening of the door due to a power failure or outage, e.g. damage of the power supply 7 in an accident. To this end, the second longitudinal end 38 of the handle 14 has a convex curved surface 4 which is facing to a counter surface 62 of the mounting frame 11. As to be explained herein below, once the convex curved surface 4 comes in contact with the corresponding counter surface 62 of the mounting frame 11, the two surfaces 4, 62 enable and guide a rotational movement of the handle 14 about the virtual axis 31.

Now with reference to Fig. 4 that shows a schematic view of the handle 14 once moved from the rest position A into the normal actuation position denoted with the circled B. Fig. 4 also defines a cutting line G-G together with the two arrows defining the viewing direction onwards the defined cross-section to which reference is made to in Fig. 10 showing a possible implementation of the stopper element 33 to the handle 14.

In comparison to Fig. 3, in Fig. 4, the handle 14 is shown moved from the rest position A into the normal actuation position B along a linear translational normal activation path A-B traveling an activation movement distance T. In the example shown, the activation movement distance T is about max. 40 mm, preferably 25 mm. In other and alternative implementations, the activation movement distance T may be in the range of about 20 up to 60 mm. In the embodiment shown, the translational activation path A-B basically corresponds to the direction of the coordinate z but is not limited thereto.

Now, in the normal actuation position B of the handle 14, the convex curved surface 4 of the second longitudinal end 38 of the handle 14 is in contact with the counter surface 62 at the mounting frame 11. The first longitudinal end 35 is also located at the mounting frame 11 and retained in this position by the stopper element 33 that is abutting at the mounting frame 11 so that the preset maximum retaining force can be provided to the handle 14 by means of the cooperation of the handle 14 with the mounting frame 11 via the stopper element 33.

The translational activation movement A-B of the handle 14 from the rest position A into the normal actuation position B moves the sliding arm 34 whereby the sliding arm 34 pivots about the second shaft 37 as pivot. The transforming mechanism 60 is configured such that the Bowdon cable as mechanical coupling element 30 is not yet moved.

Fig. 5 shows a schematic view of the handle 14 in an emergency actuation position denoted with the circled C into which the handle 14 has been moved once the stopper element 33 has been broken away (“broken away” is indicated by the star * attached to the reference sign 33) by pulling at the handle 14 with an emergency actuation force that is greater than the preset maximum retaining force descried above.

The first longitudinal end 35 of the handle 14 is pivoted away from the mounting frame 11 from the normal actuation position B illustrated in Fig. 4 into the emergency actuation position C. The emergency actuation path B-C of the first longitudinal end 35 of the handle corresponds to a rotational movement of the handle 14 about the virtual axis 31 (indicated by the broken line arrow) which in the shown embodiment runs into the direction of the coordinate y. That is to say, in the emergency actuation position C, the second longitudinal end 38 of the handle 14 has been rotated about the virtual axis 31. The rotational movement was guided by the interaction of the convex curved surface 4 and the counter surface 62 of the mounting frame 11. In effect, the rotational movement of the handle 14 defines an emergency actuation angle b between the handle 14 positioned in the normal actuation position B as illustrated in Fig. 4 and the handle 14 positioned in the emergency actuation position C of Fig. 5. In the example shown, the emergency actuation angle b is about 2.4 degrees between the handle positioned in the normal actuation position and the handle positioned in the emergency actuation position. In other and alternative implementations, the emergency actuation angle b may be about 2 degrees to about 5 degrees, e.g. about 2.3 to 2.6 degrees. Note, the actual angles shown in the drawing figures do not actually conform with the angles described as used in practice, rather employ larger angles for better illustration.

The rotational movement of the first longitudinal end 35 of the handle 14 moves the sliding arm 34 by means of the slider 61 in the glide path 32 thereby the Bowdon cable as mechanical coupling element 30 is pulled over the deflection roller 36. This way, the Bowden cable as mechanical coupling element 30 transfers a linear actuation movement L from the transforming mechanism 60 to the locking mechanism 6 of the door latch 9.

As a result, the rotational movement of the handle 14 upon emergency actuation generates the required mechanical actuation movement L by means of the transforming mechanism 60 which is transferred to the door locking mechanism 6 for opening the door latch 9 mechanically.

