Flat motor vehicle flap with a flap base component and a flap visible component made of different materials
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- RÖCHLING AUTOMOTIVE SE
- Filing Date
- 2022-09-22
- Publication Date
- 2026-07-09
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
[0001] The present invention relates to a flat motor vehicle flap designed for adjustment movement along a path of movement, wherein the motor vehicle flap comprises a flat flap section extending in two mutually orthogonal principal directions of extension and having the smallest dimension in its thickness dimension orthogonal to the principal directions of extension, wherein the motor vehicle flap has a bearing formation at each end region of the flap section located in a direction transverse to the path of movement for mounting the motor vehicle flap for the adjustment movement on a complementary counter-bearing formation, wherein the motor vehicle flap has a flap base component and a flap viewing component connected to the flap base component for the common adjustment movement, which forms at least a predominantly visible side of the motor vehicle flap.
[0002] Such a flat vehicle flap is known as a pivoting vehicle flap from DE 10 2014 114 639 A1. Since vehicle flaps are generally arranged in openings on a vehicle which, when at least one flap is in the appropriate position, are designed to allow airflow (i.e., the airflow from driving), the vehicle flaps are exposed to mechanical stresses from the airflow during operation of the vehicle, as well as further stresses from weather and temperature fluctuations. The vehicle flaps must therefore have sufficient strength to withstand these operational stresses. At the same time, the vehicle flaps should have a surface finish of the highest possible quality, at least on their visible side on the vehicle.This is particularly useful for integrating vehicle hatches into an environment on the vehicle with equally high-quality surfaces, for example those painted with vehicle paint, in order to be able to arrange vehicle hatches on the vehicle as inconspicuously as possible.
[0003] There is a certain conflict of objectives here, since materials that offer sufficient component strength for a given shape usually have aesthetic deficiencies, and aesthetically pleasing materials do not have sufficient strength.
[0004] The information from DE 10 2014 114 639 A1, in particular from its Fig. 10. A known vehicle flap therefore comprises a flap base component made of a high-strength material, which provides the basic shape and functionality of the vehicle flap, and a flap visible component made of a lower-strength but aesthetically pleasing material, which acts as a covering for the flap base component on the visible side, ensuring a high-quality appearance of the vehicle flap. According to DE 10 2014 114 639 A1, the flap visible component can be glued, welded, or clipped onto the flap base component. A one-piece manufacturing process using two-component injection molding is also disclosed.
[0005] One-piece manufacturing using two-component injection molding requires a relatively complicated and therefore expensive injection mold.
[0006] Bonding or welding require additional joining processes during assembly. However, previously known methods for clipping on the visible flap component are generally designed in such a way that the subsequent aerodynamic load on the flap during operation places unnecessarily high stress on the clip connection, potentially impairing the safety and durability of the connection.
[0007] From EP 3 760 492 A1 it is known to form a motor vehicle flap directly from a section of a bumper by cutting the bumper, to provide a tongue of the bumper skin formed by appropriate cutting as a motor vehicle flap with a reinforcing frame and to connect it to an actuator moving the motor vehicle flap by means of the reinforcing frame.
[0008] The object of the present invention is to improve the aforementioned flat motor vehicle flap in such a way that the flap visible component and the flap base component can be manufactured simply and cost-effectively and can be connected to each other simply and permanently securely without additional joining methods.
[0009] The present invention solves this problem in a general way for a flat motor vehicle flap mentioned at the outset, in that a flap component consisting of a flap base component and a flap view component has a groove structure extending transversely to the path of movement and along at least one principal direction of extension, and in that the other flap component consisting of a flap base component and a flap view component has an engagement structure extending transversely to the path of movement and along the at least one principal direction of extension and complementary to the groove structure, such that the flap base component and the flap view component can be positively connected to one another by inserting the engagement structure into the groove structure and by relative approximation of the flap base component and the flap view component to one another transversely to the path of movement and along the at least one principal direction of extension.wherein, in the operationally connected state of the flap base component and the flap face component, the groove structure encompasses the engagement structure.
