Control element device for motor vehicle, which enables automatic tolerance compensation, and method for mounting same

Abstract

The invention relates to a control element device for a motor vehicle, comprising a control element and a connecting device for connecting the control element to the body of the motor vehicle, on which the control element is mounted so as to be movable along an actuation path. For adjusting the actuating path, the adjusting device has a first adjusting element, a second adjusting element which is coupled to the first adjusting element in a force-fitting manner, a control element end stop which limits the actuating path, and a threaded device. The first adjusting element is rotatably mounted about a common rotational axis over a first rotational angle range and the second adjusting element is rotatably mounted about a second rotational angle range about a common rotational axis. A rotation of the second adjusting element over a first portion of the second angular range of rotation moves the first adjusting element in the axial direction, and the rotation over a second portion of the second angular range of rotation takes place when the first adjusting element is fixed in the axial direction. The invention relates to a method for mounting a control element device on a motor vehicle body.

Description

Technical Field

[0001] The invention relates to a control element / operating element / operating element arrangement for a motor vehicle, comprising a control element and a connecting device for connecting the control element to a body of the motor vehicle, wherein the control element is supported on the connecting device in a manner that it can move along an actuation path. In addition, the invention relates to a method for mounting the control element arrangement on a body of a motor vehicle. Background Art

[0002] For example, the publication DE 10 2016 110 754 A1 is known from the prior art. This publication describes a fastening device for fastening a first component to a second component, the fastening device being designed with: a distance element, which is configured to position the first component in a manner spaced apart from the second component along a first axis and to fix the first component in a manner spaced apart from the second component, wherein the distance element has a stop surface, which is used to support the fastening device on the second component, and wherein the distance element is designed in one piece; and a tolerance element, which is configured to accommodate the distance element in a manner movable in a first direction and to compensate for tolerances between the first component and the second component on a second axis and a third axis, wherein the tolerance element is designed in one piece. The fastening device is used to fasten a door handle to a door of a motor vehicle. Summary of the invention

[0003] The object of the present invention is to provide a control element device for a motor vehicle, which has advantages compared to known control element devices, in particular that it is simple to install and, despite relatively large tolerances of the vehicle body, it is still possible to adjust the actuation path in a defined manner, in particular to a defined length.

[0004] According to the invention, this is achieved by a control element device for a motor vehicle having the features of claim 1. It is provided that, for adjusting the actuation path, the adjustment device comprises a first adjustment element, a second adjustment element coupled to the first adjustment element in a force-locking manner, a control element end stop for limiting the actuation path, and a threaded device, wherein the first adjustment element is supported rotatably about a common rotation axis relative to the connecting device over a first rotation angle range, and the second adjustment element is supported rotatably about a common rotation axis relative to the connecting device over a second rotation angle range, wherein the adjustment device is designed such that a rotational movement of the second adjustment element over a first portion of the second rotation angle range causes a displacement of the first adjustment element in an axial direction by means of the threaded device, and a rotational movement of the second adjustment element over a second portion of the second rotation angle range is performed with the first adjustment element fixed in the axial direction.

[0005] Advantageous embodiments of the invention with suitable improvements are given in the dependent claims. It should be pointed out that the exemplary embodiments explained in the description are not restrictive; on the contrary, any changes in the features disclosed in the description, the claims and the drawings are possible.

[0006] Preferably, the control element device is a component of the motor vehicle, but can of course also exist independently of the motor vehicle, in particular before the control element device is installed on the motor vehicle. The control element device has a control element, which can be actuated by an operator at least after the control element device is installed on the motor vehicle, i.e., by applying an actuating force to the control element. In particular, the control element exists as part of an electrical switch, such as a pressure switch, a pushbutton switch, etc.

[0007] Preferably, the control element is equipped with an operation sensor, which recognizes that the control element is subjected to an operating force and generates a corresponding signal. For example, the position of the control element is evaluated by a sensor, wherein the sensor generates a first signal when the control element is in a first position, and generates a second signal when the control element is in a second position different from the first position. For example, the first position is an initial position, in which the control element is not operated, and the second position is a manipulated position, in which the control element is subjected to an operating force. As an addition or alternative to this position, the sensor evaluates the operating force, the speed of the control element along the manipulation path, the acceleration of the control element along the manipulation path, etc.

[0008] Preferably, the control element is arranged in a recess / recess of the vehicle body. In particular, the recess is in an outer layer of the vehicle body, for example in a metal outer sheet or a plastic outer sheet of the vehicle body. Preferably, in addition to the outer layer, the vehicle body additionally has a load-bearing structure to which the outer layer is fastened. The fastening of the outer layer to the load-bearing structure is preferably carried out in a material-locking manner, in particular by gluing; that is, in particular, the outer layer is glued to the load-bearing structure. By fastening the outer layer to the load-bearing structure, relatively large deviations in the distance between the load-bearing structure and the outer layer are tolerated, which deviations may be in the range of 1 mm to several mm.

