Air damper device with soft end position entry and method for automatic initialization of an air damper device

Abstract

Air flap device (10) for a motor vehicle (12), comprising: - a frame (14) which defines an air passage opening (16), - at least two air flaps (18a, 18b, 18c) which are movably mounted on the frame (14), projecting at least into the air passage opening (16), between two end positions of different coverage of the air passage opening (16), wherein at least one end position is defined as an end stop end position by a mechanical end stop (40, 42) which the air flap (18a, 18b, 18c) touches when the end position is reached, - a motion drive (26) which is in drive interaction with at least one of the at least two air flaps (18a, 18b, 18c) in order to drive the at least one air flap (18a, 18b, 18c) to move at least to the end stop position, - a control device (32) for controlling the motion drive (26), - a data storage device (34) in communication with the control device (32), in which control parameters for the control of the motion drive (26) are stored, and - a motion position detection device (30) for detecting a motion position of at least one of the at least two air flaps (18a, 18b, 18c) within its range of motion between the end positions, wherein the control device (32) is configured to, when the motion position detection device (30) detects, during a movement of at least one of the at least two air flaps (18a, 18b, 18c) towards the end stop position, a predetermined approach position (AS, AO) close to the end stop position being reached, based on a first set of control parameters stored in the data memory (34), control the motion drive to continue the movement of at least one of the at least two air flaps (18a, 18b, 18c) based on a second set of control parameters stored in the data memory (34),wherein the second set of control parameters results in a lower drive torque and / or a lower drive speed of the motion drive (26) than the first set of control parameters and wherein the end stops (40, 42) are assigned to the end positions of the different air flaps (18a, 18c) and wherein an end stop (42) for one air flap (18c) driven by the motion drive (26) of the at least two air flaps (18a, 18b, 18c) is arranged in the open position and wherein an end stop (40) for another (18a) of the at least two air flaps (18a, 18b, 18c) is arranged in the closed position.

Description

[0001] The present invention relates to an air flap device for a motor vehicle, comprising: - a frame that defines an air vent opening, - at least one air flap which is movably mounted on the frame, projecting at least into the air passage opening, between two end positions of different coverage of the air passage opening, wherein at least one end position is defined as an end stop end position by a mechanical end stop which the air flap touches when reaching the end position, - a motion drive which is in drive interaction with the at least one air damper in order to drive the at least one air damper to movement at least to the end stop position, - a control device for controlling the motion drive, - a data storage device in communication with the control device, in which control parameters for controlling the motion drive are stored, and - a movement position detection device for detecting a movement position of at least one air flap within its range of movement between the end positions.

[0002] Such air flap devices are used in numerous motor vehicles, usually in the area of ​​the vehicle's front, which is exposed to the airflow during forward travel. By changing the position of the air flap, the amount of air flowing into the vehicle's engine compartment can be altered. This allows, for example, the warm-up phase of an internal combustion engine to be shortened during a cold start by reducing or even closing the air passage opening, thus having a beneficial effect on the vehicle's pollutant emissions.

[0003] Typically – as is also the case with the present invention – the coverage of the air passage opening by the at least one air flap is minimal in one of the end positions and maximal in the other end position. For cost reasons, simple actuators are often used, which drive the air flap in one direction of movement until it touches a mechanical end stop and is prevented from continuing its movement by the end stop.

[0004] The problem is that the air flaps hit the end stop without any braking and are abruptly decelerated by it against the continuing driving force of the actuator. This high magnitude of deceleration places considerable mechanical stress on the air flaps, negatively impacting their service life and usable operating time.

[0005] Although damping components, such as elastomeric damping components, can be used near the end position, these components are contacted by the air damper or a component coupled to the air damper for common movement before reaching the end position and are compressed against the material elasticity of the damping component under the influence of the driving force. As the compression of the damping component progresses, the force resulting from the elastic deformation of the damping component also increases, so that the air damper impacts the end stop with a braking effect.

[0006] However, this solution means another component on the air flap device, which, due to its intended purpose, is subject to high wear, so that the problem of the usable service life being impaired by dynamic loads is only shifted from one component to another.

