Control element arrangement for a motor vehicle for achieving automatic tolerance compensation and method for mounting such an arrangement

Abstract

The invention relates to a control element arrangement (3) for a motor vehicle (1), comprising a control element (7) and a connection device (12) for connecting the control element (7) to a body (2) of the motor vehicle (1), wherein the control element (7) is displaceably mounted on the connection device (12) along an actuation path.The device (14) for adjusting the actuation path comprises a first adjusting element (15), a second adjusting element (16) force-fit coupled to the first adjusting element (15), an operating element end stop (17) for limiting the actuation path, and a threaded device (18), wherein the first adjusting element (15) is rotatably mounted about a common axis of rotation (19) over a first rotational angular range and the second adjusting element (16) over a second rotational angular range, and wherein the adjusting device (14) is designed such that a rotational movement of the second adjusting element (16) over a first part of the second rotational angular range by means of the threaded device (18) causes a displacement of the first adjusting element (15) in the axial direction and over a second part of the second rotational angular range with the first adjusting element (15) fixed in the axial direction.The invention further relates to a method for mounting a control element arrangement (3) on a body (2) of a motor vehicle (1).

Description

[0001] The invention relates to an operating element arrangement for a motor vehicle, comprising an operating element and a connecting device for connecting the operating element to a body of the motor vehicle, wherein the operating element is mounted on the connecting device so as to be displaceable along an actuation path. The invention further relates to a method for mounting an operating element arrangement on a body of a motor vehicle.

[0002] From the prior art, for example, the document DE 10 2016 110 754 A1 is known. This describes a fastening device for fastening a first component to a second component, which is designed with a spacer element which is designed to position the first component at a distance from the second component in a first axis and to fix the first component at a distance from the second component, wherein the spacer element has a stop surface which serves to support the fastening device on the second component, and wherein the spacer element is designed in one piece, and a tolerance element which is designed to movably receive the spacer element in the first direction and to compensate for tolerances between the first component and the second component in a second axis and in a third axis, wherein the tolerance element is designed in one piece.The fastening device is used to attach a door handle to a motor vehicle door.

[0003] The document DE 10 2019 100 396 A1 relates to a fastening device for fastening a handle carrier to a motor vehicle body panel, comprising a fastening unit and a bracing unit. The fastening unit has a tubular base body with a stop surface, and the bracing unit has a bracing body arranged outside the base body and spaced from the base body, as well as a screw element. A support head resting against the stop surface is formed on the screw element. The screw element and the bracing body are connected to one another via a screw connection that reduces the distance between the stop surface and the bracing body and presses the support head against the stop surface.Furthermore, an end displacement element is formed on the base body, which protrudes from the base body in a longitudinal direction of the base body beyond the stop surface and which is designed to be elastically deformable in the direction of the stop surface.

[0004] The prior art also includes document DE 10 2018 108 307 A1.

[0005] The object of the invention is to propose an operating element arrangement for a motor vehicle which has advantages over known operating element arrangements, in particular despite comparatively large tolerances of the bodywork, enables the defined adjustment of the actuating path, in particular the adjustment to a defined length, while at the same time being easy to assemble.

[0006] This is achieved according to the invention with an operating element arrangement for a motor vehicle having the features of claim 1.It is provided that an adjustment device for adjusting the actuation travel has a first adjustment element, a second adjustment element which is force-fittingly coupled to the first adjustment element, an operating element end stop for limiting the actuation travel and a threaded device, wherein the first adjustment element is mounted rotatably over a first rotation angle range and the second adjustment element over a second rotation angle range about a common rotation axis with respect to the connecting device, and wherein the adjustment device is designed such that a rotational movement of the second adjustment element over a first part of the second rotation angle range by means of the threaded device causes a displacement of the first adjustment element in the axial direction and takes place over a second part of the second rotation angle range when the first adjustment element is fixed in the axial direction.

[0007] Advantageous embodiments with useful further developments of the invention are specified in the dependent claims. It should be noted that the exemplary embodiments explained in the description are not limiting; rather, any variations of the features disclosed in the description, the claims, and the figures are feasible.

[0008] The control element arrangement is preferably a component of the motor vehicle, but can of course also be provided separately, particularly prior to installation of the control element arrangement on the motor vehicle. The control element arrangement has the control element, which can be actuated by an operator, at least after installation of the control element arrangement on the motor vehicle, namely by applying an operating force to the control element. The control element is provided, in particular, as part of an electrical switch, for example, a push-button switch, a push-button switch, or the like.

