OBD-compatible air flap system with spring-loaded air flaps

Abstract

Air flap system (10) comprising an air flap frame (12), with at least two air flaps (18) each extending along a longitudinal air flap axis (L), and with an air flap actuator (20), wherein the air flap frame (12) has an air passage opening (16) penetrating the air flap frame (12), wherein the at least two air flaps (18) are movably mounted on the air flap frame (12) side by side, following one another along a sequence track (S) extending transversely to the longitudinal axes of the air flaps and spanning the air passage opening (16) relative to the air flap frame (12), wherein the at least two air flaps (18) are movable between an open position and a closed position, wherein the at least two air flaps (18) cover a larger part of a cross-sectional area of ​​the air passage opening (16) in the closed position than in the open position,wherein the air flap actuator (20) is connected to the at least two air flaps (12) for transmitting an adjustment force in at least one direction between the open position and the closed position, wherein the at least two air flaps (12) each have a bearing assembly, each of which is movably mounted on a different bearing assembly on the air flap frame (12) between the open position and the closed position, wherein the bearing assembly of at least one air flap (18) is arranged on a preloading device, wherein the preloading device preloads the bearing assembly arranged on it into a rest position along its preloading path (F), from which it is displaced into a bearing position by an air flap (18) arranged in the bearing assembly in a ready-to-use position against the preloading force of the preloading device, wherein the bearing assembly is connected to a locking device (42; 142) for common movement,wherein the locking device (42; 142) projects into the movement space (B) of another air flap (18) of the at least two air flaps (18) when the bearing counter-formation is in its rest position, thus hindering their movement between the open position and the closed position in at least one direction of movement, and wherein the locking device (42; 142) does not hinder the movement of the other air flap (18) when the bearing counter-formation is in its bearing position, wherein the air flap system (10) has at least one sensor (26) which detects the operation of the air flap actuator (20) or of a component (30) coupled to the air flap actuator (20) for common movement.

Description

The present invention relates to an air flap system for a motor vehicle with at least one bearing counter-formation arranged in a rest position for the movable mounting of at least one air flap on an air flap frame. The air flaps of the air flap system are movable between an open position and a closed position. The present invention relates in particular to an air flap system with at least two or more air flaps, in which it is automatically possible to determine whether all air flaps are present on the air flap frame or not. Air flap systems in motor vehicles are well known from the prior art. Air flaps, for example, influence cooling airflows in the interior areas of motor vehicles with internal combustion engines, particularly in the engine compartment, and thus affect the pollutant emissions released by a vehicle. Therefore, the functionality of air flap systems is relevant to a vehicle's pollutant emissions and should be verifiable automatically. Verifying functionality is made more difficult by the fact that, as is generally the case, and preferably also in the present invention, only one air damper is directly driven by the air damper actuator to move between its operating positions, while the other air dampers are coupled to the directly driven air damper for common movement by suitable connecting means, such as a linkage or a gearbox. The coupling is often designed such that the air dampers are arranged in a kind of kinematic parallel connection, so that the failure of one air damper from the air damper system does not necessarily impair the adjustability of the remaining air dampers by the air damper actuator. Air damper systems in which the failure of each individual air damper can be detected despite the kinematic parallel connection described above are known, for example, from DE 10 2016 218 391 A1 and DE 10 2018 131 448 A1. Another publication disclosing a technical teaching for the automated monitoring of the operating state of an air damper system is DE 10 2015 210 683 A1. Furthermore, DE 10 2020 131 530 B3 discloses an air guidance control system with a damper assembly comprising dampers that can be rotatably inserted into a joining partner. An actuator drives one damper, and a connecting rod transmits the torque of this driven damper to the remaining dampers of the damper assembly. If at least one flap breaks, a spring locks the flap assembly against further movement, so that fault information is reported to the actuator via the connecting rod. The air flap systems known from the two aforementioned publications, which allow for automated verification of whether all air flaps are present on the respective air flap frame, have a relatively complex design. The objective is therefore to specify an air flap system, particularly for a motor vehicle, with at least two air flaps, in which the cross-sectional area through which air can flow can be changed by altering the position of the air flaps relative to the frame, and which enables automated verification of the completeness of the air flaps using simple means. This problem is solved according to the invention by an air flap system or an air flap device comprising: i. an air flap frame, ii. at least two air flaps, each extending along an air flap longitudinal axis, and iii. an air flap actuator. The air damper frame has an air passage opening that extends through it. At least two air dampers are arranged side by side on the air damper frame and are movably mounted relative to the frame. These at least two air dampers, which follow one another along a path running transversely to the longitudinal axes of the air dampers, span the air passage opening. The at least two air dampers are movable between an open position and a closed position, with the at least two air dampers covering a larger portion of the cross-sectional area of ​​the air passage opening in the closed position than in the open position. The air damper actuator is connected to at least two air dampers to transmit an adjustment force in at least one direction between the open and closed positions. Although the air dampers may be pre-tensioned into one