[0007] DE 10 2012 103 464 A1 discloses a control device for an air flap assembly in which the air flaps are controlled such that they are decelerated before reaching their end position. DE 10 2013 225 629 B3 further discloses a control device for an air flap assembly in which the air flaps are likewise controlled such that they are decelerated before reaching their end position. Stops for different air flaps are arranged on the frame in their closed position. US 2013 / 0247862 A1 discloses an air flap assembly in which the air flaps are controlled such that they are decelerated before reaching their end position. Stops for different air flaps in their closed position are also formed on the frame in this assembly.

[0008] It is therefore an object of the present invention to further develop an air flap device for a motor vehicle, as mentioned above, in such a way that, without additional components such as elastomeric damping components and the like, the mechanical stress on the at least one air flap due to dynamic processes in the operation of the air flap device is reduced or completely avoided.

[0009] This problem is solved by an air flap device according to claim 1.

[0010] A control parameter set can comprise only one control parameter or several control parameters, depending on how the motion drive is to be controlled by the control device. The drive torque and / or the resulting drive speed of the motion drive, as determined by the second control parameter set, can be constant over the duration of the air damper movement between the approach position and the end stop position, or it can follow a curve defined by the second control parameter set. In the latter case, at least the average value of the drive torque and / or drive speed over the duration of their application between the approach position and the end stop position is lower.Preferably, the drive torque and / or the drive speed decreases stepwise and / or continuously towards the end stop position and are lower over most of the movement between the approach position and the end stop position, preferably over the entire movement, than during the application of the first set of control parameters.

[0011] As will be described below with reference to the method also according to the invention, it is advantageously sufficient for the air flap device according to the invention to store only an initialization control parameter set and information on the position of the approach position relative to its associated, because closer, end position for the control device before commissioning the air flap device.

[0012] The first set of control parameters is a set of parameters which, when applied, causes the motion drive to move at least one air flap with high force or high torque and / or high speed towards the end stop position, so that any resistances, such as ice formation or dirt encrustations, can be overcome and / or the movement path can be traversed as quickly as possible.

[0013] Then, when the motion position detection device detects that the at least one air damper has reached the approach position located in the direction of movement before the end position during its movement towards the end stop position, the movement of the at least one air damper towards the end stop position is continued, but on the basis of a second set of control parameters, on the basis of which the motion drive delivers a lower drive force or a lower drive torque and / or a lower drive speed.

[0014] Preferably, when operating based on the second set of control parameters, the motion drive delivers both a lower drive force or drive torque and a lower drive speed, so that the drive power is reduced as much as possible before the at least one air damper reaches its end-stop position. This reduces the mechanical stress when it encounters the mechanical end stop upon reaching the end-stop position.

[0015] Preferably, at least the drive speed of the motion actuator is reduced during operation based on the second set of control parameters, since the momentum of the motion—whether translational or angular—generally consists of an essentially constant mass moving translationally or rotationally, multiplied by its velocity. Because the moving mass of the air damper is constant during operation, the momentum of the air damper can only be changed by changing its velocity. When the air damper hits the end stop, its velocity is abruptly reduced to zero, i.e., its momentum is reduced to zero. However, the change in momentum of a body over time is proportional to the force acting on the body.

[0016] However, reducing the driving force or drive torque with which the at least one air damper continues to be pressed against the mechanical end stop after reaching the end stop position until the drive is switched off also provides a measure of the mechanical stress that the at least one air damper experiences during its service life.

[0017] Therefore, at least two sets of control parameters are preferably stored in the data memory: the first and the second set. One of these can be the initialization control parameter set mentioned above.

[0018] Since it is desirable, on the one hand, to be able to move the air damper between its end positions as quickly as possible, and on the other hand, to ensure that at least one air damper moves into its end position as smoothly as possible, the approach position is preferably very close to its associated end stop position, approximately a few degrees if the air damper pivots before reaching its end position. However, this can mean that at least one air damper cannot be sufficiently decelerated in the range of motion from the approach position to the end stop position to move into its end stop position as smoothly as possible.