[0009] Preferably, the operating element is assigned an actuation sensor which detects the application of the operating force to the operating element and generates a corresponding signal. For example, the sensor evaluates a position of the operating element, wherein the sensor generates a first signal when the operating element is in a first position and a second signal when the operating element is in a second position different from the first position. The first position is, for example, an initial position in which the operating element is not actuated, and the second position is an actuation position in which the operating element is subjected to the operating force. In addition or alternatively to the position, the sensor evaluates the operating force, a speed of the operating element along the actuation path, an acceleration of the operating element along the actuation path, or the like.

[0010] The control element is preferably arranged in a recess in the body. The recess is located in particular in an outer skin of the body, for example in a sheet metal skin or in a plastic skin of the body. Preferably, in addition to the outer skin, the body has a supporting structure to which the outer skin is attached. The outer skin is preferably attached to the supporting structure in a material-to-material manner, in particular by gluing; in particular, the outer skin is therefore glued to the supporting structure. Due to the attachment of the outer skin to the supporting structure, comparatively large deviations in the distance between the supporting structure and the outer skin must be tolerated, which can range from one millimeter to several millimeters.

[0011] The control element is connected to the body of the motor vehicle by means of the connecting device, i.e., it is held to the body using the connecting device. Preferably, the connecting device is rigidly connected to the body to ensure reliable holding of the control element thereto. The control element is mounted on the connecting device so that it can be moved, namely along the actuation path. Accordingly, when the connecting device is connected to the body, the control element is also mounted so that it can be moved relative to the body, namely via the connecting device. The actuation path over which the control element is mounted so that it can be moved is typically smaller than the tolerance for fastening the outer skin to the supporting structure.This makes it necessary to arrange the control element in a defined position relative to the body during assembly and to set a defined actuation travel, in particular an actuation travel with a defined length.

[0012] For this reason, the control element assembly features an adjustment device. This adjusts the actuation travel, particularly the length of the actuation travel, during assembly of the control element assembly to the body of the motor vehicle. This achieves a precisely defined actuation travel or a precisely defined length of the actuation travel despite the comparatively large tolerance, reliably preventing operator irritation due to different actuation travels of multiple control elements in one and the same motor vehicle or in different motor vehicles. At the same time, however, the assembly of the control element assembly on the motor vehicle should be particularly simple, i.e., not require numerous and complicated steps to adjust the actuation travel.

[0013] For this purpose, the adjustment device has two adjustment elements, namely the first adjustment element and the second adjustment element. The two adjustment elements are mounted for rotation about the common axis of rotation, preferably with respect to a base body of the connecting device. The adjustment device is also assigned the control element end stop, which serves to limit the actuation travel. The control element end stop is designed and arranged such that, after the control element arrangement has been mounted on the motor vehicle, the control element is spaced from the control element end stop in its first position and rests against the control element end stop in its second position to limit the actuation travel.

[0014] Preferably, the operating element end stop is part of a plurality of operating element stops, with another of the operating element stops being arranged at a distance from the operating element end stop, so that the operating element can be displaced between the operating element stops. In particular, the operating element rests against a first of the operating element stops in the first position and against a second of the operating element stops in the second position. The first operating element end stop is preferably formed by the body of the motor vehicle, in particular by the outer skin of the body. The second operating element end stop can be the aforementioned operating element end stop of the adjustment device.

[0015] As already mentioned, the operating element is arranged, for example, in a recess in the body. This recess is delimited by an edge formed by the body, which preferably completely and continuously encompasses the recess, i.e. is manufactured with a closed edge. The operating element preferably has a base body located in the recess. A collar extends from this on one side of the edge, which collar rests against the edge in one position of the operating element, in particular in the first position, which thereby represents the first operating element end stop. In the first position, the operating element is positioned in a defined manner with respect to the body by resting against the first operating element end stop. The distance between the first operating element end stop and the second operating element end stop of the adjustment device, which determines the length of the actuation travel, depends, however, on the tolerances between the outer skin and the supporting structure.This distance can be adjusted using the adjustment device.

[0016] The adjustment device further comprises the threaded device. The threaded device serves to adjust the actuation travel. Preferably, a first part of the threaded device is produced on the first adjustment element. In particular, this first part of the threaded device is in the form of an external thread. A second part of the threaded device is present, for example, on the connecting device or its base body or an intermediate component of the operating element arrangement. The second part of the threaded device is produced, in particular, as an internal thread, into which the external thread of the first part engages.

[0017] The two adjustment elements are arranged coaxially to one another and mounted for rotation about the common axis of rotation. They are also connected to one another in a force-fitting or frictional manner, in particular exclusively in a force-fitting or frictional manner. The actuation travel is adjusted by rotating the second adjustment element in an assembly direction about the axis of rotation by applying a torque to the second adjustment element. The torque is transmitted from the second adjustment element to the first adjustment element, namely via the force-fitting connection. This causes a rotational movement of the first adjustment element, at least temporarily, namely over the first rotation angle range, which is converted into an axial displacement of the first adjustment element by means of the threaded device.