[0010] The resulting positive-locking connection between the groove structure and the engagement structure creates a particularly secure connection between the flap base component and the flap face component. While in the prior art the flap face component is clipped onto the flap base component in the thickness direction of the flap section, and thus not only perpendicular to the path of movement but also perpendicular to the principal directions of extension, the connection between the flap face component and the flap base component is achieved parallel to at least one principal direction of extension, following the course of the groove structure and the engagement structure. This allows for a particularly long connection movement and thus a particularly secure connection.More importantly, the aerodynamic load acting on the vehicle flaps, particularly on their flap section, during operation occurs perpendicular to the joining movement, thus subjecting the joint to only negligible stress. During operation, the aerodynamic load on the vehicle flap acts primarily in the thickness direction of the flap section, i.e., orthogonally to the surface of the flap section.
[0011] The attribute "planar" describes a component shape which has a significantly larger dimension in the aforementioned principal directions of extension than in the thickness direction, which is orthogonal to the principal directions of extension. Preferably, the flap section is at least twice as long as it is wide and at least five times as wide as it is thick.
[0012] The present solution can be applied to any movable, flat vehicle flap, regardless of whether the vehicle flap is movable translationally or rotationally.
[0013] In the case of translational movement, the motion bearings of the vehicle flap can be sliding cams, which are guided in corresponding cam tracks on a flap carrier in a form-fitting manner. The cam tracks then constitute the aforementioned counter-bearings. Conversely, at least one motion bearing can be a motion groove, which is guided on a cam track as a counter-bearing. The path of movement typically runs longitudinally or even parallel to one of the principal directions of extension. This is often the width direction of the flap section.
[0014] A special type of motion path is the curved motion path that results from a rotary adjustment movement of the vehicle flap. For the purposes of this application, the motion path of the vehicle flap is orthogonal to the pivot axis around which the vehicle flap rotates during its adjustment movement.
[0015] Preferably, the aforementioned flat vehicle flap is a pivoting vehicle flap, such that the adjustment movement is a pivoting movement about a pivot axis. In this case, the path of movement of the vehicle flap is orthogonal to the pivot axis, with the bearing configurations being pivot bearing configurations. These pivot bearing configurations can, for example, consist of pivot pins or a bearing recess that receives a pivot pin. Preferably, one configuration consisting of a pivot pin and a bearing recess is the bearing configuration, and the other configuration is the counter-bearing configuration.
[0016] In a pivoting vehicle flap, the groove structure and the engagement structure preferably run along the pivot axis, so that the flap base component and the flap visible component can be positively connected or joined to each other along the pivot axis by inserting the engagement structure into the groove structure and by bringing the flap base component and flap visible component relatively close together.
[0017] The preferred method is to introduce the engagement structure into the groove structure and to move the flap base component and flap face component towards each other transversely to the path of movement and along at least one of the two main extension directions or the pivot axis of a pivoting vehicle flap, i.e., in the longitudinal direction of the groove. This is the only way to positively connect the flap base component and the flap face component. This largely eliminates the effects of aerodynamic loads during operation of the vehicle flap, which could loosen the connection once formed.
[0018] In principle, it is irrelevant how the groove structure and the engagement structure are distributed between the flap base component and the flap face component, or on which of these flap components the groove structure and on which other flap component the engagement structure is formed. Since the groove structure can be used to achieve the greatest possible coverage of the flap base component by the flap face component, the groove structure is preferably formed on the flap face component and the engagement structure on the flap base component. Then the groove structure, formed as a section of the flap face component, can encompass and conceal the engagement structure.