of their positions by a separate return mechanism, such as a spring, the air damper actuator is preferably arranged and designed to adjust the air dampers in both directions between the closed and open positions. The at least two air flaps each have a bearing assembly. Each of these bearing assemblies is movably mounted on a different counter-bearing assembly on the air flap frame between the open and closed positions. The bearing counterform of at least one air damper is arranged on a pretensioning device. The pretensioning device pretensions the bearing counterform arranged on it along a pretensioning path of the pretensioning device into a rest position, from which the bearing counterform is moved, or can be moved, into a bearing position against the pretensioning force of the pretensioning device by an air damper arranged in the bearing counterform in a ready-to-use position. Preferably, the pretensioning path runs relative to the air damper frame in a direction along the longitudinal axis of the air damper mounted on the bearing counterform of the pretensioning device. The rest position of the bearing counter-formation corresponds to a rest position of each component connected to the bearing counter-formation for common movement, which then assumes a unique position corresponding to the rest position of the bearing counter-formation when the bearing counter-formation is in its rest position. The same applies, mutatis mutandis, to the bearing position of the bearing counter-formation. The bearing counter-formation is connected to a locking device for common movement. When the bearing counter-formation is in its rest position, the locking device projects into the movement space of another air damper of the at least two air dampers, thus hindering their movement between the open and closed positions in at least one direction of movement. Then, when the bearing counter-formation is in the bearing position, the locking device does not impede the movement of the other air flap. The air flap system has at least one sensor which detects the operation of the air flap actuator or of a component coupled with the air flap actuator for joint movement and can thus determine the movement restriction caused by the locking device. Mounting at least one air flap on a bearing counterform, which is arranged on a preloading device—that is, on a bearing counterform loaded in a rest position, preferably spring-loaded—significantly simplifies the assembly of the air flap on the bearing counterform. By using the bearing counterform coupled to the preloading device and therefore loaded, the assembly of the air flap on the bearing counterform can even be automated with exceptional reliability. Due to the simplified assembly, all bearing counterforms of the at least two air flaps of the air flap system are preferably arranged loaded in a rest position. The preload paths of the individual loaded bearing counterforms are preferably substantially in the same direction, and particularly preferably parallel to each other. By coupling a loaded bearing counter-formation with a locking device, the locking device can assume different positions along its associated preload path, depending on the position of the bearing counter-formation. The locking device is designed, arranged, and configured for joint movement with the loaded bearing counter-formation such that, when no air damper is present on the loaded bearing counter-formation and the bearing counter-formation is consequently in its rest position, the locking device projects into the movement space of another air damper, thus hindering its movement between the open and closed positions in at least one direction.The sensor, which detects the operation of the air flap actuator or the drive train between the air flap actuator and the air flaps, can therefore detect the obstruction caused by the locking device and output a corresponding signal to another device, such as a control device, in particular a higher-level control device. The sensor can be a separate sensor device or can be integrated into the air damper actuator. For example, the sensor can be configured to determine the movement of an actuator component, such as the angle of rotation of a drive shaft of the actuator or of a component coupled to the drive shaft for common movement, such as an intermediate shaft, gear, or coupling rod. Alternatively or additionally, in the case of a preferred electric actuator, the sensor can be configured to detect at least one electrical operating parameter of the actuator. For example, the motor current of an electric motor increases unusually compared to the intended normal operation when the electric motor is energized to generate a driving force, but the drive shaft is prevented from moving. Therefore, the sensor can be configured to detect the motor current supplied to the actuator. The terms ‘driving force’ and ‘force’ or the like used in the present application also include the meaning of a driving torque or torque. An evaluation device, coupled to the sensor via signal transmission and to which the sensor transmits its detection signals, can compare these signals with threshold values ​​stored in a data memory and, based on the comparison result, draw conclusions about the operating status of the air flap system. The evaluation device can be part of the air flap system itself. In this case, the evaluation device can be integrated into the air flap actuator. Alternatively, the evaluation device can be part of a higher-level control system on a device that carries the air flap system, such as a vehicle. In principle, the locking device of a bearing counter-formation supporting a first air damper can engage in the movement path of any second air damper when the first air damper fails due to damage and the preloading device moves the first bearing counter-formation into its rest position. However, to enable a simple design and arrangement of the locking device, it is advantageous if the locking device of the bearing counter-formation of an air damper engages in the movement path of an air damper immediately adjacent along the subsequent path when this bearing counter-formation is in its rest position. In this case, the locking device can be designed with a small installation space and simple shape for simultaneous movement with the bearing counter-formation. In principle, the locking device associated with an air damper can project into the movement space of any section of the other air damper, preferably adjacent along the track, or of a component coupled to the other air damper for common movement, thus potentially hindering