[0018] The adjustment device is designed such that the second adjustment element can be rotated over the entire second angle of rotation range, while the first adjustment element can only be rotated over the first angle of rotation range, which is smaller. The first angle of rotation range has the same extent as the first part of the second angle of rotation range. During assembly of the control element arrangement, the second adjustment element is rotated over the entire second angle of rotation range, i.e., from a first limit of the second angle of rotation range to a second limit of the second angle of rotation range, with the first limit and the second limit limiting the second angle of rotation range on opposite sides.

[0019] When the second adjustment element rotates over the first part of the second angle of rotation range, the first adjustment element is carried along by the second adjustment element so that the second adjustment element runs through the entire first angle of rotation range. In the first part of the second angle of rotation range, the adjustment elements are fixed relative to one another in the circumferential direction due to the force-locking connection, and therefore rotate together around the axis of rotation. When the first adjustment element reaches the end of the first angle of rotation range, it is fixed in the circumferential direction and can therefore no longer be carried along by the second adjustment element. The second adjustment element then runs through the second part of the second angle of rotation range. In the process, a holding torque of the force-locking connection is exceeded, so that the two adjustment elements rotate relative to one another.

[0020] In other words, the rotational movement of the second adjustment element over the first part of the second rotational angle range causes a rotational movement of the first adjustment element, which is converted into the displacement of the first adjustment element in the axial direction using the threaded device. The first adjustment element can only be displaced in the axial direction over a certain displacement range, whereby after passing through the first rotational angle range it reaches the end of the displacement range and is thus fixed in the axial direction. Due to the fixing in the axial direction, the first adjustment element is also fixed in the circumferential direction in the assembly rotation direction, so that no further rotational movement of the first adjustment element is possible.To ensure consistent assembly of the control element assembly, the second adjustment element should continue to rotate even when the first adjustment element is fixed, namely across the entire second angle of rotation range. The rotational movement of the second adjustment element occurs across the second part of the second angle of rotation range with the first adjustment element fixed. The fixed first adjustment element means that the first adjustment element is fixed or cannot (or no longer can) be moved in the axial direction.

[0021] The described design of the control element arrangement enables precise adjustment of the actuation travel, in particular the length of the actuation travel, by appropriately positioning the control element end stop. The control element end stop is either displaced using the adjustment elements, i.e., displaced due to the rotational movement of the second adjustment element, or alternatively, fixed in a defined position due to the rotational movement of the second adjustment element. In either case, the control element end stop is positioned by the rotational movement of the adjustment elements such that, in the initial position of the control element, it has a specific distance from the control element.

[0022] Particularly preferably, of course, several adjustment devices are provided, i.e., at least one further adjustment device in addition to the described adjustment device. The adjustment devices are arranged at a distance from one another and are used independently of one another to adjust the actuation travel. For example, at least three or at least four such adjustment devices are provided. Each of the adjustment devices is designed according to the explanations of this description. If the operating element arrangement is equipped with the intermediate element, preferably several operating element stops are provided on the intermediate element, and the adjustment devices each serve to position the same intermediate element.

[0023] A further development of the invention provides that the operating element is guided with respect to a base body of the connecting device by means of at least one guide device, and / or that the operating element end stop is spaced from the operating element in a first position of the operating element and rests against the operating element in a second position of the operating element to limit the actuation path. As already explained, the operating element is displaceable on the connecting device along the actuation path. The actuation path is approximately straight, but tilting of the operating element is preferably permitted. For example, the operating element has a guide device on its edge, which cooperates with the edge delimiting the recess to guide the operating element in the recess and in particular to center it in the recess. The guide device is designed, for example, as a chamfer or a rounded portion.

[0024] Additionally or alternatively, the operating element end stop is arranged at different distances from the operating element in different positions of the operating element. In the first position of the operating element, there is a first distance between the operating element and the operating element end stop, and in the second position, there is a second distance that is smaller than the first distance. The first distance is usually greater than zero, whereas the second distance is equal to zero, so that in its second position, the operating element rests against the operating element end stop and the actuation travel is limited. The described design of the operating element arrangement enables the realization of the advantages already mentioned.

[0025] A further development of the invention provides that the operating element end stop is configured on the first adjustment element or is present on an intermediate component that is drive-coupled to the first adjustment element via the threaded device. In a first variant of the operating element arrangement, the operating element end stop is thus located on the first adjustment element and is displaced together with it, with the displacement being achieved during the rotational movement of the adjustment element with the aid of the threaded device. The operating element end stop is located, for example, on the front side of the first adjustment element, i.e., is formed by the front side of the first adjustment element that faces the operating element.

