Device for mechanically coupling a first vehicle part with a second vehicle part and for electrically contacting one of the two vehicle parts

Abstract

Device (1) for mechanically coupling a first vehicle part (2) with a second vehicle part and for electrically contacting one of the two vehicle parts (2), - with a first coupling piece (5) assigned to the first vehicle part (2), - with a second coupling piece (8) assigned to the second vehicle part, which is designed for mechanical coupling with the first coupling piece (5), - with a plug (12) assigned to the first coupling piece (5), - with a plug shoe (10) associated with the first coupling piece (5), on which the plug (12) is slidably mounted along a coupling direction (24), and - with a mating connector (14) associated with the second coupling piece (8) for electrical contact with the connector (12) associated with the first coupling piece (5), wherein the first coupling piece (5) and the connector shoe (10) as well as the second coupling piece (8) and the mating connector (14) are kinematically coupled in such a way that when the first coupling piece (5) is mechanically coupled with the second coupling piece (8), the connector (12) is connected with the mating connector (14), wherein a flexible stop element (40) is arranged on the connector shoe (10), which is designed to apply a plugging force during coupling for the intended connection of the connector (12) with the mating connector (14), and wherein the connector (12) and the mating connector (14) are mounted with play on the connector shoe (10) in the intended coupling state of the first vehicle part (2) with the second vehicle part.

Description

[0001] The invention relates to a device for mechanically coupling a first vehicle part with a second vehicle part and for electrically contacting one of the two vehicle parts.

[0002] Motor vehicles, especially passenger cars, frequently use components with electrical functional elements. These components include, for example, electric drives for adjusting other movable vehicle parts, as well as headrests, door handles, and other parts, particularly those with integrated sensors. The respective electrical functional elements (electric motor, sensor, etc.) require electrical contact with a control unit or at least a power source (usually the vehicle's electrical system).

[0003] Typically, a vehicle component containing such an electrical functional element is first coupled to the vehicle body during assembly and then connected to the control unit or power source. However, this necessitates several assembly steps – especially for relatively lightweight components (e.g., door handles, headrests, and the like) that require only comparatively simple mechanical fasteners – increasing the assembly effort and introducing potential sources of error.

[0004] The invention is based on the objective of simplifying the assembly of two vehicle parts together, wherein at least one of the vehicle parts comprises an electrical functional element.

[0005] This problem is solved according to the invention by a device having the features of claim 1. Further advantageous and partly inventive embodiments and developments of the invention are set out in the dependent claims and the following description.

[0006] The device according to the invention serves for the mechanical coupling of a first vehicle part with a second vehicle part and for the electrical contacting of one of the two vehicle parts, in particular an electrical functional element that is integrated into the vehicle part. The device (hereinafter referred to as the fastening device) comprises a first coupling piece, which is associated with the first vehicle part and which is preferably configured for (in particular irreversible) fixation to it. Furthermore, the fastening device comprises a second coupling piece, which is associated with the second vehicle part and which is configured for mechanical coupling with the first coupling piece. The fastening device also comprises a connector associated with the first coupling piece (and thus also with the first vehicle part), which preferably carries electrical connection contacts.Furthermore, the fastening device comprises a connector lug associated with the first coupling piece, on which the connector is slidably mounted along a coupling direction (along which the first coupling piece is to be moved to couple with the second coupling piece). The fastening device also comprises a mating connector associated with the second coupling piece, which is designed and intended for electrical contact with the connector. The first coupling piece and the connector lug, as well as the second coupling piece and the mating connector, are kinematically coupled such that, upon mechanical coupling of the first coupling piece with the second coupling piece, the connector is preferably automatically (i.e., in particular without any further intervention) connected to the mating connector.Furthermore, a flexible stop element is arranged on the connector shoe, which is designed to apply a insertion force to ensure the intended connection of the plug to the mating plug when the first vehicle part is coupled to the second vehicle part. In addition, in the intended coupling state (in which the first vehicle part is mechanically coupled to the second vehicle part as intended), the plug and the mating plug are mounted on the connector shoe with some play (i.e., at least slightly movable), preferably along the coupling direction.