the movement of the other air damper. Preferably, the locking device associated with an air damper projects into the movement space of a damper blade that physically covers the air passage opening in the closed position, since a damper blade typically has the largest movement space of the air damper in terms of volume. This provides a relatively large amount of installation space to arrange the locking device projecting into the movement space of the damper blade.Secondly, in the case of a preferred pivoting movement of the flap blade around a pivot axis, a relatively small blocking force exerted by the locking device is sufficient if the locking device projects into the movement space near the radially outer edge of the movement space with respect to the pivot axis. For a given pivoting torque to drive the air flaps for the pivoting movement between the open and closed positions, the resulting blocking force decreases with increasing distance from the pivot axis. The bearing counter-formation can be designed and arranged separately from the pre-tensioning device, which, however, increases the number of assembly steps and components required for assembling the air damper system. Therefore, it is preferable for the bearing counter-formation to be formed integrally with the pre-tensioning device. The locking device can also be designed and arranged separately from the bearing counter-formation. It can be coupled to the bearing counter-formation for joint movement by a further coupling device. Here, too, for the sake of advantageously reducing the number of necessary assembly steps and components, the locking device is preferably formed integrally with the bearing counter-formation and / or integrally with the preloading device. In cases where the bearing counter-formation and locking device are formed integrally, the joint movement of the two components is obvious.In the case of a separate bearing counter-formation but a one-piece design of the locking device and the pre-tensioning device, the fact that the pre-tensioning device pre-tensions the bearing counter-formation along its pre-tensioning path from a bearing position to the rest position and permits such movement, results in the bearing counter-formation being coupled to the locking device for common movement via the pre-tensioning device. It is particularly preferred that the bearing counter-formation, the locking device, and the pre-tensioning device are formed in one piece, for example, as a plastic injection-molded part. In principle, the locking device can comprise any physical formation which, when its associated air damper is disengaged, projects into the movement space of another air damper. The bearing counter-formation and / or the preloading device preferably has a locking projection which is part of the locking device. Preferably, the locking device for reducing the contact area between the air flap and its bearing point on the air flap frame, which is loaded in the rest position, has a control projection that serves—or at least contributes—to ensuring that the bearing counter-formation is in the bearing position when the air flap is ready for operation. Therefore, it is preferred that the control projection protrudes towards the flap blade of the air flap supported by the bearing counter-formation. Preferably, the air flap rests against the control projection in its ready-to-operate state. Preferably, the air flap rests against the control projection in its ready-to-operate state with a surface that points along the longitudinal axis of the air flap and / or the preload travel of the preloading device, which preloads the bearing counter-formation supporting the air flap into the rest position, and this is particularly preferred regardless of the operating position of the air flap.This ensures that the control projection and / or the locking projection is physically held out of the movement range of the other air flap by the air flap assigned to it by the bearing counter-formation. The aforementioned locking projection can be the control projection. Preferably, the locking element does not impede the movement of the other air damper when the bearing counter-element coupled to it for common movement is in the bearing position, because the locking projection is then located outside the movement range of the other air damper. However, it could also be conceived that the locking projection is always located within the movement range of the other air damper and is stiffened or not depending on the position of the bearing counter-element coupled to it. In the stiffened state, the other air damper cannot overcome the locking projection, while in the unstiffened state, it can overcome the locking projection due to the actuating force of the air damper actuator. The air damper can be mounted with its bearing assembly so that it is translationally displaceable against the bearing assembly. However, purely translational relative movement between the open and closed positions generally does not allow for a maximum difference between the cross-sectional area of ​​the air passage opening in the open position and the cross-sectional area in the closed position. A larger absolute difference in the cross-sectional area, while requiring less movement and installation space, can be achieved by pivotally mounting the air dampers relative to the damper frame. Therefore, it is preferred that the bearing assembly be a pin or a bushing that pivots the air damper about a pivot axis.In this case, it is advantageous if the control projection and / or the locking projection of the locking device extends radially around the bearing counter-formation. This allows for a projection to be provided with minimal installation space requirements, which can maintain contact with the air damper, ready for operation, throughout its entire movement between its open and closed positions. Although the at least two air flaps can be mounted on the air flap frame in a way that allows for both translational and pivotal movement, a purely pivotal mounting is preferred for reasons of the most effective use of installation space. The at least two, preferably more than two, air flaps are preferably provided with substantially identical longitudinal axes on the air flap frame. This preferably applies regardless of their operating position (open or closed). Although certain deviations from an ideal state are permissible due to the nature of the air flaps and air flap frames, which are preferably injection-molded components, the longitudinal axes of the at least two air flaps in the air flap system are preferably arranged