Air guidance system for a motor vehicle

Abstract

Air guidance system (10) for a motor vehicle, comprising: a support structure (12), a first air flap (34) which is pivotably mounted on the support structure (12) about a first air flap axis (34a) between a closed position and an open position, a second air flap (38) which is pivotably mounted on the support structure (12) about a second air flap axis (38a), wherein the first and the second air flap axes (34a, 38a) are not parallel to each other and are not collinear, an actuator (32) coupled exclusively to the first air flap (34) or can be coupled to drive them to a pivoting movement around the first air flap axis (34a), a transmission device (36) designed to directly couple the first air damper (34) with the second air damper (38) in a motion-transmitting manner, characterized in that the transmission device (36) is designed in two parts, comprising a first transmission component (44) assigned to the first air damper (34) and connected to it for common rotation about the first air damper axis (34a), and a second transmission component (48) designed separately from the first transmission component (44), assigned to the second air damper (38) and connected to it for common rotation about the second air damper axis (38a). wherein one component (48) of the first and the second transmission component (44, 48) has a coupling end piece (48e) on which at least one coupling projection (58) is formed and the other component (44) of the first and the second transmission component (44, 48) has a coupling end piece (44e) on which at least one coupling recess (54) associated with the coupling projection (58) is formed, wherein the coupling projection (58) extends in a projection direction (V) which has a component orthogonal to the air flap axis (38a) of the air flap (38) to which the transmission component (48) with the coupling projection (58) is assigned, wherein the coupling recess (54) extends in a sliding direction (G) which has a component parallel to the air flap axis (34a) of the air flap (34) to which the transmission component (44) with the coupling recess (54) is assigned, and wherein the coupling projection (58) is in sliding engagement with the coupling recess (54) along the sliding direction (G) and in positive engagement in a direction orthogonal to the sliding direction (G).

Description

[0001] The present invention relates to an air guidance device for a motor vehicle, comprising a support structure and a first air flap pivotably mounted on the support structure about a first air flap axis between a closed position and an open position, as well as a second air flap pivotally mounted on the support structure about a second air flap axis, wherein the first and the second air flap axes are neither parallel to each other nor collinear. The air guidance device further comprises an actuator coupled or connectable to the first air flap to drive it into a pivoting movement about the first air flap axis, and a transmission device configured to couple the first air flap to the second air flap in a motion-transmitting manner.

[0002] A very similar air guidance device is known from US 2010 / 0243352 A1. In the air guidance device described in this document, the first and second air flaps, whose axes, however, run parallel to each other, are connected by a substantially rigid connecting web and thus coupled in a motion-transmitting manner. Further air guidance devices are known, for example, from EP 2407333 A1 and DE 102004056328 A1.

[0003] It is known to use such a coupling mechanism in the form of a rigid connecting link on air guide systems whose air flap axes have a slight angular offset from each other. As long as the angular offset is not too large, it can be compensated for in the motion-transmitting coupling by the tolerances of the individual components, for example by a slight bending of the connecting link.

[0004] However, to achieve a desired deformation behavior of the air guide device in the event of a collision and / or to adapt to the shape of inlet openings of a given decorative grille, it may be desirable for the angular offset between the air flap axes of the first and the second air flap to be greater than can be compensated for by the individual component tolerances, so that a coupling via a rigid connecting bridge can no longer be implemented in a satisfactory manner.

[0005] Against the background of this prior art, the object of the present invention is to further develop the known air guidance device in such a way that a motion-transmitting coupling of air flaps with a larger angular offset of the associated air flap axes is made possible in a structurally simple manner.

[0006] The present invention solves this problem with the features of claim 1.

[0007] The two-part design of the transmission device allows the first and second transmission components to move relative to each other during their joint rotation around the first and second air flap axes, respectively, so that this relative movement compensates for the angular offset and still achieves the most synchronous coupling of the rotational movements possible.