[0019] It is therefore preferred to reduce the driving force or driving torque acting on the at least one air damper and / or the driving speed at which the at least one air damper is moved in several stages towards the end stop position.Therefore, according to an advantageous embodiment of the present invention, the control device of the air damper device can be configured to, when the motion position detection device detects that a predetermined delay position has been reached during a movement of the at least one air damper towards the end stop position, based on a third set of control parameters stored in the data memory, which is further away from the end stop position than the approach position, control the motion drive to continue the movement of the at least one air damper based on the first set of control parameters stored in the data memory, wherein the first set of control parameters results in a lower drive torque and / or a lower drive speed of the motion drive than the third set of control parameters.

[0020] As already indicated above, the approach position is close to its associated, because closer, end position, and in a preferred pivoting movement of the air damper between its end positions is approximately a single-digit degree range away from the end stop position. According to a further development of the invention, the movement of the air damper between its end positions can therefore be a pivoting movement about a pivot axis of the air damper, wherein the approach position is located in a range of 3° to 8° before the end stop position, preferably at 4° before the end stop position.

[0021] The statement above that at least one end position is defined by an end stop represents only a minimal configuration of the present invention. This may be relevant, for example, if the motion drive acts in only one direction, because, for instance, the at least one air damper is biased into one end position by a force preload and can only be moved from this position to the other end position by the motion drive. In this case, changing at least one control parameter for controlling the operation of the motion drive can only affect the movement into one of the end positions.

[0022] Preferably, however, both end positions are defined as end-stop end positions by a mechanical end stop which the air damper touches when the end position is reached, wherein a predetermined approach position is defined before each end-stop end position and the air damper device is designed with respect to each end position as described above.

[0023] For each of the end stop positions, what was said above regarding the at least one end stop position then applies.

[0024] If it is stated at the outset that the at least one air flap projects into the air passage opening, then such a configuration is necessary to be able to change the coverage of the air passage opening, and thus its airflow capacity, by changing the relative position of the air flap relative to the frame defining the passage opening. Preferably, the at least one air flap spans the air passage opening from one end to an end of the frame opposite it in the longitudinal direction of the air flap.

[0025] The position detection device can be a separate position sensor, such as a rotary position sensor, which is coupled to an output element of the motion drive, such as an output shaft or a push and / or pull rod thereof, or to the at least one air damper. However, the position detection device can also be formed by the motion drive itself if it offers the possibility of determining the currently reached or assumed position of its output element based on operating data or on the basis of integrated sensor components. Any device that enables the determination of a defined position of either the output element of the motion drive or the at least one air damper is a position detection device within the meaning of this application.

[0026] The data storage can be formed by one or more memory components. For example, basic information, such as distance information regarding the distance of the approach position from its assigned end position, as well as sets of control parameters to be used during operation and / or initialization, can be stored by an EPROM or EEPROM, which retains its information even in the event of a power failure.

[0027] Other derived data, as determined in the initialization procedure described below, can be stored in a data storage component that can be written to and erased during operation, for example in an SD memory and the like.

[0028] Particularly advantageous is the ability of the air flap device described above to self-initialize after installation in a vehicle or after a complete power loss and the resulting loss of initialization information. Therefore, the present invention also relates to a method for the automatic initialization of an air flap device according to claim 5.

[0029] Preferably, the method is performed for both end positions as end stop end positions if both end positions are end stop end positions.

[0030] Thus, the air flap device, with the help of its control device, can independently determine an approach position regardless of the vehicle type in which the air flap device is installed and automatically adjust its operation accordingly after initialization.

[0031] To achieve the gradual reduction of the drive force or drive torque and / or drive speed of the motion drive when approaching an end position, the method can further include the step of determining a deceleration position based on the detected end position or the determined approach position and distance information stored in the data memory regarding the distance between the deceleration position and the end position or between the deceleration position and the approach position.