[0009] The control element is connected to the body of the motor vehicle by means of a connecting device, i.e. it is held on the body when the connecting device is used. Preferably, in order to achieve a reliable holding of the control element on the body, the connecting device is fixedly connected to the body. The control element is supported on the connecting device in a movable manner, i.e. it is movably supported along an actuation path. Accordingly, when the connecting device is connected to the body, the control element is also supported in a manner that it is movably relative to the body, i.e. it is moved by the connecting device. The actuation path, on which the control element is supported in a movably manner, is usually 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 and to adjust a defined actuation path, in particular an actuation path of defined length, during installation.

[0010] For this reason, the control element arrangement has an adjustment device. During the installation of the control element arrangement on the body of the motor vehicle, the actuation path, in particular the length of the actuation path, is adjusted by means of the adjustment device. In this way, despite relatively large tolerances, an exactly defined actuation path, or more precisely a precisely defined length of the actuation path, is achieved, thereby reliably avoiding confusion for the operator due to different actuation paths of various control elements of the same motor vehicle or of different motor vehicles. At the same time, however, the installation of the control element arrangement on the motor vehicle should be particularly simple, i.e., no numerous and complex work steps for adjusting the actuation path should be required.

[0011] For this purpose, the adjustment device has two adjustment elements, namely a first adjustment element and a second adjustment element. The two adjustment elements are supported so as to be rotatable about a common rotation axis, preferably relative to a base body of the connecting device. The adjustment device is also provided with a control element end stop for limiting the actuation path. The control element end stop is designed and arranged such that, after the control element device is mounted on the motor vehicle, the control element is spaced apart from the control element end stop in its first position and rests against the control element end stop for limiting the actuation path in its second position.

[0012] Preferably, the control element end stop is part of a plurality of control element stops, wherein another of the control element stops is arranged spaced apart from the control element end stop so that the control element can be moved between the control element end stops. In particular, the control element abuts against a first of the control element end stops in the first position and against a second of the control element end stops in the second position. The first control element end stop is preferably formed by the body of the motor vehicle, in particular by the outer skin of the body. The second control element end stop can be the control element end stop of the adjustment device already described.

[0013] As already mentioned, the control element is arranged, for example, in a recess of the vehicle body. The recess is delimited by an edge formed by the vehicle body, which edge preferably completely and continuously surrounds the recess, i.e. the edge forms the recess in a closed manner. Preferably, the control element has a base body located in the recess. On the edge side, a flange projects from the base body, which in one position of the control element, in particular in the first position, abuts against the edge, whereby the edge forms a first control element end stop. In the first position relative to the vehicle body, the positioning of the control element is defined by the abutment against the first control element end stop. However, the distance between the first control element end stop and the second control element end stop of the adjustment device, which determines the length of the actuation path, depends on the tolerances between the outer skin and the load-bearing structure. This distance can be adjusted by means of the adjustment device.

[0014] Furthermore, the adjustment device has a threaded device. The threaded device is used to adjust the actuation path. Preferably, a first part of the threaded device is manufactured on the first adjustment element. In particular, this first part of the threaded device is present in the form of an external thread. The second part of the threaded device is present, for example, on the connecting device, more precisely on its base body, or on an intermediate component of the control element device. The second part of the threaded device is in particular formed as an internal thread, into which the external thread of the first part engages.

[0015] The two adjustment elements are arranged coaxially with each other and are supported in a manner that allows rotation about a common rotation axis. In addition, the two adjustment elements are connected to each other in a force-locking or friction-locking manner, in particular, they are connected only in a force-locking or friction-locking manner. The adjustment of the actuation path is achieved by applying a torque to the second adjustment element so that the second adjustment element is rotated about the rotation axis in the installation rotation direction. The torque is transmitted from the second adjustment element to the first adjustment element, i.e., via a force-locking connection. As a result, a rotational movement of the first adjustment element is caused, at least temporarily, i.e., within a first rotation angle range, which is converted into an axial displacement of the first adjustment element by means of a threaded device.

[0016] The adjustment device is designed such that the second adjustment element can be rotated over the entire second rotation angle range, but the first adjustment element can be rotated only over a smaller first rotation angle range. The first rotation angle range and the first part of the second rotation angle range have the same range. During the installation of the control element device, the second adjustment element is rotated over the entire second rotation angle range, i.e. from the first boundary of the second rotation angle range to the second boundary of the second rotation angle range, wherein the first boundary and the second boundary delimit the second rotation angle range on opposite sides.