[0019] A particularly large area of coverage of the flap base component by the flap visible component, in particular of the respective flap section, can be obtained by the groove structure comprising a first groove substructure on a first edge region of the flap visible component extending transversely to the path of movement and along at least one principal extension direction, and a second groove substructure on a second edge region of the flap visible component extending transversely to the path of movement and along at least one principal extension direction, wherein the second edge region is arranged at a distance from the first edge region along one principal extension direction.Since the first and second edge regions are generally spaced apart from each other in the width direction of the flap section, the visible side of the vehicle flap can be formed by the flap's visible component with high optical quality across the entire width of the flap section. In the case of a pivoting vehicle flap, both the first and second edges run essentially along the pivot axis of the vehicle flap. The groove structure preferably runs parallel to the pivot axis.
[0020] A reduction in the joining forces when introducing the engagement structure into the groove structure without significantly reducing the connection strength of the connection made between the flap base component and the flap visible component can be achieved by having at least one groove wall contributing to the formation of the groove structure interrupted in the longitudinal direction of the groove.
[0021] To secure the interconnected flap components—flap base component and flap cover component—against unwanted loosening, it can be provided that one flap component, consisting of the flap base component and flap cover component, has a locking projection, and that the other flap component, consisting of the flap base component and flap cover component, has a locking recess into which the locking projection engages in a form-fitting manner when the vehicle flap is installed in operational readiness. In this case, additional materials, such as adhesives, and additional joining methods can be dispensed with, even for securing the two flap components.
[0022] Preferably, the locking projection is positioned transversely to a main extension surface of the flap section spanned by the principal extension directions and transversely to the longitudinal direction of the groove. Equally preferably, the locking recess is recessed transversely to the main extension surface of the flap section and transversely to the longitudinal direction of the groove. In this way, the locking mechanism can act both orthogonally to the path of movement and orthogonally to the joining movement of the two flap components relative to each other, thus protecting a connection between the flap components with a particularly high degree of reliability against unwanted loosening.
[0023] In principle, both bearing elements can be formed on the flap base component, which generally exhibits higher strength. A particularly large coverage of the flap base component by the flap cover component, especially in the flap section of the vehicle flap, can be achieved by forming one bearing element on one axial longitudinal end region of the flap base component and the other bearing element on the other longitudinal end region of the flap cover component.This also avoids assembly errors such as the placement of incompletely assembled vehicle flaps on a vehicle, since the vehicle flap can only be mounted on a vehicle for its adjustment movement when the flap visible component and the flap base component are connected to each other, as only then are both movement bearing formations necessary for attaching the vehicle flap to the vehicle present.
[0024] Dividing the vehicle hatch into a base component and a visible component serves to distribute the different functions of the hatch across separate parts. Preferably, the base component provides sufficient structural stability, such as flexural strength and fracture toughness, while the visible component ensures a visually appealing, high-quality surface. Typically, the material offering the greatest strength is less aesthetically pleasing, and the most aesthetically pleasing material has a strength deficit. Therefore, the base component and the visible component are preferably made of different materials. For example, the base component can be made of filled polyolefin, particularly polypropylene. Preferably, the filling is a fiber filling, and most preferably, a glass fiber filling.One possible material for the flap's base component is PPGF30, a polypropylene filled with 30 wt% glass fiber. A possible material for the flap's visible component is PC-ABS, a blend of polycarbonate and an acrylonitrile butadiene styrene copolymer. Such a material can be processed into components with optically brilliant surfaces.
[0025] To drive the vehicle hatch into the aforementioned adjustment movement, the vehicle hatch preferably has an actuating lever projecting transversely from the hatch section to the path of movement. The actuating lever can be a section of the visible hatch component, but is preferably a section of the base hatch component due to the higher component strength.
[0026] It is generally permissible for the vehicle hatch to have additional hatch components besides the base hatch component and the visible hatch component. Preferably, to keep the total number of components of the vehicle hatch low, the vehicle hatch consists of the base hatch component and the visible hatch component. Furthermore, at least one of the hatch components—the base hatch component and the visible hatch component—may be formed in multiple parts. However, to simplify the manufacturing and assembly process and to achieve higher component strength with the same wall thickness, it is preferred that the base hatch component and / or the visible hatch component are each formed in one piece. Preferably, both the base hatch component and the visible hatch component are manufactured by injection molding.