[0007] This play-in mounting is made possible in particular by the flexible stop element. Within the scope of the invention, it is conceivable that the mating connector is also mounted so as to be displaceable in the coupling direction, particularly on a corresponding receptacle that is also associated with the second coupling piece. However, this receptacle, which serves to hold the mating connector, in this case has a (rigid) stop against which the mating connector rests to limit its displacement during the mechanical coupling of the two coupling pieces.

[0008] Preferably, the first coupling piece is designed for attachment to the first vehicle section. Similarly, the second coupling piece is preferably designed for attachment to the second vehicle section. In the intended coupled state, both coupling pieces are thus attached to the first and second vehicle sections, respectively.

[0009] The terms "plug" and "mating plug" are used here and in the following to refer specifically to corresponding components that, on the one hand, comprise electrical connection contacts required for electrical contact, and on the other hand, a plug body surrounding the connection contacts, which is designed for a preferably media-tight and, in particular, captive connection with the plug body of the other component. In principle, the captive connection can be formed, within the scope of the invention, by a frictional connection between the plug and the mating plug (i.e., in particular, between their plug bodies), wherein the separation force required to break the connection (i.e., the frictional force present between the plug bodies) is preferably greater than the forces typically encountered on such plugs during vehicle operation.Preferably, the plug and the mating plug have corresponding locking elements by means of which they are locked together in the intended coupling state, in particular in a form-fitting manner.

[0010] Due to the automatic connection of the plug to its mating plug during the mechanical coupling of the two vehicle parts, which is based in particular on the kinematic coupling of the plug connector to the first coupling piece and of the mating plug to the second coupling piece and the flexible stop element, a "blind assembly" of the two vehicle parts is advantageously possible. This means that when coupling the two vehicle parts, a technician does not need to ensure that, in addition to the mechanical coupling of the first coupling piece to the second, the plug is also connected to its mating plug. Instead, the first vehicle part can be coupled to the second vehicle part in a single step and, in particular, in a simple manner – the electrical contacting of the functional element integrated in the first or second vehicle part occurs automatically.This advantageously eliminates an additional step for electrical contacting, thus simplifying the assembly of the two vehicle parts.

[0011] Because the plug and its mating connector are mounted with some play in the intended coupling state, it is advantageously prevented that relative movements between the two vehicle parts, especially between the two coupling pieces, which are often unavoidable due to manufacturing tolerances, are transmitted to the electrical contact points of the plug and mating connector during vehicle operation (for example, particularly when driving on an uneven, "bumpy" road surface). Instead, the coupled plugs (i.e., the plug and the mating connector) can move together along the plug lug during such relative movements.This advantageously avoids wear and tear on the electrical connection contacts as well as unwanted separation of the plug from the mating plug, thus increasing the functional reliability of the functional element integrated into the first or second vehicle part.

[0012] In a preferred embodiment, the connector shoe is preferably designed as a kind of "guide sleeve" that is aligned along the coupling direction and in which the connector is slidably arranged. The compliant stop element forms a stop that limits the connector's displacement path towards the first vehicle part, against which the connector runs when connecting to the mating connector. That is, when the two vehicle parts are coupled, the mating connector moves the connector against this stop. This generates the insertion force required to connect the connector to the mating connector.

[0013] In a suitable embodiment, the flexible stop element is designed such that the insertion force required for the intended connection of the plug to the mating plug is less than the coupling force required to achieve the intended (mechanical) coupling state of the first vehicle part with the second vehicle part. This means that the flexible stop element is designed, in particular, such that when coupling the first vehicle part with the second vehicle part, the insertion force required for the intended connection of the plug to the mating plug must first be applied against the flexible stop element, and subsequently—to establish the intended coupling state—a coupling force exceeding the insertion force must be overcome. This coupling force results, for example, from the resistance of the flexible stop element to deformation.This advantageously ensures that the plug and mating plug are properly connected before the first vehicle part is mechanically coupled to the second. This easily prevents the plug and mating plug from being insufficiently connected when the two vehicle parts are fully coupled.