[0017] When the second adjustment element rotates in the first part of the second rotation angle range, the first adjustment element is driven by the second adjustment element, so that the first adjustment element passes through the entire first rotation angle range. In this first part of the second rotation angle range, the adjustment elements are fixed relative to each other in the circumferential direction due to the force-locking connection, that is, they rotate together around the rotation axis. If the first adjustment element reaches the end of the first rotation angle range, the first adjustment element is fixed in the circumferential direction and can no longer be driven by the second adjustment element accordingly. Then, the second adjustment element still passes through the second part of the second rotation angle range. At this time, the holding torque of the force-locking connection is exceeded, so that the two adjustment elements rotate relative to each other.

[0018] In other words, the rotational movement of the first adjusting element is caused by the rotational movement of the second adjusting element over the first part of the second rotational angle range, which is converted into a displacement of the first adjusting element in the axial direction when a threaded device is used. The first adjusting element can only be moved in the axial direction within a certain displacement range, wherein after passing through the first rotational angle range, the first adjusting element reaches the end of the displacement range and is thus fixed in the axial direction. Due to the fixation in the axial direction, the first adjusting element is also fixed in the circumferential direction in the installation rotational direction, so that the first adjusting element cannot further perform a rotational movement. Nevertheless, in order to still achieve a constant installation process of the control element device, when the first adjusting element is fixed, the second adjusting element should also be rotated further, that is, rotated over the entire second rotational angle range, wherein the rotational movement of the second adjusting element over the second part of the second rotational angle range is performed when the first adjusting element is fixed. The first adjusting element being fixed should be understood as the first adjusting element being fixed, to be precise, not (anymore) movable in the axial direction.

[0019] The described design of the control element arrangement enables an accurate adjustment of the actuation path, in particular the length of the actuation path, by a corresponding arrangement of the control element end stop. When using the adjustment element, the control element end stop is either moved, i.e., due to a rotational movement of the second adjustment element, or alternatively is fixed in a defined position due to a rotational movement of the second adjustment element. In this case, the control element end stop is arranged by the rotational movement of the adjustment element in such a way that, in the initial position of the control element, it is at a defined distance from the control element.

[0020] It is of course particularly preferred that a plurality of adjustment devices are present, i.e. that in addition to the adjustment device described, at least one further adjustment device is present. The adjustment devices are arranged spaced apart from one another and are used independently of one another to adjust the actuation path. For example, there are at least three or at least four adjustment devices of this type. Each of the adjustment devices is designed in accordance with the explanations of the present description. If the control element device is equipped with an intermediate element, preferably a plurality of control element end stops are present at the intermediate element and the adjustment devices are used in each case to position the same intermediate element.

[0021] A development of the invention provides that the control element is guided relative to the base body of the connection device by means of at least one guide device, and / or that the control element end stop is spaced apart from the control element in a first position of the control element and rests against the control element in a second position of the control element to limit the actuation path. As already explained, the control element can be moved along an actuation path at the connection device. The actuation path runs almost straight, but preferably allows the control element to tilt. For example, the control element has a guide mechanism at its edge, which cooperates with the edge delimiting the recess to guide the control element in the recess and in particular to center it in the recess. The guide mechanism is designed, for example, as a chamfer or a rounded portion.

[0022] Additionally or alternatively, the control element end stop is arranged at different distances from the control element in different positions of the control element. In this respect, in a first position of the control element, there is a first distance between the control element and the control element end stop, and in a 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 the control element in its second position rests on the control element end stop and the actuation path is limited. The described embodiment of the control element arrangement enables the advantages already described to be achieved.

[0023] A development of the invention provides that the control element end stop is designed on the first adjusting element or that the control element end stop is present on an intermediate component which is coupled to the first adjusting element in terms of drive technology via a threaded device. Thus, in a first variant of the control element device, the control element end stop is present on the first adjusting element and moves together with the first adjusting element, wherein the movement is achieved by means of the threaded device during a rotational movement of the adjusting element. For example, the control element end stop is located on the end side of the first adjusting element, i.e., the control element end stop is formed by the end side of the first adjusting element facing the control element.

[0024] In a second variant of the control element arrangement, the control element end stop is arranged in the vicinity of the first adjusting element, i.e., on the intermediate component. The intermediate component is drive-connected to the first adjusting element via a threaded arrangement, so that a rotational movement of the first adjusting element causes the intermediate component and thus the control element end stop to move in the axial direction, or at least fix the intermediate component at a certain distance from the connection device. This design of the control element arrangement also serves to achieve the advantages described in a structurally advantageous manner.