[0032] Preferably, the control device of the air flap assembly is configured to carry out the method described above. The control device can, for example, comprise a microchip with integrated circuits or a programmable logic controller (PLC). If the air flap assembly is installed in a vehicle, the control device can be implemented by a higher-level vehicle control unit of the vehicle in which it is mounted.

[0033] The present invention further relates to a vehicle with an air flap device designed and further developed as described above.

[0034] The present invention will be explained in more detail below with reference to the accompanying figures. It illustrates: Fig. 1 a schematic air flap device of the present invention with a plurality of air flaps in a closed position, and Fig. 2 the rough schematic representation of the air flap device according to the invention of Fig. 1 in the open position.

[0035] In the Fig. 1 and Fig. 2 is one and the same air flap device according to the present invention, generally designated by 10. The air flap device 10 is shown only schematically. The drawings are not to scale.

[0036] The air flap device 10 of the present invention is arranged in a vehicle 12, which is shown only by its outline, at the front of the vehicle, which is exposed to the airflow when driving forward.

[0037] The air flap device 10 comprises a frame 14, which is approximately rectangular and therefore defines a rectangular air passage opening 16.

[0038] Frame 14 shows a view behind the cutting plane of the Fig. 1 and Fig. 2. Vertical strut 14a, at whose two opposite longitudinal ends a transverse strut 14b and 14c is attached, which are orthogonal to both the cutting plane and the drawing plane of the Fig. 1 and Fig. 2 extend. The frame 14 is mounted on the vehicle 12. Contrary to the illustration of the Fig. 1 and Fig. 2. The frame of the air flap device 10 can itself be formed by part of the vehicle body. However, a frame 14 separate from the vehicle body is preferred in order to be able to supply the air flap device 10 as a pre-assembled unit for vehicle assembly.

[0039] The air flap device 10, in the schematically illustrated embodiment, comprises three essentially identical air flaps 18a, 18b, and 18c, each having an air flap blade 20 and a stub shaft 22 connected to the air flap blade 20 for common rotational movement. The stub shaft 22 can serve as the rotary bearing for the air flaps 18a-c. For clarity, the air flap blade and its stub shaft are shown only at the middle air flap 18b in the Fig. 1 and Fig. 2 labeled.

[0040] The air flap blades 20 of the air flaps 18a to 18c are coupled by a web 24 which is rotatably connected to the individual air flaps for common pivoting movement about parallel pivot axes S1, S2 and S3.

[0041] The air damper device 10 further comprises a motion drive 26 in the exemplary form of a spindle drive. A spindle drive rod 28 of the motion drive 26 can be displaced along the double arrow V as its output element.

[0042] Integrated into the motion drive 26 is a motion position detection device 30, which can detect the respective operating position of the spindle drive rod 28.

[0043] The air damper device 10 further comprises a control device 32 with integrated data storage 34, which is connected via a signal transmission line 36 to the motion drive 26 and the motion position detection device 30 integrated therein. The control device 32 receives information about the current motion position of the spindle drive rod 28, as detected by the detection device 30, via the signal transmission line 36, and the motion drive 26 is also controlled for drive movement via the signal transmission line 36.

[0044] The spindle drive rod 28 is movably coupled at its projecting longitudinal end to a drive arm 38, which in turn is coupled to the joint pivoting movement of the drive arm 38. Fig. 1 and Fig. The lowermost air flap 18c is coupled. Air flap 18c therefore forms a driven air flap in the assembly of air flaps 18a to 18c. The remaining air flaps 18a and 18b are indirectly coupled to the directly driven air flap 18c for common movement via the web 24.

[0045] The pivot axes S1, S2 and S3 run parallel and orthogonal to the drawing planes of the Fig. 1 and Fig. 2.

[0046] In the Fig. 1 and Fig. Figure 2 shows the air flaps 18a to 18c in their respective different end positions. Fig. 1. The air flaps 18a to 18c are in their closed position as the end position. In Fig. 2. The air flaps 18a to 18c are in their open position, which is another end position. Both end positions are defined by a different end stop. The end position of Fig. Position 1 (closed position) is defined by a first end stop 40, which can, for example, be integrally formed with the cross member 14b of the frame 14. The cross member 14b can be manufactured simply by plastic injection molding.