parallel. The follower path, which is preferably a straight axis but may also have a curve, then runs substantially orthogonal to the parallel longitudinal axes of the air flaps.The pivot axes of the air flaps, when the air flaps are purely pivotable relative to the air flap frame, are also essentially aligned in the same way, preferably parallel, in order to keep the adjustment forces necessary for movement between the operating positions low in magnitude. In principle, the present invention allows for the locking projection of the locking device to block the movement of the other air flap when it protrudes into the movement space of that flap, causing the other air flap to remain in the position it was in when the damage occurred. While this is also covered by the basic concept of the present invention, such an unconditional blockage of movement is not always desirable. If the other air flap is blocked in its closed position, a need for increased cooling of a device located downstream of the air flap system after the damage has occurred may no longer be met, or may only be met inadequately.Therefore, it is advantageous if the locking projection, and / or a section of the other air damper interacting with the locking projection, into whose movement space the locking device projects in the rest position of the bearing counter-formation, has an inclined surface such that the other air damper, when the locking projection projects into its movement space, can move between the closed and open positions, but movement into the other position is blocked. Preferably, the movement of the other air damper permitted despite a locking projection projecting into its movement space is a movement from the closed position towards the open position, in order to be able to cover, if necessary, an increased cooling requirement of a device arranged downstream of the air damper system compared to the time of the failure.If, on the other hand, damage occurs while the other air flap is in the open position, a blockage of the other air flap's movement is not critical, since an excessively large flow of cooling air through the opening has a significantly lower potential for damage than an excessively small flow of cooling air. The present invention was discussed here using the limiting case in which the air damper system has two or exactly two air dampers. In fact, to achieve the greatest possible variability in the magnitude of the airflow passing through the air passage opening, the air damper system preferably has more than two air dampers. Generally, the air damper system has an integer number k of air dampers, where k > 1. Since the path along which the air dampers are arranged successively is generally not a closed loop, only a reduced number of air dampers (i.e., (k-1)) can be blocked by the locking device of their respective neighboring air damper in their movement between the open and closed positions into at least one of the positions between the open and closed positions.In contrast, an air damper located at the end of the following path does not trigger a movement blockage of another air damper if it is removed from the system, since this end-of-path air damper lacks a corresponding neighboring air damper. To ensure that not only the completeness of the (k-1) air dampers, but of all k air dampers, can be automatically detected, the air damper that cannot be blocked by a neighboring air damper can have a stop formation. This stop formation, in a predetermined operating position consisting of the open and closed positions, engages with a counter-stop formation on the air damper frame, on a coupling component connecting the majority of air dampers for common movement between the open and closed positions, or on its (preferably only) adjacent air damper.In this case, the aforementioned system intervention, upon reaching the predetermined operating position, limits the movement of the air flap not lockable by an adjacent air flap beyond the predetermined operating position. This limitation ceases when the air flap not lockable by its adjacent air flap is removed, so that the air flaps remaining on the air flap frame can move beyond the predetermined operating position due to the cessation of the system intervention. This can be detected by the sensor, for example, by recording the travel distance of an actuator component, such as the drive shaft or a gear or linkage component that cooperates directly or indirectly with the drive shaft. The predetermined operating position is preferably the open position, since in the closed position the air flaps rest against each other and / or against a rigid section of the air flap frame to seal the air passage opening as tightly as possible. In this case, the contact of the air flaps against each other and / or against the rigid section of the air flap frame makes movement of the air flaps beyond the predetermined operating position impossible or at least makes it difficult to detect. An air damper that cannot be locked by an adjacent air damper can be directly connected to the air damper actuator as a driven air damper, transmitting actuation force, while the other air dampers are connected to the driven air damper via a gearbox and / or linkage, and thus indirectly transmitting actuation force to the air damper actuator. However, any other air damper can also be directly connected to the air damper actuator as a driven air damper, transmitting actuation force. Likewise, any of the air dampers can be connected to the air damper actuator only indirectly via a gearbox and / or linkage, transmitting actuation force. In principle, the preloading device can be any type of preloading device capable of loading the associated bearing counter-formation into its rest position and allowing movement of the bearing counter-formation into the bearing position. In a preferred, space-saving embodiment, the preloading device is a leaf spring arranged on the air damper frame. From a manufacturing perspective, the preloading device can be simply designed as a leaf spring projecting from one side of its mounting point on the air damper frame. This also allows, even with a maximum projection length determined by the available space, the spring stiffness of the preloading device to be adjusted by appropriately selecting the cross-section of the leaf spring component in a cross-sectional plane orthogonal to the projection direction of the leaf spring, and thus the area moment of inertia of the leaf spring component about a bending axis orthogonal to its projection direction.The preloading device can be designed as a spring tongue with a curved