[0026] In a second variant of the control element arrangement, the control element end stop is arranged away from the first adjustment element, namely on the intermediate component. The intermediate component is drive-connected to the first adjustment element via the threaded device, so that the rotational movement of the first adjustment element causes a displacement of the intermediate component and thus of the control element end stop in the axial direction, or at least fixes the intermediate component at a certain distance from the connecting device. This design of the control element arrangement also serves to achieve the described advantages in a structurally advantageous manner.

[0027] A further development of the invention provides that the operating element end stop engages around a spring element receptacle in which a spring element is arranged, urging the operating element in the direction away from the operating element end stop. The spring element generates a spring force which acts as a restoring force on the operating element. The restoring force urges the operating element from the direction of its actuated position towards its initial position. The spring element is arranged in the spring element receptacle, which is encompassed by the operating element end stop. In particular, the operating element end stop forms a continuous edge of the spring element receptacle, so that in at least one position the operating element rests against the operating element end stop, completely closing the spring element receptacle. The spring element is preferably designed as a spiral spring.By encircling the spring element receptacle and thus the spring element, the control element is pushed particularly evenly toward its initial position, resulting in a particularly attractive control element arrangement. Furthermore, a particularly uniform return force is achieved, especially when using multiple adjustment devices, since each adjustment device is subject to separate tolerance compensation.

[0028] A further development of the invention provides that the connecting device has an actuation sensor for detecting a deflection of the operating element along the actuation path. Such a configuration has already been mentioned. The actuation sensor is particularly preferably arranged on the base body of the connecting device and is thus stationary relative to the body. The actuation sensor can be used to reliably detect the actuation of the operating element.

[0029] A further development of the invention provides that the second angle of rotation range extends from a starting angle of rotation to a final angle of rotation and is limited to the final angle of rotation by an adjusting element end stop. The second angle of rotation range is limited by the starting angle of rotation and the final angle of rotation on opposite sides, so that the starting angle of rotation and the final angle of rotation accommodate the second angle of rotation range between them. The starting angle of rotation is understood to be the angle of rotation at which the second adjusting element is present before the control element arrangement is mounted on the motor vehicle; in particular, the second adjusting element is arranged at the starting angle of rotation ex works.

[0030] During assembly of the control element assembly, the second adjustment element is rotated through the entire second rotation angle range, i.e., from the starting rotation angle to the final rotation angle. At the final rotation angle, the second adjustment element rests against the adjustment element end stop, so that the second adjustment element cannot be rotated beyond the final rotation angle from the direction of the starting rotation angle, but is rather limited to this angle.

[0031] The adjustment element end stop is manufactured in particular on the connection device, preferably on its base body. The adjustment element end stop facilitates the assembly of the control element assembly, since the person performing the assembly only rotates the second adjustment element until it rests against the adjustment element end stop. Since the second adjustment element is rotated over the entire second rotation angle range during assembly, the second rotation angle range can also be referred to as the assembly rotation angle range.

[0032] A further development of the invention provides that the adjustment device has an adjustment element locking device that permits a rotational movement of the second adjustment element from the direction of the starting angle of rotation toward the final angle of rotation beyond a locking angle of rotation and prevents a rotational movement of the second adjustment element from the direction of the final angle of rotation toward the starting angle of rotation at the locking angle of rotation. The adjustment element locking device thus prevents the second adjustment element from turning back. The rotational movement of the second adjustment element toward the final angle of rotation is also permitted beyond the locking angle of rotation, but prevents the rotational movement of the second adjustment element in the opposite direction upon reaching the locking angle of rotation.

[0033] The adjusting element locking device is arranged such that the locking angle of rotation lies between the starting angle of rotation and the final angle of rotation. Preferably, the difference between the locking angle of rotation and the final angle of rotation is at least 5%, at least 10%, or at least 20% of the difference between the final angle of rotation and the starting angle of rotation. Additionally or alternatively, the difference between the final angle of rotation and the locking angle is at most 30%, at most 25%, or at most 20% of the difference between the final angle of rotation and the starting angle of rotation. The provision of the adjusting element locking device prevents unintentional adjustment of the actuation travel after assembly of the operating element arrangement has been completed.

[0034] A further development of the invention provides that the threaded device is designed such that, upon rotation of the second adjustment element in the direction of the final rotation angle, the operating element end stop is displaced toward the operating element or a minimum distance between the base body of the connecting device and the intermediate component is increased. Again, the operating element arrangement can be designed in two different variants, which can be selected independently of the previously explained variants.

[0035] In a first variant, the threaded device converts the rotational movement of the second adjusting element into a displacement of the operating element's end stop. In this case, the operating element's end stop is preferably located on the first adjusting element. Preferably, a corresponding rotational movement of the second adjusting element, in particular in a first direction of rotation, displaces the first adjusting element in the axial direction until it rests against the operating element and pushes it against the first operating element's end stop. In this state, the operating element is clamped between the first adjusting element and the first operating element's end stop and, accordingly, cannot be displaced or actuated.Therefore, subsequent further rotation of the second adjustment element releases the adjustment element for displacement or actuation again, in particular by rotating the second adjustment element in a second direction of rotation opposite to the first direction of rotation. Consequently, the first adjustment element is displaced away from the operating element in the axial direction, so that actuation of the operating element is permitted again.