[0025] A refinement of the present invention provides that the control element end stop surrounds a spring element receiving portion, in which a spring element is arranged, which pushes the control element in a direction away from the control element end stop portion. The spring element generates a spring force, which acts on the control element as a restoring force. The restoring force pushes the control element from the direction of its operating position to the direction of its initial position. The spring element is arranged in a spring element receiving portion surrounded by the control element end stop portion. In particular, the control element end stop portion forms a continuous edge of the spring element receiving portion, so that in at least one position of the control element, the spring element receiving portion is abutted against the control element end stop portion in a completely closed manner. Preferably, the spring element is designed as a helical spring. Therefore, the spring element receiving portion of the spring element is surrounded by the control element end stop portion, and the control element is particularly uniformly pushed in the direction of its initial position, thereby achieving a particularly good appearance of the control element device. In addition, in particular, also when a plurality of adjustment devices are used, a particularly uniform restoring force is caused, because a separate tolerance compensation is performed for each of the adjustment devices.

[0026] A further development of the invention provides that the connecting device has an actuation sensor for determining a deflection of the control element along the actuation path. This design has already been indicated. Particularly preferably, the actuation sensor is arranged on a base body of the connecting device and is in this respect fixed in position relative to the vehicle body. With the aid of the actuation sensor, an actuation of the control element can be reliably determined.

[0027] A further development of the invention provides 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. The second rotation angle range is limited on opposite sides by the starting rotation angle and the final rotation angle, so that the starting rotation angle and the final rotation angle enclose the second rotation angle range between them. The starting rotation angle is understood to be a rotation angle at which the second adjusting element is located before the control element arrangement is installed on the motor vehicle, in particular, the second adjusting element is arranged at the starting rotation angle from the factory.

[0028] During installation of the control element device, the second adjustment element is rotated over 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 abuts 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 limited to the final rotation angle.

[0029] The adjusting element end stop is in particular produced on the connecting device, preferably on its base body. The adjusting element end stop simplifies the installation of the control element device, since the person carrying out the installation merely rotates the second adjusting element until the second adjusting element abuts against the adjusting element end stop. Since the second adjusting element is rotated over the entire second rotation angle range during installation, the second rotation angle range can also be referred to as the installation rotation angle range.

[0030] An improved solution of the present invention provides that the adjustment device has an adjustment element locking device, which allows the second adjustment element to rotate from the direction of the starting rotation angle to the direction of the final rotation angle beyond the locking rotation angle, and prohibits the second adjustment element from rotating from the direction of the final rotation angle to the direction of the starting rotation angle within the locking rotation angle. That is, the adjustment element locking device prevents the second adjustment element from rotating back. The second adjustment element is also allowed to rotate beyond the locking rotation angle to the direction of the final rotation angle, but when the locking rotation angle is reached, the second adjustment element is prohibited from rotating in the opposite direction.

[0031] The adjusting element locking device is arranged so that the locking rotation angle is between the starting rotation angle and the final rotation angle, preferably, the difference between the locking rotation angle and the final rotation angle is at least 5%, at least 10% or at least 20% of the difference between the final rotation angle and the starting rotation angle. Additionally or alternatively, the difference between the final rotation angle and the locking rotation angle is at most 30%, at most 25% or at most 20% of the difference between the final rotation angle and the starting rotation angle. The setting element locking device is provided to prevent the actuation path from being accidentally adjusted after the installation of the control element device is completed.

[0032] A further development of the invention provides that the threaded arrangement is designed such that, when the second adjusting element is rotated in the direction of the final rotation angle, the control element end stop moves toward the control element or increases the minimum distance between the base body of the connecting device and the intermediate component. The control element arrangement can in turn be designed in two different variants which can be selected independently of the variants explained above.

[0033] In a first variant, the rotational movement of the second adjusting element is converted into a movement of the control element end stop by means of a threaded device. Preferably, the control element end stop is located on the first adjusting element. Preferably, provision is made that the first adjusting element is moved in the axial direction by a corresponding rotational movement of the second adjusting element, in particular in a first rotational direction, until the first adjusting element abuts against the control element and pushes it onto the first control element end stop. In this state, the control element is clamped between the first adjusting element and the first control element end stop and cannot be moved or manipulated accordingly. Therefore, the adjustment element is subsequently released for movement or manipulation by the second adjusting element continuing the rotational movement, in particular in that the second adjusting element is rotated in a second rotational direction opposite to the first rotational direction. As a result, the first adjusting element is moved away from the control element in the axial direction again, so that manipulation of the control element is once again permitted.

[0034] In a second variant, the rotational movement of the second adjusting element is converted into an increase in the minimum distance between the base body of the connecting device and the intermediate component using a threaded device. For this purpose, the first adjusting element is preferably coupled to the intermediate component via a threaded device. Due to the rotational movement, the flange of the first adjusting element is moved away from the intermediate component, in particular until the flange (preferably already before the second adjusting element reaches the final rotation angle) abuts against the connecting device, or more precisely its base body, in order to fix the minimum distance between the base body and the intermediate component. In this case, a reliable adjustment of the actuation path is achieved.