Now with reference to Figures 1 and 2 as the general picture, a second embodiment of the herein proposed door handle assembly will be described along with Figures 6 to 8. Fig. 6 shows a schematic view of the handle 14 in the rest position again denoted with the circled A in which the handle 14 is not in use but embedded into the door 12 so that the outer surface 14b of the handle 14 is flush with the outer skin 40 of the door 12. The shown cross-section F-F corresponds to the cutting line F-F denoted in Fig. 1.

In the embodiment shown, the handle 14 is swivel-mounted to the mounting frame 11 by means of a rotation shaft 45 at the second longitudinal end 47 of the handle 14. The first longitudinal end 46 of the handle 14 can be pivoted away from the mounting frame 11 about the rotation shaft 45 as rotation axis that runs in direction of the coordinate y.

A stopper element 33 is arranged at the second longitudinal end 47 of the handle 14 and is configured to provide the preset maximum retaining force to the handle 14 in cooperation with the mounting frame 11. As discussed above in connection with the first embodiment, the stopper element 33 is configured to break off if loaded with an emergency actuation force that is greater than the preset maximum retaining force.

In the second embodiment, also a transforming mechanism 60 is shown which is configured to transform an emergency actuation movement B-C (cf. Fig. 8) of the handle 14 into an actuation movement L to be transferred to the door locking mechanism 6 for unlocking it mechanically. To this end, the transforming mechanism 60 comprises an angle lever 42, a first lever arm 42a is coupled to the second longitudinal end 47 of the handle 14, whilst a second lever arm 42b is coupled to a Bowden cable serving as the transfer element 30 for transferring the actuation movement L to the door locking mechanism 6 for unlocking it mechanically.

In the embodiment shown, the first and second lever arm 42a, 42b are connected at a center point which is mounted to a lever rotation shaft 41 as a first pivot of the angle lever 42. In the example, the first and second lever arm 42a, 42b form an right angle but the angle may be different in accordance with the geometrical requirements for providing the desired transforming function. As said the angle lever 42 is pivotable fixed at the lever rotational shaft 41 serving as the first pivot. The Bowdon cable is pivotable coupled to the second lever arm 42b at a second pivot 43. Deflection rollers 36 guide the Bowdon cable when the angle lever 42 is moved thereby pulling the Bowden cable into the right direction of the coordinate x. The operation of the transforming mechanism 60 will be described in more detail below.

Fig. 7 shows a schematic view of the handle 14 in the normal actuation position again denoted with the circled B. Fig. 7 also defines a cutting line H-H together with the two arrows defining the viewing direction onwards the defined cross-section to which reference is made to in Fig. 12 showing a possible integration of the stopper element 33 to the handle 14.

The first longitudinal end 46 of the handle 14 is pivoted away from the mounting frame 11 from the rest position A illustrated in Fig. 6 into the normal actuation position B along a rotational activation path A-B defining a normal actuation angle a between the handle 14 positioned in the rest position A and the handle 14 positioned in the normal actuation position B. The activation path A-B corresponds to a rotational movement guided by the rotation shaft 45 which, in the example, is parallel to the coordinate y but not limited thereto; not the rotation axis may be different in direction to the y coordinate depending on the arrangement of the door handle assembly to the door.

In the example shown, the normal actuation angle a is 14 degrees. In other or alternative implementations, the normal actuation angle may be about 14 degrees to 19 degrees.

The second longitudinal end 47 is rotatable fixed at the rotation shaft 45 to the mounting frame 11. In the normal actuation position B of the handle 14, the stopper element 33 shown as a part of the handle 14 in the illustrated embodiment abuts at the mounting frame 11 and thereby provides in cooperation with the mounting frame 11 the preset maximum retaining force to the handle 14. That is to say, as long as the stopper element

33 is present, the handle 14 is prevented from being moved further away from the mounting frame 11 by further rotation about the rotation shaft 45.

Fig. 8 shows a schematic view of the handle 14 in the emergency actuation position again denoted with the circled C. By pulling at the handle 14 with a force higher than the preset maximum retaining force, the stopper element 33 has been broken away (“broken away” is indicated by the star * attached to the reference sign 33). As a result, the first longitudinal end 46 of the handle 14 was further pivoted away from the normal actuation position B illustrated in Fig. 7 into the emergency actuation position C shown in Fig. 8 along a rotational emergency actuation path B-C which corresponds to a rotational movement of the handle 14 about the rotation shaft 45. In effect, the rotational movement of the handle 14 defines the emergency actuation angle b between the handle 14 positioned in the normal actuation position B as illustrated in Fig. 7 and the handle 14 positioned in the emergency actuation position C of Fig. 8.