[0036] In a second variant, the rotational movement of the second adjustment element is converted into an increase in the minimum distance between the base body of the connecting device and the intermediate component using the threaded device. For this purpose, the first adjustment element is preferably coupled to the intermediate component via the threaded device. Due to the rotational movement, a collar of the first adjustment element is displaced in the direction facing away from the intermediate component, in particular until it rests against the connecting device or its base body, preferably before the final angle of rotation is reached by the second adjustment element, in order to establish the minimum distance between the base body and the intermediate component. In any case, reliable adjustment of the actuation travel is achieved.

[0037] A further development of the invention provides that the second adjustment element releases a locking element for resilient displacement at the starting angle of rotation and fixes it in a locking position at a rotation angle different from the starting angle of rotation. The locking element is, for example, a component of the control element arrangement and serves to fasten the control element arrangement to the body during assembly. The locking element is preferably configured on the connecting device. It serves to establish a positive connection with the body. For this purpose, it can be displaced between a release position and a locking position, wherein the locking position is a starting position of the locking element.The locking element is preferably designed to be elastic or is subjected to a spring force, so that when the locking element is deflected from the locking position toward the release position, a restoring force is generated, which urges the locking element toward its locking position. In the locking position, the positive connection between the locking element and the body is established, whereas in the release position, the connection is released.

[0038] It is now provided that the second adjustment element not only serves to adjust the actuation travel, but also to secure the locking connection established using the locking element. For this purpose, the second adjustment element releases the locking element for resilient displacement from its locking position, provided it is positioned at the starting angle of rotation. However, if it is positioned at a rotation angle different from the starting angle of rotation, in particular at the final angle of rotation, it fixes the locking element in the locking position, thus additionally securing the locking connection established by the locking element. This creates a particularly reliable locking connection.

[0039] The invention further relates to a method for mounting an operating element arrangement on a body of a motor vehicle, in particular an operating element arrangement according to the embodiments in the context of this description, wherein the operating element arrangement has an operating element and a connecting device for connecting the operating element to the body of the motor vehicle and the operating element is mounted on the connecting device so as to be displaceable along an actuation path.It is provided that an adjustment device for adjusting the actuation travel has a first adjustment element, a second adjustment element which is force-fittingly coupled to the first adjustment element, an operating element end stop for limiting the actuation travel and a threaded device, wherein the first adjustment element is mounted so as to be rotatable about a common axis of rotation over a first angle of rotation range and the second adjustment element over a second angle of rotation range, and wherein a rotational movement of the second adjustment element is brought about during assembly and the adjustment device is designed such that the rotational movement of the second adjustment element causes a displacement of the first adjustment element in the axial direction over a first part of the second angle of rotation range by means of the threaded device and takes place over a second part of the second angle of rotation range when the first adjustment element is fixed in the axial direction.

[0040] The advantages of such a procedure or such a design of the control element arrangement have already been pointed out. Both the control element arrangement and the method for its assembly can be further developed according to the explanations in this description, so reference is made to these in this regard.

[0041] A further development of the invention provides that the rotational movement of the second adjusting element during assembly takes place from a starting angle of rotation to a final angle of rotation defined by an adjusting element end stop. As already explained, the second adjusting element is to be rotated over the entire second angle of rotation range, which is limited on the one hand by the starting angle of rotation and on the other hand by the final angle of rotation. The second angle of rotation range is greater than the first angle of rotation, so that the second adjusting element only drives the first adjusting element over the first part of the second angle of rotation range. Starting from the starting angle of rotation, the second adjusting element is rotated until it rests against the adjusting element end stop. This is the case as soon as the second adjusting element is arranged below the final angle of rotation. This results in simple and reproducible assembly of the operating element arrangement.

[0042] The features and feature combinations described in the description, in particular the features and feature combinations described in the following description of the figures and / or shown in the figures, can be used not only in the respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention. Thus, embodiments are also considered to be encompassed by the invention that are not explicitly shown or explained in the description and / or the figures, but which follow from or can be derived from the explained embodiments.

[0043] The invention is explained in more detail below with reference to exemplary embodiments illustrated in the drawings, without limiting the invention. In the drawings: Fig. 1 a schematic representation of a region of a motor vehicle having a body and a control element arrangement attached to the body in a first embodiment, Fig. 2 a schematic representation of the motor vehicle, wherein the control element arrangement is present in a second embodiment, and Fig. 3 a schematic representation of a portion of the control element arrangement in an alternative view.