[0035] A refinement of the present invention provides that the second adjusting element releases the latching element for elastic movement in the initial rotation angle and fixes the latching element in the latching position in the rotation angle different from the initial rotation angle. For example, the latching element is a component of the control element device and is used to fasten the control element device to the vehicle body during installation. Preferably, the latching element is designed on the connecting device. The latching element is used to establish a form-locking connection with the vehicle body. For this purpose, the latching element can be moved between a release position and a latching position, wherein the latching position is the initial position of the latching element. Preferably, the latching element is designed to be elastic or is subjected to a spring force by a spring, so that when the latching element deflects from the latching position in the direction of the release position, a return force is generated, which pushes the latching element in the direction of its latching position. In the latching position, a form-locking connection is established between the latching element and the vehicle body, and conversely, the connection is disconnected in the release position.

[0036] It is now provided that the second adjusting element is used not only to adjust the actuation path but also to additionally ensure the latching connection established when using the latching element. For this purpose, if the second adjusting element is arranged at the starting rotation angle, the second adjusting element releases the latching element for elastic movement out of its latching position. However, if the second adjusting element is at a rotation angle different from the starting rotation angle, in particular at the final rotation angle, the second adjusting element fixes the latching element in the latching position, thereby additionally ensuring the latching connection established by means of the latching element. A particularly reliable latching connection is thus established.

[0037] The invention further relates to a method for mounting a control element arrangement on a body of a motor vehicle, in particular a method for mounting a control element arrangement according to an embodiment within the scope of the present description, wherein the control element arrangement comprises a control element and a connecting device for connecting the control element to the body of the motor vehicle, and the control element is supported on the connecting device in a manner that it can move along an actuation path. It is provided that, for adjusting the actuation path, the adjustment device comprises a first adjustment element, a second adjustment element coupled to the first adjustment element in a force-locking manner, a control element end stop for limiting the actuation path, and a threaded device, wherein the first adjustment element is supported in a manner that it can rotate about a common rotation axis in a first rotation angle range, and the second adjustment element is supported in a manner that it can rotate about a common rotation axis in a second rotation angle range, and wherein during the installation, a rotational movement of the second adjustment element is brought about, and the adjustment device is designed such that a rotational movement of the second adjustment element in a first part of the second rotation angle range brings about a displacement of the first adjustment element in an axial direction by means of the threaded device, and the rotational movement of the second adjustment element in a second part of the second rotation angle range is carried out with the first adjustment element fixed in the axial direction.

[0038] The advantages of a method of this type or a design of a control element arrangement of this type have already been pointed out. Both the control element arrangement and the method for its assembly can be modified according to the embodiments within the scope of the description, so that reference is made to these embodiments in this regard.

[0039] A development of the invention provides that during installation, a rotational movement of the second adjusting element is performed from a starting rotation angle up to a final rotation angle defined by means of an adjusting element end stop. As already explained, the second adjusting element should be rotated over the entire second rotation angle range, which is limited by the starting rotation angle on the one hand and by the final rotation angle on the other hand. The second rotation angle range is greater than the first rotation angle range, so that the second adjusting element only drives the first adjusting element over a first part of the second rotation angle range. Starting from the starting rotation angle, the second adjusting element is rotated until it abuts against the adjusting element end stop. This is the case when the second adjusting element is arranged at the final rotation angle. This allows a simple and reproducible installation of the control element device.

[0040] The features and feature combinations described in the specification, 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 respectively given combination, but also in other combinations or alone, without departing from the scope of the present invention. Thus, embodiments that are not explicitly shown or explained in the specification and / or the figures but can be derived from or deduced from the explained embodiments are also considered to be included in the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present invention will be explained in more detail below based on the embodiments shown in the drawings, but the present invention is not limited thereto.

[0042] in:

[0043] Figure 1 A schematic diagram of a region of a motor vehicle is shown, the motor vehicle having a vehicle body and a control element arrangement of a first embodiment fastened to the vehicle body,

[0044] Figure 2 shows a schematic diagram of a motor vehicle, in which a control element arrangement of a second embodiment is present, and

[0045] Figure 3 A schematic diagram of a region of a control element arrangement is shown in an alternative view. DETAILED DESCRIPTION

[0046] Figure 1A schematic diagram of a motor vehicle 1 is shown, which has a body 2 and a control element arrangement 3 of a first embodiment arranged on the body 2. The body 2 has a load-bearing structure 4, to which an outer skin 5 is fastened, preferably in a materially bonded manner, for example by means of an adhesive 6. The control element arrangement 3 has a control element 7, which is arranged in a recess 8 of the body 2, in particular of the outer skin 5. The control element 7 has a base element 9 which at least partially or even completely penetrates the recess 8 and a flange 10 which protrudes from the contact element 9. In the first position of the control element 7 shown here, the flange 10 rests on a first control element end stop 11, which is formed by the edge delimiting the recess 8.