longitudinal end surrounding the bearing counter-formation. For maximum efficiency, the preloading device can be formed integrally with the air damper frame. The air damper frame can be designed, at least in one section containing the at least one preloading device, preferably entirely, as an injection-molded plastic component. To simplify the assembly of the air damper system, the at least (k-1) air dampers can each be movably mounted on the air damper frame by means of their own bearing counter-formation. Preferably, each bearing counter-formation is formed on a different pre-tensioning device, so that each bearing counter-formation has its own pre-tensioning device by which it is pre-tensioned into the rest position. Each of these pre-tensioning devices is preferably biased into the rest position along its respective pre-tensioning path, independent of the operating position of its adjacent pre-tensioning device along the following path, so that it is ensured that the failure of any one of the (k-1) air dampers can lead to a restriction of movement of the respective adjacent air damper.Preferably, to further simplify assembly, all air flaps of the air flap system are movably mounted on the air flap frame with a bearing counter-formation, each with a pre-tensioning device that pre-tensions independently of any other pre-tensioning device along its pre-tensioning path. To further simplify assembly, the bearing counter-formations arranged on a pre-tensioning device can be positioned at the same longitudinal ends of the air flaps they support. Preferably, all loaded bearing counter-formations are located on the air flap frame on the same axial side of the air flaps with respect to the air flap longitudinal axes. In principle, the air flaps can each be supported at their two longitudinal ends by a pre-tensioning device with preferably parallel pre-tensioning paths on the air flap frame. However, for stability reasons, it is preferred if only one longitudinal end is mounted in a bearing counter-formation loaded towards a rest position, and the other longitudinal end of the same air flap is mounted in a bearing counter-formation rigidly attached to the air flap frame, allowing movement relative to the air flap frame. The present invention also relates to a motor vehicle with an air flap system as described and further developed above. Preferably, the air flap system is arranged on a front side and / or on a bottom side, i.e., on the underbody, of the motor vehicle. The present invention will be explained in more detail below with reference to the accompanying drawings. These show: Fig. 1 a rear view of an exemplary embodiment of the air damper system according to the invention with all air dampers in the closed position; Fig. 2 the rear view of Fig. 1, but with the air dampers in the open position; Fig. 3 the rear view of Fig. 1, but with one air damper missing due to damage; Fig. 4 a perspective detail view of the resilient bearing area of ​​the missing air damper and its neighboring air dampers, wherein the movement of the neighboring air damper of the missing air damper is not blocked in its movement from the open position to the closed position; Fig. 5 a perspective detail view of the bearing area of ​​Fig. 4, wherein the movement of the neighboring air damper of the missing air damper is blocked in its movement from the closed position to the open position.Figure 6 shows a perspective detail view of a spring-loaded bearing area of ​​the removed air flap and its neighboring air flaps with an alternative locking device which blocks the movement of the neighboring air flap of the removed air flap from the open position to the closed position and allows it to be blocked from the closed position to the open position, and Figure 7 shows a perspective view of the air flap system of the preceding figures from below, in order to show the physical engagement between the left air flap at the end in the figures and a coupling component for coupling the movement of all air flaps in the open position. Figures 1 to 10 show a first embodiment of an air flap system according to the invention. The air flap system 10 has a two-part injection-molded air flap frame 12, comprising an upper frame component 12a and a lower frame component 12b. The frame components 12a and 12b are locked together by a locking mechanism 14, comprising a locking recess 14a in the upper frame component 12a and a locking lug 14b that engages in the locking recess 14a when fully assembled. The air flap frame 12 surrounds an air passage opening 16, which is spanned by a plurality of air flaps 18, in the illustrated example by seven air flaps 18. The air flaps 18 are each pivotally mounted on the air flap frame 12 about a pivot axis S18. All air flaps 18 are identical in design and mounted on the air flap frame 12; therefore, only the two outermost left air flaps 18 have their respective pivot axis S18 designated with a reference numeral. Due to the identical design of all air flaps 18 shown in the figures, a description of one air flap 18 is sufficient, as it also applies to all other air flaps 18. The pivot axes S18 coincide with the respective longitudinal axis L of an air flap 18. The air flaps 18 are arranged side by side with substantially parallel longitudinal axes L and thus substantially parallel pivot axes S18, following one another along the straight track S, which in this embodiment is orthogonal to the longitudinal axes L of the air flaps. In the rear view of Figures 1 and 2, as seen from the engine compartment of a vehicle V in a state arranged at the front end of the engine compartment, ribs are visible that stiffen the respective flap blades 18a arranged in the air passage opening 16. It is essentially the flap blades 18a that, when the air flaps 18 are adjusted between the closed position shown in Figure 1 and the open position shown in Figure 2, cause a change in the cross-sectional area of ​​the air passage opening 16 through which air can flow. Each flap blade 18a has a bearing pin projecting from each longitudinal end, forming a bearing assembly for the pivoting of the air flap 18. The lower bearing pin shown in the figures, which is pivotally mounted in the lower frame component 12b, is designated 18b. The upper bearing pin, collinear with respect to the pivot axis S18, is designated 18c. An upper bearing pin 18c is only visible in Figures 1 and 3 on the far left air flap 18 in the gap between the flap blade 18a and the upper frame component 12a. For the joint adjustment of the air flaps 18 between their closed position shown in Fig. 1 and their open position shown in