[0044] The Fig. 1 shows a schematic representation of a motor vehicle 1, which in a first embodiment has a body 2 and an operating element arrangement 3 arranged on the body 2. The body 2 has a supporting structure 4, to which an outer skin 5 is fastened, preferably in a materially bonded manner, for example using an adhesive 6. The operating element arrangement 3 has an operating element 7, which is arranged in a recess 8 of the body 2, in particular the outer skin 5. The operating element 7 has a base element 9, which extends at least partially or even completely through the recess 8, and a collar 10 extending from the base element 9. In the first position of the operating element 7 shown here, the collar 10 rests against a first operating element end stop 11, which is formed by an edge delimiting the recess 8.

[0045] The operating element 7 is connected to the body 2 by means of a connecting device 12, namely in such a way that the operating element 7 can be displaced relative to the body 2 along an actuation path. The connecting device 12 has a base body 13, which is fastened to the support structure 4, for example, in a form-fitting manner as shown. Alternatively, the connecting device 12 can be fastened to the body 2 by means of bolts. In order to achieve a defined actuation path of the operating element 9 despite the large tolerances caused, for example, by the adhesive 6, between the support structure 4 and the outer skin 5, the operating element arrangement 3 further has an adjusting device 14. This has a first adjusting element 15, a second adjusting element 16, a second operating element end stop 17, and a threaded device 18.

[0046] The two adjustment elements 15 and 16 are mounted for rotation about a common axis of rotation 19. The second adjustment element 16 is coupled to the first adjustment element 15 in a force-locking manner, for example, by engaging with the first adjustment element 15 with a press fit, as shown here. It can be provided that the second adjustment element 16 completely penetrates the first adjustment element 15 in the axial direction relative to the axis of rotation 19. In principle, however, it is sufficient for the second adjustment element 16 to only partially penetrate or engage the first adjustment element 15.

[0047] The first adjustment element 15 is drive-connected to an intermediate component 20 via the threaded device 18. The first adjustment element 15 forms a first part of the threaded device 18, namely an external thread, and the intermediate component 20 forms a second part of the threaded device 18, namely an internal thread. The external thread of the first adjustment element 15 engages the internal thread of the intermediate component 20, so that a rotational movement of the first adjustment element 15 causes an axial displacement of the intermediate component 20.

[0048] The operating element end stop 17 is formed on the intermediate component 20. Furthermore, a spring 21 is arranged between the connecting device 12 or its base body 13 and the intermediate component 20, which spring urges the intermediate component 20 away from the connecting device 12, i.e., in the direction of the operating element 7. Furthermore, an actuation sensor 22 is arranged on the intermediate component 20, by means of which an actuation of the operating element 7 can be sensed. The operating element end stop 17 delimits a spring element receptacle 23, in which a spring element 24 is arranged, which bears on the one hand against the intermediate component 20 and on the other hand against the operating element 7. The spring element 24 urges the operating element 7 in the direction of the first operating element end stop 11, i.e., away from the operating element end stop 17, which forms a second operating element end stop 17.

[0049] In the illustrated embodiment, a seal 25 is also arranged between the connecting device 12, in particular its base body 13, and the support structure 4, which is connected to the operating element 7 on the other hand. The seal 25 seals the recess 8 directly on its inner side, thus reliably preventing moisture penetration. The adjusting device 14 serves to set an actuation path along which the operating element 7 can be displaced, in particular to set a length s of the actuation path. For this purpose, the distance between the operating element 7 resting against the first operating element end stop 11 and the second operating element end stop 17 is adjustable, namely by means of the adjusting device 14.

[0050] When mounting the control element arrangement 3 on the body 2, the connecting device 12 is first connected to the support structure 4. The spring 21 urges the intermediate component 20 toward the control element 7 until it rests against the outer skin 5 and is supported there. For example, the support structure 4 has a recess 26 through which the intermediate component 20 extends. The desired length s of the actuation travel is already set with the aid of the spring 21. However, when the control element 7 is actuated, the intermediate component 20 can first be deflected by compressing the spring 21, so that the control element 7 can be displaced beyond the actuation travel.

[0051] For this reason, the second adjustment element 16 is rotated during assembly so that it engages the first adjustment element 15 due to the frictional connection. Due to the resulting rotational movement of the first adjustment element 15, the threaded device 18 causes the first adjustment element 15 to move out of the intermediate component 20, or the distance of a collar 27 of the first adjustment element 15 from the intermediate component 20 to increase. This is indicated by the arrow 28. The first adjustment element 15 is engaged in the circumferential direction by the second adjustment element 16 until the collar 27 rests against the connection device 12 or the base body 13.