[0047] The open position of Fig. 2 is defined by a second end stop 42, which, like the first end stop 40, can span the air passage opening 16 in the transverse direction Q. However, the second end stop 42 is shown above as a pin projecting from the vertical strut 14a on one side, projecting only far enough from the vertical strut 14a to ensure that the air flap 18c rests against it in its open position.

[0048] Solid lines are shown in the Fig. 1 and Fig. 2. The air flaps 18a to 18c are shown in their respective end stops 40 and 42. An approach position closer to the respective end position, but arranged at a distance from it, is shown with a solid line and in the Fig. 1 and Fig. 2 is designated with AS for the approach position associated with the closing position and with AO for the approach position associated with the opening position.

[0049] The control device 32 can retrieve a first parameter set for the operation of the motion drive 26 from the data storage 34 and, on the basis of this first parameter set, control the motion drive 26 with a higher movement speed and / or higher drive force.

[0050] Then, when the control device 32 receives a signal from the position detection device 30 during a movement towards one of the end positions that the associated approach position AS or AO has been reached, the control device 32 terminates the movement operation of the motion drive 26 with the first set of control parameters and uses a second set of control parameters stored in the data memory 34, which results in a lower movement speed and / or lower drive force of the spindle drive rod 28. This allows the air flaps 18a to 18c to initially approach their respective end positions quickly, while reducing or even preventing an undesirable hard impact of the air flaps 18a and 18c on their respective end stops 40 and 42, respectively.

[0051] Preferably, the approach positions AS and AO are each located approximately 4° before their associated end position, with reference to an angular system in which the full circle is divided into 360 degrees.

[0052] To avoid excessive deceleration on the short remaining travel distance between the respective approach position AS or AO and the associated end stop 40 or 42, for which the short remaining travel distance might not be sufficient, the travel distance can include more than just the approach position as a point of reduction in drive power. For example, a further point of reduction in drive power can be defined as a deceleration position VS or VO (depending on its assignment to the end stop 40 or 42), up to which the control device 32 drives the motion drive 26 with a third set of control parameters, which results in an even higher drive power, in particular drive force and / or drive speed of the spindle drive rod 28, than the first set of control parameters.

[0053] The control parameter sets can be stored in the data memory 34, for example in the form of an EPROM or EEPROM, as well as the positions of the approach positions AS and AO or the delay positions VS and VO relative to their assigned end stops 40 and 52, respectively, or in the case of the delay positions VS and VO relative to their assigned approach positions AS and AO.

[0054] The air flap device 10 can initialize itself after installation in the vehicle 12. For example, the control device 32 can move the air flaps 18a and 18b between the end stops 40 and 42 using the second control parameter set, which is the control parameter set with the lowest drive power. The respective signals from the motion position detection device 30 in the respective end positions are stored as end position signals by the control device 32. Based on distance information stored in the data memory 34, position signal values ​​for the approach positions AS and AO can be obtained from the received end position signals, so that the control device 32 can independently define the approach positions based on detected end positions. The same applies to the delay positions VS and VO.

[0055] Once the approach positions AS and AO, and if applicable the delay positions VS and VO, have been defined by the control device 32 with reference to the signals of the movement position detection device 30, the control device 32 can commence the operation described above with rapid adjustment of the air flaps 18a to 18c between their end positions while simultaneously gently retracting into them.