Fig. 2, the air flap system 10 comprises an air flap actuator 20, which in the illustrated example is designed as an electric actuator with a gear 22 indicated by dashed lines and is arranged on the upper frame component 12a. Although of minor relevance to the present invention, it should be noted for the sake of completeness that the middle air flap 18, i.e., the fourth air flap 18 counting from both the left and right edges, is directly coupled to the air flap actuator 20 as the driven air flap 18*. A drive component 24 of the air flap actuator 20, such as a drive shaft, which may also be designed as a hollow shaft, may be directly coupled to the upper bearing journal 18c of the driven air flap 18* for common movement. Integrated in the air flap actuator 20 is a sensor 26 indicated by a dashed line, which detects the movement path of the drive component 24 and / or an actuator rotor and / or a gearbox component of the air flap actuator 20 and outputs a corresponding detection signal via a connection socket 28 to a control device 29 of the vehicle V, via which the air flap actuator 20 is also supplied with electrical energy. The air flaps 18 are coupled for common pivoting movement by a coupling rod, from which coupling pins 32 project and engage in openings of movement arms 34 in a relatively rotatable manner. In the illustrated embodiment, the movement arms 34 project orthogonally to the pivot axis S18 from the upper longitudinal end of each flap blade 18a (see also Fig. 7). In the illustrated example, the lower bearing pin 18b of each air flap 18 is mounted on the lower frame component 12b by a spring tongue 36, which is formed integrally with the lower frame component 12b and is projecting on one side. This will be discussed in more detail below in connection with the figures. As can be clearly seen in Fig. 2, the respective lower bearing journal 18b is received in a bushing-like recess 38 as a bearing counter-formation, which is formed integrally with the spring tongue 36 that supports it. The recess 38 forms a bearing counter-formation 38 as described in the introductory section. To reduce friction between the spring tongue 36 and the bearing counter-formation 38, a control projection 40 is formed on the spring tongue 36, projecting towards the respective flap leaf 18a. A connecting section 18d, which connects the flap leaf 18a to the lower bearing journal 18b, abuts the end face 40a of this control projection with an end surface 18d1 that, in the exemplary embodiment, runs orthogonally to the pivot axis S18 or to the longitudinal axis L. The control projection 40 need not be provided. The end surface 18d1 could instead also rest against an end face of the bearing counter-formation 38 or against a smooth surface of the spring tongue 36. The spring tongue 36, as the preloading device mentioned in the introductory description, is deflectable and movable along a preload path indicated by a double arrow F, which runs primarily along the longitudinal axis L of the air flap or the pivot axis S18. Each spring tongue 36 is deflected downwards against its preload along its preload path F in Figures 1 and 2 by the air flap 18 associated with it for bearing, so that the end face 40a of the control projection 40, loaded with the preload force of the spring tongue 36, rests against the end face 18d1. The double arrow F indicating the preload path is to be understood qualitatively, not quantitatively. Again, the description of one air flap 18 and one spring tongue 36 applies to all air flaps 18 and all spring tongues 36, respectively. In Fig. 2, the movement range B of the second air damper 18 from the right is shown as a dotted line. The movement range B of the air damper 18 is the sum of all points swept over by the air damper 18 during its movement between the open and closed positions. Each spring tongue 36 has a locking device 42 which has a locking projection 44 formed integrally with the spring tongue 36 and thus integrally with the bearing counter-formation. The locking projection 44 extends from the spring tongue 36 parallel to the longitudinal axis L of the air flap 18, and thus also parallel to the pivot axis S18 of the air flap 18, in the direction of the flap blade 18a. When an air damper 18, hereinafter referred to as the reference air damper, is mounted in an operational state on the air damper frame 12, the reference air damper, through the contact of the end face 18d1 with the end face 40a of the control projection 40 described above, holds the spring tongue 36 and thus the locking projection 44 of the locking device 42 outside the movement range B of the neighboring air damper located to the left of the reference air damper. In the present embodiment, the locking device 42 with the locking projection 44 is located axially, with respect to the longitudinal axis L or the pivot axis S18 of an air damper 18, outside the movement range Ba of the damper blade 18a of the neighboring air damper. More precisely, in Fig. 1 and Fig. 2 all spring tongues 36 and the components connected to them for common movement are shown: bearing counter-formation and locking device 42, and in Fig. 3 the spring tongues 36 of all remaining air flaps 18 and the components connected to the spring tongues for common movement are shown in the bearing position. In contrast to the illustration of the exemplary embodiment, the control projection 40 and the locking projection 44 can be designed as a single, combined control and locking projection. Functionally, such a combined control and locking projection must have a contour around the bearing counter-formation, which allows it to engage in the movement range of the adjacent air damper, blocking it, when the bearing counter-formation is in its rest position due to the removal of the air damper housed therein. Figure 3 shows the air flap system 10 of Figures 1 and 2 in a damaged state. Due to an unforeseen event, such as the impact of a stone while the vehicle V was traveling, the second air flap from the left was knocked out of the air flap system 10 and is now missing. With the removal of the air flap at the designated location, the force displacing the spring tongue 36 downwards against its preload force in Fig. 2 has also been removed. Therefore, driven by its spring force along the preload path F, the spring tongue 36 has moved upwards into its rest position, in which it is preloaded. Consequently, the distance between the cross member of the upper bearing component supporting the upper bearing journals 18c and the spring tongue 36, now freed from the air flap, is smaller than the distance between the same cross