[0052] Subsequently, the first adjustment element 15 is blocked, so that the second adjustment element 16 rotates relative to the first adjustment element 15. During assembly, the second adjustment element 16 is rotated from a starting angle of rotation to a final angle of rotation. The final angle of rotation is defined by an adjustment element end stop 29, against which the second adjustment element 16 rests at the final angle of rotation, for example, with a bracket 30. The described design of the control element arrangement 3 enables quick and efficient assembly on the motor vehicle.

[0053] The Fig. Figure 2 shows the motor vehicle 1 with the control element arrangement 3 in a second embodiment. Regarding the basic structure, reference is made to the above explanations, and the differences are discussed below. These consist in the fact that the intermediate component 20 is omitted. The first adjustment element 15 now interacts with the connecting device 12 or its base body 13 via the threaded device 18. In addition to the elements already mentioned, there is a power connection 31, by means of which, for example, a lighting element of the control element 7 can be supplied with electrical current. Such a power connection 31 can of course also be provided in the first embodiment.

[0054] The sealing of the operating element arrangement 3 is again achieved using the seal 25. However, it goes without saying that the seal 25 can also be omitted and replaced by other seals. For example, in this case it would be sensible to arrange a seal between the first adjustment element 15 and the connecting device 12. Another seal would be provided between the actuation sensor 22 and the connecting device 12, and a third seal would be used to seal the power connection 31. The latter can, for example, be in the form of an elastic bellows in which an electrical line of the power connection 31 runs. If the seal 25 is omitted, a drainage connection could also be provided, which opens into a space between the operating element 7 and the connecting device 12.The drainage connection allows moisture present in the room to be discharged towards the outside environment, preferably due to the influence of gravity on the moisture.

[0055] During the assembly of the control element arrangement 3 on the motor vehicle 1, the first adjusting element 15 is again first rotated from the starting angle of rotation in the direction of the final angle of rotation, i.e., until the second adjusting element 16 interacts with the adjusting element end stop 29. Beyond this assembly angle of rotation, the second adjusting element 16 drives the first adjusting element 15 via the force-locking connection, i.e., until the first adjusting element 15, with the second control element end stop 17, rests against the control element 7, and this in turn rests against the first control element end stop 11. By rotating the second adjusting element 16, the first adjusting element 15 is urged against the control element 7, and this is displaced in the direction of the first control element end stop 11 until it rests against it.

[0056] Consequently, the operating element 7 is clamped between the two operating element stops 11 and 17, so that the length of the actuating travel is initially zero. To set the desired length of the actuating travel, the second adjusting element 16 is rotated counter to the assembly direction of rotation, which in turn drives the first adjusting element 15 along and moves it away from the operating element 7. The second adjusting element 16 is rotated counter to the assembly direction of rotation up to a defined angle of rotation at which the second operating element end stop 17 is at the desired distance from the operating element 7, so that the desired length of the actuating travel is set.

[0057] The Fig.Figure 3 shows a schematic representation of an area of ​​the control element arrangement 3 in an alternative view. Shown, in particular, is the second adjustment element 16 in different rotational angle positions relative to the common rotation axis 19. An arrow 32 indicates the rotational movement of the second adjustment element 16 from the starting rotation angle to the final rotation angle, in which the second adjustment element 16 interacts with or rests against the adjustment element end stop 29. Between the starting rotation angle and the final rotation angle lies a detent rotation angle, which is defined by an adjustment element detent device 33.

[0058] The adjustment element locking device 33 is designed such that it permits the rotational movement of the second adjustment element 16, starting from the starting angle of rotation in the direction of the final angle of rotation, beyond the locking angle of rotation. In the opposite direction, i.e., opposite to the assembly direction of rotation, the rotational movement of the second adjustment element 16 is limited to the locking angle of rotation. The second adjustment element 16 is thus displaced from the final angle of rotation back toward the starting angle of rotation, but only to the locking angles between the starting angle of rotation and the final angle of rotation, as indicated by arrow 34.

[0059] The difference between the final rotation angle and the locking rotation angle is dimensioned such that after turning the second adjusting element 16 from the final rotation angle to the locking rotation angle, the desired length of the actuating travel is set, i.e. the desired distance between the second operating element end stop 17 and the operating element 7 resting against the first operating element end stop 11 is present.