Claims

[1] Air flap device (10) for a motor vehicle (12), comprising: - a frame (14) which defines an air passage opening (16), - at least two air flaps (18a, 18b, 18c) which are movably mounted on the frame (14), projecting at least into the air passage opening (16), between two end positions of different coverage of the air passage opening (16), wherein at least one end position is defined as an end stop end position by a mechanical end stop (40, 42) which the air flap (18a, 18b, 18c) touches when the end position is reached, - a motion drive (26) which is in drive interaction with at least one of the at least two air flaps (18a, 18b, 18c) in order to drive the at least one air flap (18a, 18b, 18c) to move at least to the end stop position, - a control device (32) for controlling the motion drive (26), - a data storage device (34) in communication with the control device (32), in which control parameters for the control of the motion drive (26) are stored, and - a motion position detection device (30) for detecting a motion position of at least one of the at least two air flaps (18a, 18b, 18c) within its range of motion between the end positions, wherein the control device (32) is configured to, when the motion position detection device (30) detects, during a movement of at least one of the at least two air flaps (18a, 18b, 18c) towards the end stop position, a predetermined approach position (AS, AO) close to the end stop position being reached, based on a first set of control parameters stored in the data memory (34), control the motion drive to continue the movement of at least one of the at least two air flaps (18a, 18b, 18c) based on a second set of control parameters stored in the data memory (34),wherein the second set of control parameters results in a lower drive torque and / or a lower drive speed of the motion drive (26) than the first set of control parameters and wherein the end stops (40, 42) are assigned to the end positions of the different air flaps (18a, 18c) and wherein an end stop (42) for one air flap (18c) driven by the motion drive (26) of the at least two air flaps (18a, 18b, 18c) is arranged in the open position and wherein an end stop (40) for another (18a) of the at least two air flaps (18a, 18b, 18c) is arranged in the closed position. [2] Air flap device (10) according to claim 1, characterized by, that the control device (32) is configured to, when the motion position detection device (30) detects during a movement of at least one of the at least two air flaps (18a, 18b, 18c) towards the end stop position, on the basis of a third control parameter set stored in the data memory (34), that a predetermined delay position (VS, VO) has been reached which is further away from the end stop position than the approach position (AS, AO), actuate the motion drive (26) to continue the movement of the at least one of the at least two air flaps (18a, 18b, 18c) on the basis of the first control parameter set stored in the data memory (34), wherein the first control parameter set causes a lower drive torque and / or a lower drive speed of the motion drive (26) than the third control parameter set. [3] Air flap device (10) according to claim 1 or 2, characterized by, that the movement of at least one of the at least two air flaps (18a, 18b, 18c) between their end positions is a pivoting movement about a pivot axis (S1, S2, S3) of the air flap (18a, 18b, 18c), wherein the approach position (AS, AO) is located in a range of 3° to 8° before the end stop end position, preferably at 4° before the end stop end position. [4] Air flap device (10) according to one of the preceding claims, characterized by , that both end positions are defined as end-stop end positions by a mechanical end stop (40, 42) which the at least two air flaps (18a, 18b, 18c) touch when the end position is reached, wherein a predetermined approach position (AS, AO) is defined before each end-stop end position and the air flap device (10) is configured with respect to each end position according to one of claims 1 to 3. [5] Method for automatically initializing an air flap device (10) designed according to one of the preceding claims, comprising the following steps, performed by the control device (32): - Controlling the motion drive (26) to move at least one of the at least two air flaps (18a, 18b, 18c) into an end-stop position based on an initialization control parameter set until the end-stop position is reached, - Detecting the reached end stop position using the movement position detection device (30), - Determining the approach position (AS, AO) based on the recorded end stop end position and distance information stored in the data storage (34) concerning the distance between the approach position (AS, AO) and the end stop end position, - Storing the determined approach position (AS, AO) in the data storage (34). [6] Method according to claim 5, characterized by that it is executed for both end positions. [7] Method according to claim 5 or 6, characterized by , that it further includes the step of determining a delay position (VS, VO) based on the recorded end stop final position or the determined approach position (AS, AO) and distance information stored in the data storage (34) concerning the distance between the delay position (VS, VO) and the end stop final position or between the delay position (VS, VO) and the approach position (AS, AO). [8] Air flap device (10) according to one of claims 1-4, characterized by , that the control device (32) is designed to carry out the method according to one of claims 5-7. [9] Motor vehicle (12) with an air flap device (10) according to one of claims 1-4 or according to claim 8.

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