member and the spring tongues 36 still supporting an air flap 18 in operational condition. Due to this displacement of the second spring tongue 36 from the left in Fig. 3 into the rest position, the locking device 42 with its locking projection 44 is displaced into the movement space of the end-side left air flap 18. Consequently, when the end-side left air flap 18 is adjusted between its open position and its closed position, the end-side left air flap 18 collides with the locking projection 44 of the locking device 42. In the first embodiment of the exemplary embodiment shown in Figures 1 to 1, the locking projection 44 is formed with an inclined surface 44a (see in particular Figures 4 and 5), which is inclined such that, when the flap leaf 18a of the end-facing left air flap 18 is moved from the open position to the closed position, it can displace the locking projection 44 from its space of movement against the preload force of the spring tongue 36. The air flap 18 can therefore be moved from the open position to the closed position. In the opposite direction of movement, the locking projection 44 has a stop surface 44b, which prevents the air flap 18 from moving into the open position by the flap leaf 18a engaging with the stop surface 44b. This inhibition of the adjustment movement can be detected by sensor 26 in the air flap actuator 20, because the movement path of the component of the air flap actuator 20 monitored by sensor 26 is shorter from the start to the end of the movement than expected during normal operation. A corresponding comparison of the detected movement path with a nominal reference path stored in a memory device of a higher-level control device 29 thus leads to the detection of the fault and, for example, triggers an error message to the vehicle driver. The measures proposed by the present invention thus make it possible to reliably detect damage to the air flap device 10, which would otherwise have gone undetected due to the continued functionality of all air flaps 18 remaining on the air flap frame 12 and might have led to a deterioration in the pollutant emission behavior of the vehicle V. Fig. 6 shows the same air damper system 10 as in Figs. 1 to 1, with the sole difference that the projection of the alternative locking device 142 acts in the opposite direction of movement of the air dampers 18, compared to the locking projection 44 of the embodiment in Figs. 1 to 1. This is achieved by arranging the stop surface 144b, which inhibits the movement of the air damper 18, where the inclined surface 44a is located on the locking projection 44 and consequently points in the opposite direction to the stop surface 44b. Likewise, the inclined surface 144a is located where the stop surface 44b is located on the locking projection 44. Thus, the locking projection 144 can be overcome by a movement of the air damper 18, into whose movement range the locking projection 144 projects, from the closed position to the open position, but it inhibits a movement from the open position to the closed position. Damage to this air flap system can also be detected by sensor 26 in the same way as for the previously described embodiment of the locking device 142. The advantage of this second embodiment is that, in the event of damage, the air flaps 18 are held in a position in which the air passage opening 16 is not closed and cannot be closed, thus ensuring a flow of convective cooling air through the air passage opening 16 until the air flap system is repaired. This prevents overheating of devices located downstream of the air flap system in the direction of airflow through the air passage opening 16. Figures 4, 5, and 6 also show the bending axis A common to all spring tongues 36, about which each spring tongue 36 can be individually deflected along its preload travel F. Due to the design, the bending axis A runs parallel to the cross member of the lower frame component 12b. To facilitate assembly, all air flaps 18 are mounted uniformly and identically on the air flap frame 12 and can be pivotally arranged on the air flap frame 12 by means of a uniform assembly process. However, the end-side left air flap 18 does not have a left neighboring air flap, so that the loss of the end-side left air flap 18 cannot be detected by the sensor 26 in the manner described above without further measures. In order to also account for the removal of the left-hand end air flap 18, a stop formation 46 is provided on the end air flap 18, which engages with a counter-stop formation 48 on the air flap frame 12 or, as shown in the present embodiment, on the coupling rod 30 that couples the air flaps 18 for common movement in one of their operating positions, in this case in the open position. See Fig. 7.In the exemplary embodiment, the stop formation 46 is designed as a flank of the movement arm 34 of the end-side left air damper 18. The counter-stop formation 48 is a pin projecting from the coupling rod 30 to the damper blade 18a of the end-side left air damper 18, which projects into the movement space of the movement arm 34 of the end-side left air damper 18 and thus directly limits the pivoting movement of the end-side left air damper 18 in the opening direction towards the open position. Indirectly, the pivoting movement of each individual air damper 18 is limited by the contact action, so that the sensor 26, for example by detecting the movement path of a component in the drive train of the air dampers 18, can detect and output a movement path traveled during adjustment to the open position, so that the control unit 29 can compare the detected movement path with a nominal adjustment path stored in a data memory.If the left-hand air flap 18 at the end is removed, the system intervention limiting the pivoting movement in the opening direction is absent, and the remaining air flaps 18 can then pivot beyond their open position, which is detected by the sensor 26. More precisely, the sensor 26 will then detect a greater adjustment range than during normal operation. Based on the comparison of the detected adjustment range with the stored nominal adjustment range, the sensor 26, provided it has appropriate evaluation electronics, or the control unit 29 connected to the sensor 26 via signal transmission, can output a corresponding error signal. Preferably, the control unit 29 or the air flap actuator 20 is designed to move the air flaps 18 into both operating positions: open position and closed position, each time the vehicle is started up, in order to perform a correct on-board diagnosis of the air flap system 10 immediately upon starting up the vehicle.