[0008] During rotation around the associated air flap axis, the coupling projection moves in the associated coupling recess in the sliding direction; the positive engagement between the coupling projection and the associated coupling recess, perpendicular to the sliding direction, together with the sliding contact, enables the transmission of torques around both air flap axes. The coupling projection can bear directly against one of the boundary walls of the coupling recess; additional rolling elements are not required.

[0009] In this way, a structurally very simple coupling mechanism can be achieved, which enables the transmission of motion between air flaps whose pivot axes have a larger angular offset than was previously possible according to the state of the art.

[0010] According to a preferred embodiment of the present invention, it can be provided that, in a state in which the air guide device is installed in the motor vehicle, the first and second air flap axes are tilted relative to each other both in projection onto a plane perpendicular to the longitudinal direction of the vehicle and in projection onto a plane parallel to the road surface. The coupling mechanism described above is particularly suitable for vehicles in which such a tilt in the two aforementioned projections or planes is desirable for technical or aesthetic reasons, since the angle effectively enclosed by the two air flap axes can be particularly large in such air guide devices.

[0011] It can be provided that the first transmission component extends parallel, preferably collinearly, to the first air flap axis and / or that the second transmission component extends parallel, preferably collinearly, to the second air flap axis. When the air flaps rotate about their respective air flap axes, the transmission components consequently rotate about their respective longitudinal axes, or this movement is simply superimposed with a rotational movement about the respective air flap axis, which simplifies the coupling between the individual movements of the two transmission components.

[0012] A stable coupling can be produced by designing one coupling end piece as the inner coupling part, preferably in the form of a rod end, and the other coupling end piece as the outer coupling part, preferably in the form of a socket joint, wherein the inner coupling part is at least partially received in the outer coupling part.

[0013] By manufacturing the first transmission component and / or the second transmission component as single pieces, particularly stable transmission components can be produced in a simple way.

[0014] A particularly effective torque transmission can be achieved by ensuring that the projection direction is orthogonal to the air flap axis of the air flap to which the transmission component with the coupling projection is assigned.

[0015] To simplify the assembly of the air guidance device, it may also be provided that for at least one coupling recess the sliding direction runs in a plane defined by the projection direction of the coupling projection associated with the coupling recess and by the air flap axis of the air flap to which the transmission component with the associated coupling projection is assigned.

[0016] The force acting on a coupling projection during the torque-transmitting rotary motion of the transmission device can be reduced by incorporating multiple coupling projections and multiple coupling recesses into the transmission device, with each coupling projection engaging with an associated coupling recess. A simple and stable coupling can be achieved, for example, by three coupling projections and their respective associated coupling recesses.

[0017] Preferably, a transmission component has a coupling end piece on which several coupling projections are formed, which are arranged at equidistant angular intervals around the air flap axis of the air flap associated with this transmission component. This enables a particularly stable and controlled transmission of the rotary motion.

[0018] According to a preferred embodiment, a transmission component may further be provided with a coupling end piece in which several coupling recesses are formed, which are rotationally symmetrical on the coupling end piece with respect to the air flap axis of the associated air flap as the axis of symmetry. In this case, the two transmission components can be connected to each other in a screwing motion.

[0019] In particular, it may be provided that the first transmission component and the second transmission component are designed to be coupled together by plugging or screwing them together, and that at least one of the transmission components has a locking element that prevents the transmission components from being decoupled from each other. This prevents the coupling between the air flaps from unintentionally disengaging, for example, in the event of unforeseen impacts to the air guide device.

[0020] To facilitate assembly by simple plugging together, it may be provided that the relationship between the sliding direction and the projection direction explained above applies to several or all coupling recesses and to the coupling projections associated with them, i.e., that for several or all coupling recesses the respective sliding direction runs in a plane defined by the projection direction of the coupling projection associated with the respective coupling recess and by the air flap axis of the air flap to which the transmission component with the associated coupling projection is assigned.

[0021] In principle, the sliding direction can be parallel to the axis of the air flap to which the transmission component with the coupling recess is assigned. However, it is preferred that the sliding direction also has a component perpendicular to the axis of this air flap. This allows the first and second air flaps to be adjusted from their respective closed positions by slightly different angles depending on their rotational position. This means that, for example, one air flap leads the other slightly during an opening movement and lags slightly behind during the corresponding closing movement.