[0047] The control element 7 is connected to the vehicle body 2 by means of a connecting device 12 in such a way that the control element 7 can be moved relative to the vehicle 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 vehicle body 2 by means of bolts. In order to achieve a defined actuation path of the control element 9 even in the case of large tolerances between the support structure 4 and the outer skin 5, for example, caused by the adhesive 6, the control element device 3 also has an adjustment device 14. The adjustment device has a first adjustment element 15, a second adjustment element 16, a second control element end stop 17 and a threaded device 18.

[0048] The two adjusting elements 15 and 16 are mounted so as to be rotatable about a common axis of rotation 19. The second adjusting element 16 is coupled to the first adjusting element 15 in a force-fitting manner, for example by virtue of the fact that the second adjusting element, as shown here, engages in the first adjusting element 15 in a press-fit manner. It can be provided that the second adjusting element 16 completely penetrates the first adjusting element 15 in an axial direction with reference to the axis of rotation 19. In principle, however, it is sufficient for the second adjusting element 16 to only partially penetrate the first adjusting element 15 or to engage in the first adjusting element.

[0049] The first adjusting element 15 is connected to the intermediate component 20 in terms of drive technology via a threaded device 18. Here, the first adjusting element 15 forms a first part, i.e. an external thread, of the threaded device 18, and the intermediate component 20 forms a second part, i.e. an internal thread, of the threaded device 18. The external thread of the first adjusting element 15 engages in the internal thread of the intermediate component 20, so that a rotational movement of the first adjusting element 15 causes an axial displacement of the intermediate component 20.

[0050] The control element end stop 17 is formed on the intermediate component 20. A spring 21 is also arranged between the connecting device 12 or its base body 13 and the intermediate component 20, which pushes the intermediate component 20 away from the connecting device 12, that is, in the direction of the control element 7. In addition, an actuation sensor 22 is arranged on the intermediate component 20, by means of which an actuation of the control element 7 can be detected. The control element end stop 17 defines a spring element receptacle 23, in which a spring element 24 is arranged, which spring element rests on the intermediate component 20 on the one hand and on the other hand on the control element 7. The spring element 24 pushes the control element 7 in the direction of the first control element end stop 11, that is, away from the control element end stop 17, which constitutes the second control element end stop 17.

[0051] In the embodiment shown, a seal 25 is also arranged between the connecting device 12, in particular its base body 13, and the supporting structure 4, which seal is in turn connected to the control element 7. The seal 25 seals the recess 8 directly on the inside of the recess, so that moisture penetration is reliably prevented. The adjustment device 14 serves to adjust the actuation path along which the control element 7 can be moved, in particular the length s of the actuation path. For this purpose, the distance between the control element 7 resting on the first control element end stop 11 and the second control element end stop 17 can be adjusted, i.e. by means of the adjustment device 14.

[0052] When the control element device 3 is mounted on the vehicle body 2, the connecting device 12 is first connected to the supporting structure 4. The spring 21 pushes the intermediate component 20 in the direction of the control element 7 until the intermediate component rests on the outer skin 5 and is supported there. For example, the supporting structure 4 has a recess 26 through which the intermediate component 20 passes. In this regard, the desired length s of the actuation path has already been set by means of the spring 21. However, when the control element 7 is actuated, the intermediate component 20 is first deflected when the spring 21 is compressed, so that the control element 7 can be moved beyond the actuation path.

[0053] For this reason, the second adjusting element 16 is rotated during assembly so that the second adjusting element, due to the frictional connection, entrains the first adjusting element 15. The resulting rotational movement of the first adjusting element 15 causes the threaded device 18 to move the first adjusting element 15 out of the intermediate component 20, or more precisely, to increase the distance between the flange 27 of the first adjusting element 15 and the intermediate component 20. This is indicated by the arrow 28. The first adjusting element 15 is entrained in the circumferential direction by the second adjusting element 16 until the flange 27 rests on the connecting device 12 or more precisely on the base body 13.

[0054] Subsequently, the first adjusting element 15 is blocked so that the second adjusting element 16 can be rotated relative to the first adjusting element 15. During installation, the second adjusting element 16 is rotated from an initial rotation angle to a final rotation angle. The final rotation angle is defined by the adjusting element end stop 29, at which the second adjusting element 16 rests, for example, via the overhang 30. The described design of the control element device 3 enables rapid and efficient installation on a motor vehicle.

[0055] Figure 2 A motor vehicle 1 is shown with a control element device 3 of a second embodiment. With regard to the basic structure, reference is made to the above embodiments, and the differences are explained below. The difference is that the intermediate component 20 is omitted. The first adjustment element 15 now cooperates with the connecting device 12 or more precisely its base body 13 via a screw device 18. In addition to the elements already described, there is also a current connection 31, by means of which, for example, current can be supplied to the lighting of the control element 7. Of course, such a current connection 31 can also be provided in the first embodiment.