[0014] In a particularly advantageous embodiment, the first and second coupling pieces are designed such that, upon reaching the required coupling force, a locking mechanism (i.e., a positive-locking coupling) is formed between them. For this purpose, the first and second coupling pieces preferably have corresponding locking elements that positively lock together upon reaching the required coupling force. For example, the coupling force required for locking in this case results from the design of the locking elements, i.e., from a resistance of the locking elements to movement (displacement). Alternatively, the coupling force is based on the resistance of the flexible stop element, but preferably on a combination of the resistance of the locking elements and the flexible stop element.

[0015] To facilitate particularly easy verification of the intended coupling state when connecting the two vehicle components, the flexible stop element, in an advantageous embodiment, is designed and configured to provide acoustic and / or haptic feedback (especially to the person assembling the vehicle components) to signal the intended coupling state. The acoustic feedback is preferably a click or clack sound. The haptic feedback is, for example, a force peak occurring when the required coupling force is reached, followed by a significant decrease in the counterforce generated during coupling.

[0016] In a preferred embodiment, the compliant stop element is designed such that, in the intended coupling state, the play-in mounting of the plug and the mating plug on or in the plug lug along the coupling direction is approximately force-free (i.e., except for negligible, friction-based force components) at least in a range of approximately 1 to 3 mm. In other words, the stop element releases the plug and the associated mating plug in the intended coupling state (i.e., is "decoupled" from them), so that the mating plug and the plug can move in the intended coupling state both towards and away from the first vehicle part, particularly with a clearance of approximately 1 mm to 3 mm.This means that during relative movements between the vehicle parts and / or the coupling pieces, which in the intended coupling state often run along the coupling direction, particularly due to design, no force is exerted on the connection between the plug and the mating plug.

[0017] In one embodiment that is fundamentally conceivable within the scope of the invention, the flexible stop element comprises at least one pin-like projection, which is preferably (injection molding) integrally connected to the plug shoe and is designed in such a way that it breaks off from the plug shoe when the required coupling force is reached, thus enabling movement of the plug (and the mating plug connected to it) beyond the stop originally formed by the projection.

[0018] In a particularly preferred embodiment, the stop element is a spring. The use of the spring advantageously allows for repeated application of the insertion force and, if applicable, the coupling force, especially if the first or second vehicle part needs to be replaced, for example, due to damage.

[0019] In a further preferred embodiment, which is particularly advantageous when, in the intended coupling state, the plug and its mating connector are held force-free in the connector lug, the spring is preferably bistable. Bistable here means that the spring has two stable states, in which it assumes different positions along the coupling direction. The spring is preferably designed in the manner of a "clicking spring." In its first state, the spring is preferably arranged on the connector lug such that it forms the stop described above for connecting the plug to the mating connector. In this first spring position, when the two vehicle parts are coupled, the plug runs against the spring, thereby generating the insertion force. Therefore, this first spring position is also referred to as the stop position.Upon reaching the coupling force (which is transmitted from the connector to the mating connector on the spring), the spring switches to its second state, i.e., a second spring position (also referred to as the "release position"). In this release position, the spring is decoupled from the connector and its mating connector, allowing the two connectors to be mounted with play. Advantageously, the spring is positioned closer to the first vehicle component in the release position than in the stop position. Advantageously, the spring is designed as a curved (arched) spring band, particularly in a U-shape or yoke-like manner, which is curved towards the connector in the stop position and away from it in the release position. Upon switching from the first to the second state, the spring also preferably emits a clicking sound as acoustic feedback, similar to a clicker.

[0020] In a suitable embodiment, the first coupling piece is integrally connected to the connector shoe, and preferably the second coupling piece is integrally connected to the preferably present receptacle for the mating connector. In particular, these are each injection-molded plastic components.