[0022] Particularly in such a design, one of the transmission components may be axially adjustable relative to the air flap axis of the associated air flap. Thus, the position of the two air flaps relative to each other can be finely adjusted by slight axial adjustment.

[0023] In order to generate a greater airflow through the air guidance device, it can be provided that the first air flap is part of a first air flap arrangement which includes several motion-overriding coupled air flaps whose air flap axes run parallel to the first air flap axis.

[0024] To achieve the same effect, it can additionally or alternatively be provided that the second air flap is also part of a second air flap arrangement, distinct from the first, which comprises several motion-transmitting air flaps whose air flap axes run parallel to the second air flap axis. The air flaps of an air flap arrangement can be motion-transmittingly coupled by rigid connecting webs, as is known from the prior art.

[0025] The invention described above will now be described with reference to the accompanying figures of a preferred embodiment. These figures show: Fig. 1 a front view of an embodiment of the present invention in the form of an air guide device, Fig. 2 shows the object of Fig. 1 in a perspective view from a slightly different point of view, Fig. Figure 3 shows a close-up of Fig. 2, Fig. 4 shows the second transmission component of the air guidance system from the Fig. 1 to Fig. 3 and Fig. 5 shows the first transmission component of the air guidance system according to the Fig. 1 to Fig. 3 each in a perspective view.

[0026] For the sake of clarity, not all components or features in the figures are always labelled with reference numerals, but primarily those mentioned in the explanation of the respective figure. In particular, in the case of several similar components or features in one figure, not all are always labelled with a reference numeral.

[0027] The figures are all simplified schematic representations.

[0028] Fig. Figure 1 shows a first embodiment of the present invention in the form of an air guide device 10 in a view which allows a view of the side of the air guide device 10 which, when installed in a motor vehicle, faces the engine compartment of the motor vehicle.

[0029] The air guidance device 10 comprises a support structure 12, which may, for example, be made of a suitable plastic material. The support structure 12 is designed in the form of a frame, which may have several fastening structures (not shown here) that serve to attach the support structure 12 to a motor vehicle, for example by means of clamping, screwing or riveting connections.

[0030] The support structure 12 is largely symmetrical with respect to a central axis 16 and has an opening 18 or 20 on each side of the central axis 16, in which a first or a second air flap arrangement 22 or 24 with three air flaps 26 or 28 respectively is received in such a way that by pivoting the air flaps 26 and 28 about their respective air flap axes 26a or 28a during the operation of the motor vehicle, the air flow through the openings 18, 20 can be varied.

[0031] The air flap axes 26a of the air flaps 26 of the first air flap arrangement 22 run essentially parallel to each other; likewise, the air flap axes 28a of the air flaps 28 of the second air flap arrangement 24 run essentially parallel to each other.

[0032] In contrast, the air flap axes 26a and 28a of the first and second air flap arrangements have an angular offset relative to each other, namely a (small) angular offset in the projection onto a plane perpendicular to the vehicle's longitudinal direction (corresponding to the drawing plane of the Fig. 1) as well as in the projection onto a plane parallel to the roadway (i.e. in a projection along the central axis 16), as can be seen from a comparison of the different views of Fig. 1 and Fig. 2 emerges.

[0033] It should not be ruled out that the air flap axes of the first and second air flap arrangement also exhibit an angular offset in projection onto a plane perpendicular to the vehicle's longitudinal direction, which is more pronounced than in the embodiment shown in the figures, which in Fig. 1 is exemplified by the straight lines 26a' and 28a'.

[0034] The air flaps 26 and 28 of the first and second air flap arrangements 22 and 24 are each coupled to each other via a rigid connecting web 30, which is only indicated in the figures, in a way that transmits movement.