[0027] The present invention further relates to an air flap arrangement comprising an air flap carrier with a flowable air passage opening and with a plurality of counter-bearing formations in which a plurality of movable, flat automotive flaps, as described and further developed above, are movably mounted with their bearing formations, projecting at least into the air passage opening. The plurality of movable, flat automotive flaps are each movable between a closed position, in which the flat automotive flaps cover a larger part of the air passage opening, and an open position, in which the flat automotive flaps cover a smaller part of the air passage opening. Here, too, the adjustment movement is preferably a pivoting movement, wherein the respective pivot axes of the individual automotive flaps are then oriented either collinearly or parallel.Preferably, the individual vehicle flaps each span the air passage opening in which they are arranged.
[0028] Preferably, at least some of the flat vehicle flaps are grouped into a common movable flap assembly. The air flap assembly preferably comprises one, two, or three flap assemblies, each with at least two vehicle flaps grouped into the common movable flap assembly. Equally preferably, the air flap assembly includes an actuator to drive the vehicle flaps to move between the closed and open positions. The air flap assembly can have only a single actuator, which can be directly connected to a first flap assembly and to a second flap assembly (different from the first) via a transmission, so that the two flap assemblies can be moved asynchronously between their open and closed positions by the single actuator.As a further option, to achieve the aforementioned asynchronous adjustability, the single actuator can be connected to a first flap group via a first gearbox and to a second flap group via a second gearbox.
[0029] Finally, the present invention relates to a motor vehicle with an air flap arrangement as described and further developed above. Preferably, the air flap arrangement is located at the front of the motor vehicle and / or at the underside of the motor vehicle.
[0030] The present invention is explained in more detail below with reference to the accompanying drawings. It illustrates: Fig. 1 a rough schematic perspective rear view of an embodiment of a flat motor vehicle flap according to the invention, Fig. 2 a rough schematic rear view of the vehicle hatch of Fig. 1 immediately before the production of a connection between the flap base part and the flap visible part, Fig. 3 a rough schematic front view of the vehicle hatch of Fig. 1, looking at their side, Fig. 4 a rough schematic rear view of the vehicle hatch of Fig. 1, Fig. 5 a section view along the section plane AA of Fig. 4, Fig. 6 a section view along the section plane BB of Fig. 4, and Fig. 7 A rear view of an air flap arrangement with eight vehicle flaps mounted on a motor vehicle according to the Fig. 1 to 6.
[0031] In the Fig. Figures 1 to 6 represent an embodiment of a flat motor vehicle flap according to the invention of the present application, generally designated by 10. The motor vehicle flap 10 has a flap section 12. It is designed to pivot about a pivot axis S. The pivot axis S is defined by the end-projecting bearing pins 14 and 16, which act as motion bearing formations and, in particular, as pivot bearing formations, and which are formed at the two longitudinal ends of the flap section 12. The bearing pins 14 and 16 are arranged coaxially with respect to the pivot axis S, but project in opposite directions from the flap section 12 arranged between them.
[0032] In the illustrated embodiment, the pivot axis S passes through the flap section 12. This is not mandatory. The bearing pins 14 and 16 can also be formed on pin supports projecting from the flap section 12 to the same side, deviating from the illustrated embodiment.
[0033] The vehicle flap 10 has an actuating lever 18 projecting towards the rear of the vehicle flap 10, which includes a mounting eyelet 20 by means of which the actuating lever 18 can be connected to another component, such as an actuator or a connecting bridge, for connection with other similar actuating levers.
[0034] The flap section 12 extends with its longest dimension along the longitudinal direction L, which is parallel to the pivot axis S, and extends in the lateral direction W orthogonally to this direction. The flap section 12 has its smallest dimension in its thickness direction D, which is orthogonal to both the pivot axis S and the lateral direction W. The flap section 12 is therefore a planar flap section whose dimensions in its principal extension directions L and W are significantly larger than in its thickness direction D.