[0021] In an alternative embodiment conceivable within the scope of the invention, the first coupling piece and the connector shoe, as well as the second coupling piece and the receptacle for the mating connector, are designed as separate components. In this case, these components of the fastening device are kinematically coupled to each other when the two vehicle parts are coupled by means of the respective vehicle part or additional components, so that the automatic connection of the plug to the mating connector is enabled.

[0022] In another alternative embodiment, the first coupling piece and the connector lug, as well as the second coupling piece and the receptacle for the mating connector, are also each designed separately. In this case, however, the first coupling piece preferably has connecting means for connection to the connector lug, and the second coupling piece also has connecting means for connection to the receptacle, so that for vehicle parts without an electrical functional element, only the first and second coupling pieces can be used. For vehicle parts with an electrical functional element, the first and second coupling pieces are expediently extended by the connector lug (with the plug housed therein) and the receptacle (with the mating connector housed therein), respectively.

[0023] In a further advantageous embodiment, if the first vehicle part has the electrical functional element, the connector is electrically contacted with the functional element of the first vehicle part in the intended coupling state (and preferably also in the intended "pre-assembly state," i.e., when only the connector is mounted on the first vehicle part) in such a way that relative movement between the connector and the first vehicle part is possible. This is advantageous, for example, because the connector is mounted with some play in the connector socket. The contact between the connector and the functional element is advantageously designed such that, during relative movements between the connector and the first vehicle part, any force acting on the contact points between the connector and the functional element, or wear of these contact points, is avoided or prevented.For example, the plug is contacted with the functional element by means of a flexible cable, whereby this flexible cable forms a "slack length" between the first vehicle part and the plug in the manner of a "slack rope" to compensate for relative movements.

[0024] In a further advantageous embodiment, the first coupling piece and / or the second coupling piece has at least one guide rib with one or more ramps for centering the first coupling piece relative to the second coupling piece during coupling. Preferably, the first coupling piece has two guide ribs, each with a ramp, between which the second coupling piece is inserted transversely to the coupling direction to limit play. The second coupling piece advantageously has insertion ramps complementary to the ramps of the two guide ribs. In an additional advantageous embodiment, the connector shoe also has insertion ramps for centering the mating connector during coupling of the vehicle parts. The ramps, or...The lead-in ramps and guide ribs advantageously compensate for manufacturing tolerances, thus further simplifying blind assembly.

[0025] In a suitable embodiment, the second coupling piece is designed to movably, and in particular adjustably, couple the first vehicle part to the second vehicle part. The first vehicle part is, for example, a headrest for a vehicle seat. The second vehicle part, in this case, is in particular the seat, more precisely a seat body, on which the headrest is slidably mounted in the intended coupled state. The headrest includes, as an electrical functional element, for example, a sensor for detecting a head position, based on which the headrest is preferably adjusted to a predetermined headrest position (height) by means of an associated (electric) drive (an adjustment device) – in particular, depending on the head position for safety reasons.In this case, the second coupling piece is designed in particular as a drive-coupled carrier that holds the headrest (indirectly via the first coupling piece) to the vehicle seat and also guides it along a corresponding guide rail during (height) adjustment.

[0026] An embodiment of the invention is explained in more detail below with reference to a drawing. The drawing shows: Fig. 1 in a schematic top view in a partially broken-up representation a device for mechanically coupling two vehicle parts and for electrically contacting one of the two vehicle parts, wherein the device is in a first assembly step, Fig. 2 in view according to Fig. 1 the device in a second assembly step, Fig. 3 in view according to Fig. 1 the device in a third assembly instruction, and Fig. 4 in view according to Fig. 1 the device in a coupling state as intended.

[0027] Corresponding parts in all figures are always marked with the same reference symbols.