[0035] The air flaps 26 of the first air flap assembly 22 are driven to rotate about their respective air flap axes 26a by an actuator 32, shown here only schematically. A distinguished air flap 26 of the first air flap assembly 22, which is subsequently referred to as the first air flap 34, is coupled to a distinguished air flap 28 of the second air flap assembly 24, which is subsequently referred to as the second air flap 38, by means of a transmission device 36. The air flap axis 26a of the first air flap 34 is subsequently referred to as the first air flap axis 34a. Correspondingly, the air flap axis 28a of the second air flap 38 is referred to as the second air flap axis 38a.

[0036] The figure shows that the transmission device 36 comprises a first transmission component 44 and a second transmission component 48, wherein the first transmission component 44 is assigned to the first air flap 34 and is connected to it for common rotation about the first air flap axis 34a, while the second transmission component 48 is assigned to the second air flap 38 and is connected to it for common rotation about the second air flap axis 38a.

[0037] The transmission components 44 and 48 are coupled to each other in a manner reminiscent of a bayonet fitting, and which is described in the Fig. 3 shown enlarged section of the in Fig. The area labelled A is even more clearly visible in section 2.

[0038] How Fig. As shown in Figure 3, the transmission components 44, 48 extend along a respective longitudinal axis 44a or 48a, which is essentially collinear with the first or second air flap axis 34a or 38a. At one longitudinal end of each transmission component, the first and second air flaps 34 and 38 are rigidly connected to the respective air flaps 34 and 38, respectively, while at the other longitudinal ends, a coupling end piece 44e or 48e is formed.

[0039] The coupling end piece 44e of the first transmission component 44 is designed as a coupling outer part 53 in the form of an essentially hollow cylindrical socket 50, and the coupling end piece 48e of the second transmission component 48 is designed as a coupling inner part 51 in the form of an essentially spherical rod end 52, which is at least partially received in the socket 50.

[0040] Three coupling projections 58, distributed essentially equidistantly around the circumference of the joint head 52, are integrally formed with it, while corresponding coupling recesses 54 are provided in the socket 50. These recesses are designed as elongated indentations whose width b corresponds approximately to or is slightly larger than the diameter d of the cylindrical coupling projections 58 and extends in a sliding direction G over a length l. Alternatively, the coupling recesses could also be designed merely as depressions on the inside of the hollow cylindrical socket 50, in which case the coupling projections would not be visible from the outside.

[0041] It should be noted that the sliding direction G is not identical for the various coupling recesses 54. Rather, the coupling recesses 54 are arranged rotationally symmetrically with respect to the first air flap axis 34a or with respect to the collinear axis 44a of the first transmission component 44 as an axis of symmetry.

[0042] The sliding direction G of the coupling recesses 54 of the first transmission component 44 also has a component perpendicular to the air flap axis 34a of the first air flap 34 assigned to the transmission component 44.

[0043] How Fig. Figure 3 shows that the coupling projections 58 are received in the coupling recesses 54 in such a way that they are in sliding engagement with these along the sliding direction G, and in positive engagement perpendicular to the sliding direction G.

[0044] In this way, a rotation of the first transmission component 44 about the axis of rotation 44a can cause a rotation of the second transmission component 48 about the axis 48a, and thus a rotation of the first air flap 34 about the first air flap axis 34a can cause a rotation of the second air flap 38 about the second air flap axis 38a, and vice versa.

[0045] Alternatively, the coupling end piece with the coupling projections could be formed on the first transmission component and the coupling end piece with the coupling recesses on the second transmission component.

[0046] The first and second transmission components 44, 48 are in the Fig. 4 and Fig.Figure 5 shows the rod end 52 again individually and enlarged. Here it is more clearly visible that the rod end 52 is essentially spherical and that the coupling projections 58 extend radially from the rod end 52. The socket 50 tapers slightly conically towards the free end of the coupling end piece 44e, at which a locking element 60 with a slight insertion chamfer 62 is attached. The insertion chamfer 62 facilitates the centered insertion of the rod end 52 into the socket 50, and once the rod end 52 has been inserted into the socket 50 with some force, the locking element 60 prevents unintentional decoupling of the two transmission components 44, 48 from each other.

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