In the example shown, the emergency actuation angle b is about 2.4 degrees between the handle positioned in the normal actuation position and the handle positioned in the emergency actuation position. In other and alternative implementations, the emergency actuation angle b may be about 2 degrees to about 5 degrees, e.g. about 2.3 to 2.6 degrees. Note, the actual angles shown in the drawing figures do not actually conform with the angles described as used in practice, rather employ larger angles for better illustration.

The rotational movement of the second longitudinal end 47 of the handle 14, which is coupled to the first lever arm 42a, about the rotation shaft 45 causes a corresponding rotational movement of the angle lever 42 about the lever rotation shaft 41. Simultaneously, when the first lever arm 42a is moved about the lever rotation shaft 41, the second lever arm 42b is moved the same way thereby pulling at the Bowdon cable as mechanical coupling element 30. The pulling length at the Bowden cable corresponds to the required actuation movement L which is about up to 25 mm for operation the door locking mechanism 6 mechanically. The Bowden cable again serves as a transfer unit for the actuation movement L. In the given example, the counterclockwise rotational movement of the angle lever 42 pulls the Bowden cable in the negative direction of coordinate x.

Now with reference to Figures 9-11 particular embodiments of the integration of a breaking line 48, 48a, 48b, 48c into the herein proposed stopper element 33 and/or the connection between the stopper element 33 and the handle 14 are described. As mentioned already herein, all examples only show one particular stopper element 33 that is a part of the handle 14 adjacent to one of the longitudinal ends of the handle. However, there may be more than one stopper element 33. Moreover, the stopper element 33 may, alternatively or additionally be part of or attached to the mounting frame. Of course, there may be one or more stopper elements at both the handle and the mounting frame.

Fig. 9 depicts a first particular embodiment of a stopper element 33a which is an integrated part of the handle 14. Fig. 9 is a simplified cross-sectional view of the handle 14 in the normal actuation position B (such as shown in Figs. 4 and 7) in which the stopper element 33a abuts at the mounting frame 11. Further, a seal 46 is provided between the mounting frame 11 and the outer door skin 40 on the inside of the door 12.

In the embodiment shown, the stopper element 33a has a breaking line 48a defining a preset physical weakness of the stopper element 33a. The breaking line 48a is configured to preset the preset maximum retaining force in the normal actuation position B of the handle 14 as illustrated, for example, in the embodiments shown in Fig. 4 or Fig. 7.

The preset maximum retaining force is provided by the preset strength of the stopper element 33a which in turn is defined by the width W of the stopper element 33a along the braking line 48a in combination with the material of the stopper element 33a and the handle 14 since the stopper element 33a is made of the same material as the handle 14. Thus, it is the geometrical configuration of the stopper element 33a at the handle 14 that defines the breaking line 48a as well as the resulting maximum retaining force. By loading the handle 14 with an actuation force which is greater than the preset maximum retaining force as mentioned above, the stopper element 33a is configured to break off at the breaking line 48a.

Fig. 10 depicts a further embodiment of the stopper element 33b as integrated into the handle 14 shown in the Fig. 4 as denoted by cutting line G-G.

In Fig. 10, the handle 14 comprises one single stopper element 33b. The handle 14 and the stopper element 33b are made from at least two different materials (indicated by the stopper element 33b being shown hatched).

In the shown example, the handle 14 and the stopper element 33b are made from two different plastic materials so that the stopper element 33b is attached to the handle in manufacturing thereof e.g. by a multicomponent injection molding method. In the manufacturing, two plastic components are used e.g. by a 2C-injection molding process by which the stopper element 33b is attached to the handle 14. Due to the two components used, the structural weakness for configuring the preset maximum retaining force can be designed by the geometrical dimensions of the interface between the two components used or by the component used for the stopper element 33b. In the shown example, the stopper element 33b will be sheared of along the breaking line 48b. The breaking line 48b may run along the interface between the handle 14 and the stopper element 33b or run in the stopper element 33b if the component of the stopper element 33b is much weaker than that of the handle 14.

Fig. 11 depicts another embodiment of a stopper element 33c. In this embodiment, the stopper element 33c is attached to the handle 14 by matching interface surfaces 49a, 49b that are connected by means of an adhesive 50. The interface surfaces 49a, 49b in connection with the adhesive 50 defined the breaking line 48c. In the shown embodiment, the breaking line 48c is curved but may be straight or have any other configuration as well.