[0028] In Fig. Figure 1 shows a device (hereinafter: fastening device 1) for a (first) vehicle part, specifically a headrest 2 (of which only part of a support shaft is shown). During vehicle operation, the headrest 2 is height-adjustable relative to a seat (not shown) supporting the headrest 2 by means of an (electrical) adjustment device. An electrical functional element, specifically a sensor for detecting the head position of a vehicle occupant, is integrated into the headrest 2. In this case, the fastening device 1 serves, on the one hand, to mechanically couple the headrest 2 to the vehicle seat. The seat thus forms a second vehicle part, which is intended to be mechanically coupled to the first vehicle part – the headrest 2. On the other hand, the fastening device 1 also serves to electrically connect the sensor of the headrest 2 to a control unit.The fastening element 1 comprises a first coupling piece 5, which is assigned to the headrest 2, and a second coupling piece 8 (assigned to the seat).

[0029] The first coupling piece 5 is in Fig. The first coupling piece 5, shown in the partially assembled state of Figure 1, is firmly connected to the headrest 2 (specifically by means of screws 9). Furthermore, the first coupling piece 5 includes a guide housing, designated as a connector shoe 10, for a plug 12 (also associated with the first coupling piece 5). The second coupling piece 8 forms a driver, slidably mounted on a guide of the adjustment device, for the proper attachment of the headrest 2 to the seat and for the transmission of force to the headrest 2. The second coupling piece 8 also includes a plug, designated as a "mother plug" 14, which is held in a receptacle 16. The receptacle 16 is manufactured integrally with the second coupling piece 8 as an injection-molded plastic component. Similarly, the first coupling piece 5, together with the connector shoe 10, is also manufactured integrally as an injection-molded plastic component.

[0030] For mechanical coupling of the first coupling piece 5 with the second coupling piece 8, the first coupling piece 5 has a rectangular opening designated as a "latching eye 18". The second coupling piece 8 has a lower part (not shown) and an upper part 20 for mechanical coupling with the first coupling piece 5, which are positioned opposite each other like grippers and, in the intended coupled state, according to Fig. 4. Grasp the first coupling piece 5 on its upper and lower sides. A locking hook 22 is formed on the upper part 20, which, in the intended coupling state, Fig. 4 engages in the ratchet eye 18 of the first coupling piece 5.

[0031] For mechanical coupling of the headrest 2, it is inserted with the first coupling piece 5 along a coupling direction 24 between the lower part and the upper part 20 of the second coupling piece 8. The locking hook 22 serves to lock the second coupling piece 8 to the first coupling piece 5 against separation. To limit the insertion path of the first coupling piece 5 into the second coupling piece 8, a stop shoulder 26 is formed on the second coupling piece 8.

[0032] To align the second coupling piece 8 with the first coupling piece 5, specifically the locking hook 22 with the locking eye 18, when coupling the headrest 2, two guide ribs 28 are arranged on the first coupling piece 5. These guide ribs interact with guide surfaces 30 formed laterally on the upper part 20 of the second coupling piece 8 during assembly. To simplify assembly, the space between the guide ribs 28 is widened in a funnel shape by ramps 32 arranged on the ends of the guide ribs 28 facing the second coupling piece 8. The upper part 20 has correspondingly formed insertion ramps 34 at its free end, so that a slight offset transverse to the coupling direction 24 can be compensated for when inserting the first coupling piece 5 into the second coupling piece 8.

[0033] The one-piece design of the receptacle 16 with the second coupling piece 8, and of the connector 10 with the first coupling piece 5, enables automatic contact between the sensor and the associated control unit during the installation of the headrest 2. Specifically, when the two coupling pieces 5 and 8 are connected, the plug 12 and the mating plug 14 are automatically connected (i.e., without any further intervention from an installer), thereby establishing the electrical connection. To further simplify the coupling and contacting process, the connector 10 also features two guide ribs 36 with chamfered ends for insertion.