[0060] The described design of the control element assembly 3 or the motor vehicle 1 has the advantage that the control element assembly 3 can be quickly mounted on the body 2 of the motor vehicle 1, while simultaneously adjusting the actuation travel to the desired length. During assembly, the second adjustment element 16 is always rotated over the same angle of rotation range, regardless of the tolerances. The actuation travel is adjusted automatically. LIST OF REFERENCE SYMBOLS: 1 motor vehicle 2 Body 3 Control element arrangement 4 Supporting structure 5 Outer skin 6 Adhesive 7 Control element 8 recess 9 Basic element 10 collars 11 1. Control element end stop 12 Connection device 13 basic bodies 14 Adjustment device 15 1. Adjustment element 16 2. Adjustment element 17 2. Control element end stop 18 Thread device 19 axis of rotation 20 Intermediate component 21 spring 22 Actuation sensor 23 Spring element holder 24 spring element 25 Seal 26 Recess 27 collars 28 Arrow 29 Adjustment element end stop 30 booms 31 Power connection 32 Arrow 33 Adjustment element locking device 34 Arrow

Claims

[1] Operating element arrangement (3) for a motor vehicle (1), comprising an operating element (7) and a connecting device (12) for connecting the operating element (7) to a body (2) of the motor vehicle (1), wherein the operating element (7) is mounted on the connecting device (12) so as to be displaceable along an actuation path, characterized byin that an adjustment device (14) for adjusting the actuating travel has a first adjustment element (15), a second adjustment element (16) which is force-fittingly coupled to the first adjustment element (15), an operating element end stop (17) for limiting the actuating travel and a threaded device (18), wherein the first adjustment element (15) is mounted so as to be rotatable about a common axis of rotation (19) over a first angle of rotation range and the second adjustment element (16) over a second angle of rotation range, and wherein the adjustment device (14) is designed such that a rotational movement of the second adjustment element (16) over a first part of the second angle of rotation range by means of the threaded device (18) causes a displacement of the first adjustment element (15) in the axial direction and takes place over a second part of the second angle of rotation range when the first adjustment element (15) is fixed in the axial direction. [2] Control element arrangement according to claim 1, characterized by that the operating element (7) is guided with respect to a base body (13) of the connecting device (12) by means of at least one guide device, and / or that the operating element end stop (17) is spaced apart from the operating element (7) in a first position of the operating element (7) and rests against the operating element (7) in a second position of the operating element (7) to limit the actuation path. [3] Control element arrangement according to one of the preceding claims, characterized by that the operating element end stop (17) is designed on the first adjusting element (15) or is present on an intermediate component (20) which is drive-coupled to the first adjusting element (15) via the threaded device (18). [4] Control element arrangement according to one of the preceding claims, characterized bythat the operating element end stop (17) engages around a spring element receptacle (23) in which a spring element (24) is arranged which urges the operating element (7) in the direction facing away from the operating element end stop (17). [5] Control element arrangement according to one of the preceding claims, characterized by that the connecting device (12) has an actuation sensor (22) for determining a deflection of the operating element (7) along the actuation path. [6] Control element arrangement according to one of the preceding claims, characterized by that the second rotation angle range extends from a starting rotation angle to a final rotation angle and is limited to the final rotation angle by means of an adjusting element end stop (29). [7] Control element arrangement according to one of the preceding claims, characterized bythat the adjusting device (14) has an adjusting element locking device (33) which permits a rotational movement of the second adjusting element (16) from the direction of the starting angle of rotation in the direction of the final angle of rotation over a locking angle of rotation and prevents a rotational movement of the second adjusting element (16) from the direction of the final angle of rotation in the direction of the starting angle of rotation in the locking angle of rotation. [8] Control element arrangement according to one of the preceding claims, characterized by that the threaded device (18) is designed such that during the rotational movement of the second adjusting element (16) in the direction of the final angle of rotation, the operating element end stop (17) is displaced towards the operating element (7) or a minimum distance between the base body (13) of the connecting device (12) and the intermediate component (20) is increased. [9] Method for mounting an operating element arrangement (3) according to one or more of the preceding claims on a body (2) of a motor vehicle (1), wherein the operating element arrangement (3) has an operating element (7) and a connecting device (12) for connecting the operating element (7) to the body (2) of the motor vehicle and the operating element (7) is mounted on the connecting device (12) so as to be displaceable along an actuation path, characterized bythat an adjusting device (14) for adjusting the actuating travel has a first adjusting element (15), a second adjusting element (16) frictionally coupled to the first adjusting element (15), an operating element end stop (17) for limiting the actuating travel and a threaded device (18), wherein the first adjusting element (15) is mounted rotatably about a common axis of rotation (19) over a first rotation angle range and the second adjusting element (16) over a second rotation angle range, and wherein a rotational movement of the second adjusting element (16) is effected during assembly and the adjusting device (14) is designed in such a way,that the rotational movement of the second adjusting element (16) over a first part of the second rotational angle range by means of the threaded device (18) causes a displacement of the first adjusting element (15) in the axial direction and over a second part of the second rotational angle range with the first adjusting element (15) fixed in the axial direction., [10] Method according to claim 9, characterized by that the rotational movement of the second adjusting element (16) during assembly takes place from a starting angle of rotation to a final angle of rotation defined by means of an adjusting element end stop (29).

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