By loading the handle 14 with an actuation force greater than the preset maximum retaining force, the stopper element 33c will tear off or separate from the handle 14 at the breaking line 48c. The stopper element 33 and the handle 14 are connected via the adhesive 50.

Fig. 12 depicts still a further embodiment of the stopper element 33d as integrated in the handle 14 shown in the Fig. 7 and denoted by cutting line H-H.

In Fig. 12, the handle 14 comprises one single stopper element 33d. The handle 14 and the stopper element 33d are made from different materials (indicated by the stopper element 33d being shown hatched).

In the shown example, the handle 14 is made from a plastic material whilst the stopper element 33d is made from a metal. Using a metal for the stopper element 33d may be useful since in the normal use temperature range metals approximately do not significantly change their material properties. Thus, by having the stopper element 33d made of metal, the preset maximum retaining force can be expected to be constant in the normal temperature range to be expected for use scenarios of vehicles; e.g. a temperature range of -35°C up to 90°C.

In the example shown in Fig. 12, the structural weakness of the stopper element 33d will be the virtual borderline defined by the handle 14 into which the metal stopper element 33d is inserted into a corresponding recess 51. Additionally, the stopper element 33d may be additionally thinned close to the surface of the handle 14 to define exactly the breaking line 48d (corresponding to the virtual border line). Thus, in the shown example, the stopper element 33d will be sheared of along the breaking line 48d once an actuation force higher than the preset maximum retaining force is applied to the handle 14. Fig. 13 shows a flow chart illustrating an implementation of the method according to the second aspect for emergency opening of a door latch of a vehicle door which will be described with reference to Figs. 1 and 2 as the technical context for the exemplary implementations according to Figs. 3-8. The here proposed method for emergency opening of a door latch 9 of a door 12 (cf. Figs.

1 and 2 in connection with Figs. 3-8) in a mechanical manner comprises the following steps:

A retaining step S100 in which the handle 14 of the door 12 is retained in a normal actuation position B (e.g. as shown in Figs. 4 an 7) by means of a stopper element 33 that is configured to provide a preset maximum retaining force to the handle 14 and to break if loaded with an emergency actuation force that is greater than the preset maximum retaining force (cf. Fig. 4 and 7).

In case of an emergency, such as an accident of the vehicle 10 resulting in a power supply failure, the door 12 may be opened by a loading step S200 of loading the handle 14 with an actuation force that is greater than the preset maximum retaining force. The result of the loading step S200 is breaking of the stopper element 33 of the handle 14.

Following the loading step S200, after the stopper element 33 is broken off, a moving step S300 takes place in which the handle 14 is rotational moved about the virtual rotation axis 31 (cf. Fig. 5) or a rotation shaft 45 (cf. Fig. 8) which are located at one longitudinal end 38, 47 of the handle 14. The rotational movement runs from the normal actuation position B into an emergency actuation position C (as shown in Figs. 5 and 8).

Simultaneously to the moving step S300, a transforming step S400 takes place, in which the rotational movement of the moving step S300 is transformed into a required mechanical actuation movement L (indicated in Figs. 5 and 8) for opening the door latch 9 (Figs. 1 and 2) mechanically. Finally, the method may comprise, before the retaining step S100, an activation step S50, for normal actuating of the handle 14 if the handle is in a rest position A (cf. Figs. 3 and 6) when not in use. Thus, in the activation step S50, the handle 14 is moved from the rest position A into the normal actuation position B, wherein the movement of the handle 14 from the rest position A into the normal actuation position B is a translational movement (cf. Fig. 4) or a rotational movement (cf. Fig. 7) or a combination thereof. The above detailed description only illustrates certain exemplary embodiments of the present disclosure and is not intended to limit the scope of the present disclosure. Those of ordinary skill in the art understand the description as a whole so that technical features described in connection with the various embodiments can be combined into other embodiments understandable to those of ordinary skill in the art. Also, any equivalent or modification of the described embodiments as well as combinations thereof do not depart from the spirit and principle of the present disclosure and falls within the scope of the present disclosure as well as of the appended claims. As such, provided that these modifications and variants fall into the scope of the claims and equivalent technologies thereof, it is intended to embrace them within the present disclosure as well.