[0034] In order to minimize the effect of relative movements between the headrest 2 and the second coupling piece 8 parallel to the coupling direction 24 on the connection contacts of the plug 12 and the mating plug 14, specifically to prevent wear, the plug 12 must be in the intended coupling state according to Fig. 4 is movably mounted, i.e., with play, in the connector shoe 10 along the coupling direction 24. Thus, the mating connector 14, which is connected to the connector 12 in the intended coupling state, is also movably mounted relative to the connector shoe 10. To nevertheless enable a secure connection between the connector 12 and the mating connector 14 when the headrest 2 is coupled to the seat, a flexible stop element in the form of a bistable spring 40 is arranged in the connector shoe 10. In its first (stable) spring state, the bistable spring 40 has a position designated as the stop position 42, in which the U-shaped spring 40 is curved along the coupling direction 24 towards the connector 12 (see Fig. 1 and Fig. 2) In its second spring state, the spring 40 assumes a spring position designated as release position 44, in which it is curved towards the headrest 2 (see Fig. 3 and Fig. 4).

[0035] When coupling the headrest 2 with the seat, a first assembly step is now carried out (see below). Fig. 1) The first coupling piece 5 is inserted between the lower and upper parts 20 of the second coupling piece 8 and centered by means of the guide ribs 28. The receptacle 16 with the mating connector 14 attached to it is also centered relative to the connector shoe 10 by means of the guide ribs 36 of the connector shoe 10, and the connector 12 comes into contact with the mating connector 14. As the headrest 2 or the first coupling piece 5 is further inserted into the second coupling piece 8, the connector 12 – which is movably guided in the connector shoe 10 – is pushed deeper into the connector shoe 10 by the mating connector 14 along the coupling direction 24 until the connector 12 runs against the spring 40 with a (rear-mounted) shoulder 46 (i.e., abuts it).During further insertion of the headrest 2, the spring 40 exerts a resistance force on the connector 12, causing the connector 12 to lock onto the mating connector 14 by means of locking elements (not shown). The force required to lock the connector 12 onto the mating connector 14, which must be applied against the spring 40, is also referred to as the insertion force. This insertion force is less than the force required to move the spring 40 from the stop position 42 to the release position 44.

[0036] The stop position 42 of the spring 40 is selected such that the locking hook 22 of the second coupling piece 8 cannot yet engage in the locking eye 12 of the first coupling piece 5. This advantageously ensures that, when coupling the headrest 2, the connection of the plug 12 to the mating plug 14, and thus the electrical contact between the sensor and the associated control unit, occurs first, before the headrest 2 is properly held in the second coupling piece 8. This ensures that electrical contact between the sensor and the headrest 2 has already been established when the headrest 2 is properly coupled.

[0037] For the intended coupling of the headrest 2, it is thus pushed further towards the second coupling piece 8 after the connection of the plug 12 with the mating plug 14, so that the shoulder 46 of the plug 12 is pressed further against the spring 40 until the force required to flip the spring 40 is exceeded. The spring 40 then flips from its stop position 42 to the release position 44 and the plug 12 and the second coupling piece 8 continue to move along the coupling direction 24, whereby the locking hook 22 engages with the locking eye 18 (see figure). Fig. 3).

[0038] As from Fig.As can be seen from Figure 4, in the intended coupling state of the headrest 2, the flipping of the spring 40 into the release position 44 creates a play between the shoulder 46 and the spring 40 along the coupling direction 24, so that relative movements between the headrest 2 and the second coupling piece 8 have no influence on the connection between the plug 12 and the mating plug 14.

[0039] When the headrest 2 is coupled, a force-displacement curve is established that initially increases only slightly until the connector 12 contacts the spring 40. The force required for further coupling then increases until the connector 12 first engages with the mating connector 14. The force then continues to increase until (upon reaching the intended coupling force) the spring 40 flips, at which point the first coupling piece 5 also engages with the second coupling piece 8. When the spring 40 flips, it also emits a clicking sound, signaling to the technician that the headrest 2 is properly coupled.

[0040] To allow the connector 12 to be movably mounted relative to the headrest 2, the connector 12 is movably connected to the sensor. For this purpose, the connector 12 is connected to the sensor by means of a foil conductor 50. To enable the movement of the connector 12 within the connector housing 10, the foil conductor 50 is extended to the sensor with a slack length (similar to a slack rope).