[0035] Dashed curved lines indicate a path of movement B along which the edge regions 22 and 24 of the flap section 12, which run parallel to the pivot axis S, move when the vehicle flap 10 is adjusted around the pivot axis S. The path of movement B runs perpendicular to the pivot axis S and around it. The arrow directions on the lines of the path of movement B indicate the direction in which the edge regions 22 and 24 move from a closed position of the vehicle flap 10.
[0036] The vehicle flap 10 is formed from two flap components, namely a flap base component 26 and a flap visible component 28. The flap visible component 28 forms a large part of the visible side 30 of the vehicle flap 10. The flap base component 26 forms a large part of the back side 32 opposite the visible side 30 in the thickness direction D.
[0037] The two flap components: flap base component 26 and flap visible component 28, are positively connected to each other without adhesive in the illustrated embodiment. For this purpose, the flap visible component 28 has a groove structure 34, which is formed in each edge region 22 and 24 of the flap section 12 and thus of the flap visible component 28 as a groove substructure 34a in the upper edge region 22 and 34b in the lower edge region 24.
[0038] The groove structure 34 engages an engagement structure 36 of the flap base component 26, wherein the engagement structure 36 is also formed in each edge region 22 and 24 of the flap section 12 and thus of the flap base component 26 as an engagement sub-structure 36a in the upper edge region 22 and 36b in the lower edge region 24.
[0039] Both the groove structure 34 and the engagement structure 36 are mirror-symmetrical with respect to a plane of symmetry parallel to the pivot axis S and orthogonal to the width direction W. Each engagement substructure 36a and 36b is designed as a strip extending along the pivot axis S and in the longitudinal direction L, respectively, which engages with as little play as possible in a corresponding cavity of the groove substructure 34a and 34b located at the same edge region 22 and 24, respectively. The two cavities of the C-shaped groove substructures 34a and 34b, like their corresponding engagement substructures 36a and 36b, extend in a straight line along the pivot axis S and in the longitudinal direction L, respectively. The longitudinal direction L is therefore also the longitudinal direction of the groove and the longitudinal direction of the engagement structure 36.
[0040] Fig. Figure 2 shows the flap base component 26 and the flap visible component 28 immediately before their assembly into the vehicle flap 10. For this purpose, the strip-shaped engagement substructure 36a is inserted into the cavity of the C-shaped groove substructure 34a and the strip-shaped engagement substructure 36b is inserted into the cavity of the C-shaped groove substructure 34b.
[0041] Due to the C-shaped design of the groove substructures 34a and 34b, each of the groove substructures 34a and 34b, in the operationally ready-assembled state of the vehicle flap 10, engages the engagement substructure 36a or 36b inserted into it. In the illustrated embodiment, the groove substructures 34a and 34b each engage the engagement substructures 36a or 36b from three sides. This ensures that the flap's visible component 28 and the flap's base component 26 are positioned precisely relative to each other with a sufficiently high connection strength.
[0042] After threading or inserting the engagement substructures 36a and 36b into the associated groove substructures 34a and 34b, the two flap components 26 and 28 are brought close to each other along the pivot axis S and the longitudinal direction L, respectively, whereby the engagement substructures 36a and 36b have an increasingly larger overlap length with the groove substructures 34a and 34b.
[0043] To avoid unnecessarily high frictional forces when connecting the flap components 26 and 28 to each other, the groove walls 38a of the groove substructure 34a and 38b of the groove substructure 34b located on the rear side 32 are designed with interruptions 40 along the pivot axis S, so that the contact area of the respective engagement substructure 36a and 36b with the associated groove wall 38a and 38b is reduced, preferably approximately halved.