Claims

Air flap system (10) comprising an air flap frame (12), with at least two air flaps (18) each extending along a longitudinal air flap axis (L), and with an air flap actuator (20), wherein the air flap frame (12) has an air passage opening (16) penetrating the air flap frame (12), wherein the at least two air flaps (18) are movably mounted on the air flap frame (12) side by side, following one another along a sequence track (S) extending transversely to the longitudinal axes of the air flaps and spanning the air passage opening (16) relative to the air flap frame (12), wherein the at least two air flaps (18) are movable between an open position and a closed position, wherein the at least two air flaps (18) cover a larger part of a cross-sectional area of ​​the air passage opening (16) in the closed position than in the open position,wherein the air flap actuator (20) is connected to the at least two air flaps (12) for transmitting an adjustment force in at least one direction between the open position and the closed position, wherein the at least two air flaps (12) each have a bearing assembly, each of which is movably mounted on a different bearing assembly on the air flap frame (12) between the open position and the closed position, wherein the bearing assembly of at least one air flap (18) is arranged on a preloading device, wherein the preloading device preloads the bearing assembly arranged on it into a rest position along its preloading path (F), from which it is displaced into a bearing position by an air flap (18) arranged in the bearing assembly in a ready-to-use position against the preloading force of the preloading device, wherein the bearing assembly is connected to a locking device (42; 142) for common movement,wherein the locking device (42; 142) projects into the movement space (B) of another air flap (18) of the at least two air flaps (18) when the bearing counter-formation is in its rest position, thus hindering their movement between the open position and the closed position in at least one direction of movement, and wherein the locking device (42; 142) does not hinder the movement of the other air flap (18) when the bearing counter-formation is in its bearing position, wherein the air flap system (10) has at least one sensor (26) which detects the operation of the air flap actuator (20) or of a component (30) coupled to the air flap actuator (20) for common movement. Air flap system (10) according to claim 1, characterized in that the locking device (42; 142) of the bearing counter-formation of an air flap (18) engages in the movement space (B) of an air flap (18) immediately adjacent along the following path (S) in the rest position of the bearing counter-formation of the air flap. Air flap system (10) according to claim 1 or 2, characterized in that the bearing counter-formation is formed integrally with the pre-tensioning device. Air flap system (10) according to one of the preceding claims, characterized in that the bearing counter-formation and / or the pre-tensioning device has a control projection (40) which is part of the locking device (42; 142). Air flap system (10) according to claim 4, characterized in that the control projection (40) projects towards the air flap (18) supported by the bearing counter-formation, wherein the air flap (18) rests against the control projection (40) in its operational state. Air flap system (10) according to claim 4 or 5, characterized in that the bearing counterform is a pin or bushing pivotably mounted about a pivot axis (S18) for the air flap (18), wherein the control projection (40) extends radially outside around the bearing counterform. Air flap system (10) according to one of the preceding claims, characterized in that the locking device (42; 142) has a locking projection (44; 144) and / or a section of the other air flap (18) cooperating with the locking projection (44; 144), in whose movement space (B) the locking device (42; 142) projects in the rest position of the bearing counter-formation, an inclined surface (44a; 144a) such that the other air flap (18) can, when the locking projection (44; 144) projects into the movement space (B) of the other air flap (18), execute a movement between the closed position and the open position into one of the positions, but a movement into the other position is blocked. Air flap system (10) according to one of claims 4 to 6 and claim 7, characterized in that the control projection (40) and the locking projection (44; 144) are formed by a common projection. Air flap system (10) according to one of the preceding claims, characterized in that the air flap system (10) has an integer number k of air flaps (18), wherein (k-1) air flaps can be locked in their movement between the open position and the closed position to at least one of the positions by the locking device (42; 142) of their respective neighboring air flap (18). Air flap system (10) according to claim 9, characterized in that the air flap (18) which cannot be locked by a neighboring air flap (18) has a stop formation (46) which in a predetermined operating position consisting of the opening position and the closed position is in a contact engagement with a counter-stop formation (48) on the air flap frame (12) or on a coupling component (30) connecting the plurality of air flaps (18) for common movement between the opening position and the closed position or on an air flap (18) adjacent to it. Air flap system (10) according to one of the preceding claims, characterized in that the preloading device is a leaf spring arranged on the air flap frame (12), which preferably projects outwards on one side from its mounting point on the air flap frame (12). Air flap system (10) according to claim 11, characterized in that the pretensioning device is formed integrally with the air flap frame (12). Air flap system (10) according to one of claims 10 to 12, including claim 8, characterized in that at least (k-1) air flaps (18) are movably mounted on the air flap frame (12) with each bearing counter-formation, wherein each bearing counter-formation is formed on a different pre-tensioning device, wherein each of these pre-tensioning devices is deflectable along its respective pre-tensioning path (F) independently of an operating position of its pre-tensioning device adjacent along the following track (S). Air flap system (10) according to claim 13, characterized in that the bearing counter-formations arranged on a pre-tensioning device are arranged at the same longitudinal end of the air flaps (18) supported by them. Motor vehicle (V) with an air flap system (10) according to one of the preceding claims.

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