[0056] The sealing of the control element device 3 is again achieved by means of a seal 25. However, it is self-evident that the seal 25 can also be omitted and replaced by another seal. For example, in this case it is reasonable to arrange a seal between the first adjustment element 15 and the connecting device 12. Another seal is provided between the actuation sensor 22 and the connecting device 12, and a third seal is used to seal the current connection 31. The latter can be present, for example, in the form of an elastic bellows, in which the electrical conductors of the current connection 31 extend. If the seal 25 is omitted, a drainage connection can also be present, which opens into the space between the control element 7 and the connecting device 12. The moisture present in this space can be discharged in the direction of the external environment via the drainage connection, preferably by means of the influence of gravity acting on the moisture.

[0057] When installing the control element device 3 on the motor vehicle 1, the first adjusting element 15 is again first rotated starting from the starting rotation angle in the direction of the final rotation angle, i.e. until the second adjusting element 16 interacts with the adjusting element end stop 29. At this installation rotation angle, the second adjusting element 16 drives the first adjusting element 15 via a force-locking connection, i.e. until the first adjusting element 15 abuts against the control element 7 with the second control element end stop 17 and the control element in turn abuts against the first control element end stop 11. In other words, by rotating the second adjusting element 16, the first adjusting element 15 is pushed onto the control element 7 and the control element is moved in the direction of the first control element end stop 11 until it abuts against the first control element end stop.

[0058] The control element 7 is thus held clamped between the two control element end stops 11 and 17, so that the length of the actuation path is now equal to zero. In order to set the desired length of the actuation path, the second adjustment element 16 is therefore rotated counter to the mounting rotational direction, whereby the first adjustment element 15 is again entrained and moved away from the control element 7. The second adjustment element 16 is rotated counter to the mounting rotational direction until a defined rotational angle is reached, at which the second control element end stop 17 has the desired distance from the control element 7, so that the desired actuation path length is set.

[0059] Figure 3 An alternative view shows a schematic diagram of a region of the control element arrangement 3. In particular, the second adjusting element 16 is shown in different rotational angle positions relative to the common rotational axis 19. Arrow 32 shows the rotational movement of the second adjusting element 16 from the initial rotational angle to the final rotational angle, in which the second adjusting element 16 interacts with the adjusting element end stop 29, or more precisely abuts against it. Between the initial rotational angle and the final rotational angle there is a locking rotational angle defined by the adjusting element locking device 33.

[0060] The adjusting element locking device 33 is designed so that it allows the second adjusting element 16 to rotate from the starting rotation angle over the locking rotation angle to the direction of the final rotation angle. However, in the opposite direction, i.e., in the direction opposite to the installation rotation direction, the rotational movement of the second adjusting element 16 is limited to the locking rotation angle. That is, the second adjusting element 16 moves from the final rotation angle again to the direction of the starting rotation angle, but according to the arrow 34, it only moves to the locking rotation angle between the starting rotation angle and the final rotation angle.

[0061] The difference between the final rotation angle and the locking rotation angle is designed in such a way that after the second adjustment element 16 is rotated from the final rotation angle to the locking rotation angle, the desired actuation path length is adjusted, i.e., a desired distance exists between the second control element end stop 17 and the control element 7 abutting against the first control element end stop 11.

[0062] The described embodiment of the control element device 3 or of the motor vehicle 1 has the advantage that the control element device 3 can be quickly mounted on the body 2 of the motor vehicle 1 while adjusting the actuation path to the desired length. During the mounting, the second adjusting element 16 is always rotated over the same rotation angle range regardless of tolerances. At the same time, the actuation path is adjusted autonomously or automatically.