[0041] The subject matter of the invention is not limited to the embodiment described above. Rather, further embodiments of the invention can be derived by a person skilled in the art from the foregoing description. In particular, the individual features of the invention and their various configurations described with reference to the embodiment can also be combined with one another in other ways. Reference symbol list 1 fastening device 2 Headrest 5 coupling pieces 8 coupling piece 9 screw 10 plug connector 12 plugs 14 mating plugs 16 recording 18 Rastauge 20 tops 22 locking hooks 24 Coupling direction 26. Shoulder stop 28 Guide bridge 30 guide surface 32 Ramp 34 Introduction ramp 36 Guide bridge 40 springs 42 Stop position 44 Release position 46 Shoulder 50 foil ladders

Claims

[1] Device (1) for mechanically coupling a first vehicle part (2) with a second vehicle part and for electrically contacting one of the two vehicle parts (2), - with a first coupling piece (5) assigned to the first vehicle part (2), - with a second coupling piece (8) assigned to the second vehicle part, which is designed for mechanical coupling with the first coupling piece (5), - with a plug (12) assigned to the first coupling piece (5), - with a plug shoe (10) associated with the first coupling piece (5), on which the plug (12) is slidably mounted along a coupling direction (24), and - with a mating connector (14) associated with the second coupling piece (8) for electrical contact with the connector (12) associated with the first coupling piece (5), wherein the first coupling piece (5) and the connector shoe (10) as well as the second coupling piece (8) and the mating connector (14) are kinematically coupled in such a way that when the first coupling piece (5) is mechanically coupled with the second coupling piece (8), the connector (12) is connected with the mating connector (14), wherein a flexible stop element (40) is arranged on the connector shoe (10), which is designed to apply a plugging force during coupling for the intended connection of the connector (12) with the mating connector (14), and wherein the connector (12) and the mating connector (14) are mounted with play on the connector shoe (10) in the intended coupling state of the first vehicle part (2) with the second vehicle part. [2] Device (1) according to claim 1, wherein the flexible stop element (40) is designed such that the insertion force for the intended connection of the plug (12) with the mating plug (14) is less than a coupling force required to achieve the intended coupling state of the first vehicle part (2) with the second vehicle part. [3] Device (1) according to claim 2, wherein the first coupling piece (5) and the second coupling piece (8) are designed such that when the required coupling force is reached, a locking mechanism is formed between the first coupling piece (5) and the second coupling piece (8). [4] Device (1) according to one of claims 1 to 3, wherein the flexible stop element (40) is configured to provide acoustic and / or haptic feedback to signal the intended coupling state of the first vehicle part (2) with the second vehicle part. [5] Device (1) according to one of claims 1 to 4, wherein the flexible stop element (40) is designed such that in the intended coupling state of the first vehicle part (2) with the second vehicle part, the play-in bearing of the plug (12) and the mating plug (14) along a coupling direction (24) of the first vehicle part (2) to the second vehicle part is approximately force-free. [6] Device (1) according to one of claims 1 to 5, wherein the stop element is a spring (40). [7] Device (1) according to claim 6, wherein the spring (40) is bistable. [8] Device (1) according to any one of claims 1 to 7, wherein the first coupling piece (5) is integrally connected to the plug shoe (10). [9] Device (1) according to any one of claims 1 to 8, wherein the plug (12) is electrically contacted with an electrical functional element of the first vehicle part (2) in such a way that relative movement between the first vehicle part (2) and the plug (12) is possible. [10] Device (1) according to any one of claims 1 to 9, wherein the first coupling piece (5) and / or the second coupling piece (8) has at least one guide web (28) with one or more ramps (32) for centering the first coupling piece (5) to the second coupling piece (8). [11] Device (1) according to one of claims 1 to 10, wherein the second coupling piece (8) is arranged for movable coupling of the first vehicle part (2) with the second vehicle part.

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