[0063] List of Reference Numerals

[0064] 1Motor Vehicle

[0065] 2 Body

[0066] 3. Control element device

[0067] 4 Load-bearing structure

[0068] 5. Outer layer

[0069] 6. Adhesives

[0070] 7. Control elements

[0071] 8 recesses

[0072] 9 Basic components

[0073] 10 Flange

[0074] 11 First control element end stop

[0075] 12Connection device

[0076] 13 Matrix

[0077] 14 Adjustment device

[0078] 15First adjustment element

[0079] 16 Second adjustment element

[0080] 17 Second control element end stop

[0081] 18 thread device

[0082] 19 Rotation axis

[0083] 20Intermediate components

[0084] 21 Spring

[0085] 22 Manipulation Sensors

[0086] 23 Spring element receiving portion

[0087] 24 Spring elements

[0088] 25 Seals

[0089] 26 notches

[0090] 27 Flange

[0091] 28 Arrows

[0092] 29 Adjustment element end stop

[0093] 30 Overhang

[0094] 31 Current connection part

[0095] 32 Arrows

[0096] 33 Adjustment element locking device

[0097] 34 Arrows

Claims

1. A control element device (3) for a motor vehicle (1), comprising a control element (7) and a connecting device (12) for connecting the control element (7) to a body (2) of the motor vehicle (1), wherein: The control element (7) is supported on the connecting device (12) in a manner that it can move along an operating path, and is characterized in that, in order to adjust the operating path, the adjusting device (14) has a first adjusting element (15), a second adjusting element (16) coupled to the first adjusting element (15) in a force-locking manner, a control element end stop (17) for limiting the operating path, and a threaded device (18), wherein the first adjusting element (15) is supported in a manner that it can rotate about a common rotation axis (19) within a first rotation angle range, and the second adjusting element (16) is supported in a manner that it can rotate about the common rotation axis (19) within a second rotation angle range, wherein the adjusting device (14) is designed so that, by means of the threaded device (18), a rotational movement of the second adjusting element (16) in a first part of the second rotation angle range causes a displacement of the first adjusting element (15) in an axial direction, and the rotational movement of the second adjusting element (16) in a second part of the second rotation angle range is carried out when the first adjusting element (15) is fixed in the axial direction.

2. The control element device according to claim 1, characterized in that The control element (7) is guided relative to a base (13) of a connecting device (12) by means of at least one guide device, and / or a control element end stop (17) is spaced apart from the control element (7) in a first position of the control element (7) and abuts against the control element (7) in a second position of the control element (7) to limit the actuation path.

3. A control element arrangement according to any one of the preceding claims, characterized in that The control element end stop (17) is formed on the first adjusting element (15), or the control element end stop (17) is present on an intermediate component (20) which is coupled to the first adjusting element (15) in terms of drive technology via a threaded device (18).

4. A control element arrangement according to any one of the preceding claims, characterized in that The control element end stop (17) surrounds a spring element receptacle (23), in which a spring element (24) is arranged, which pushes the control element (7) in a direction away from the control element end stop (17).

5. A control element arrangement according to any one of the preceding claims, characterized in that The connecting device (12) has an actuation sensor (22) for determining a deflection of the control element (7) along an actuation path.

6. A control element arrangement according to any one of the preceding claims, characterized in that The second rotation angle range extends from the starting rotation angle to the final rotation angle and is limited to the final rotation angle by means of an adjustment element end stop (29).

7. A control element arrangement according to any one of the preceding claims, characterized in that The adjusting device (14) has an adjusting element locking device (33), which allows the second adjusting element (16) to rotate from the direction of the starting rotation angle to the direction of the final rotation angle across the locking rotation angle, and prohibits the second adjusting element (16) from rotating from the direction of the final rotation angle to the direction of the starting rotation angle within the locking rotation angle.

8. A control element arrangement according to any one of the preceding claims, characterized in that The threaded device (18) is designed so that when the second adjustment element (16) rotates in the direction of the final rotation angle, the control element end stop (17) moves toward the control element (1), or increases the minimum distance between the base (13) of the connecting device (12) and the intermediate component (20).

9. A method for mounting a control element device (3) on a body (2) of a motor vehicle (1), in particular a method for mounting a control element device (3) according to one or more of the preceding claims, wherein: The control element device (3) comprises a control element (7) and a connecting device (12) for connecting the control element (7) to a body (2) of a motor vehicle, and the control element (7) is supported on the connecting device (12) in a manner that it can move along an operating path, characterized in that, for adjusting the operating path, the adjustment device (14) comprises a first adjustment element (15), a second adjustment element (16) coupled to the first adjustment element (15) in a force-locking manner, a control element end stop (17) for limiting the operating path, and a threaded device (18), wherein the first adjustment element (15) is movable about a common rotation axis (19) in a first adjustment element (15), a second adjustment element (16) coupled to the first adjustment element (15) in a force-locking manner, a control element end stop (17) for limiting the operating path, and a threaded device (18). The second adjusting element (16) is supported in a manner that allows it to rotate over a rotational angle range, the second adjusting element (16) is supported in a manner that allows it to rotate around a common rotational axis (19) over a second rotational angle range, and wherein, during installation, a rotational movement of the second adjusting element (16) is caused, and the adjusting device (14) is designed so that, by means of a threaded device (18), the rotational movement of the second adjusting element (16) over a first part of the second rotational angle range causes the first adjusting element (15) to move in an axial direction, and the rotational movement of the second adjusting element over a second part of the second rotational angle range is carried out when the first adjusting element (15) is fixed in the axial direction.

10. The method according to claim 9, characterized in that During installation, a rotational movement of the second adjusting element (16) is performed from a starting rotational angle up to a final rotational angle defined by means of an adjusting element end stop (29).

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