[0044] How to view the sectional views of the Fig. 5 and Fig. As can be seen in Figure 6, the area of the flap base component 26 contributing to the flap section 12 is cranked, with a section 36c of the flap base component 26, located in the width direction W between the engagement substructures 36a and 36b, being offset in the thickness direction D from the area 34c of the flap visible component 28 contributing to the flap section 12, so that a cavity 37 exists between areas 34c and 36c. This advantageously reduces the overall weight of the vehicle flap 10 compared to a solid design of the flap components 26 and 28 in the flap section 12, and also reduces the joining force required to connect the flap components 26 and 28 due to a reduction in the friction surfaces and thus frictional forces occurring during the approach movement of the two flap components 26 and 28.Another advantage is the rear 32 of the flap section 12 of the motor vehicle flap 10, as can be clearly seen in the . Fig. 5 and Fig. 6 can be recognized, with the exception of the recesses 40, which are formed with a flush outer surface.
[0045] At the longitudinal end regions of the flap components 26 and 28, a detent projection 42 is formed in each groove substructure 34a and 34b, and a detent recess 44 complementary to the detent projections 42 is formed in each engagement substructure 36a and 36b. This is particularly evident in the Fig. 2, Fig. 4 and Fig. 6 to recognize.
[0046] The detent projections 42 protrude in the thickness direction D, for example in the form of spherical segments. Likewise, the detent recesses 44 are complementarily recessed so that the detent projections 42 fit into corresponding detent recesses 44. Then, when the flap components 26 and 28 are approached along the pivot axis S and reach their final position, the detent projections 42 engage in the detent recesses 44 and thus secure the achieved relative position of the flap components 26 and 28.
[0047] During operation of the vehicle flap 10, it is subjected to a wind load WL from the oncoming driving wind, which essentially strikes its visible side 30 orthogonally (see Fig. 5 and Fig. 6) Since the assembly movement for connecting the flap components 26 and 28 is orthogonal to the drawing plane of the Fig. 5 and Fig. 6, the wind load WL during the intended operation of the vehicle flap 10 has no or only a negligible influence on the safety of the connection of the two flap components 26 and 28.
[0048] Each of the flap components 26 and 28 is manufactured as a one-piece injection-molded component from thermoplastic material. The flap base component 26, which predominantly provides the structural strength of the vehicle flap 10, is preferably made of glass fiber-reinforced polypropylene, while the flap surface component 28, which predominantly determines the visual appearance of the vehicle flap 10, is preferably made of a blend of polycarbonate and an acrylonitrile butadiene styrene copolymer.
[0049] In Fig. Figure 7 shows an air flap assembly 50 with a total of eight vehicle flaps 10. The air flap assembly 50 is arranged on a vehicle V, for example, at the front of the vehicle. The air flap assembly 50 comprises an air flap carrier 52 with bearing strips 53 in which complementary recesses are formed as counter-bearing formations 53a for the bearing pins 14 and 16, into which the bearing pins 14 and 16 project without radial play. For the sake of clarity, in Fig. 7 only on the far left bearing strip 53 counter bearing formations 53a indicated by dashed lines.
[0050] The air flap carrier 52 has an air passage opening 54, which is subdivided into two partial air passage openings 54a and 54b. In each partial air passage opening 54a and 54b, a flap group 56 or 58, respectively, consisting of four vehicle flaps 10 connected to each other for common movement by a connecting web 60 or 62, is arranged. The connecting webs 60 and 62 each connect the four actuating levers 18 of the vehicle flaps 10 in their respective flap group 56 or 58 for common movement.
[0051] The respective partial air passage opening 54a or 54b is opened or closed to airflow by the vehicle flaps 10 of their respective flap group 56 or 58, depending on their operating position. Fig. Figure 7 shows both flap groups 56 and 58 in their closed position, in which they close their partial air passage openings 54a and 54b.
[0052] An actuator 66 engages a bridge 64 that spans the connecting webs 60 and 62 and is rigidly connected to them, with which the flap groups 56 and 58 between the in Fig. The 7 shown closed position and an open position can be adjusted. QUOTES INCLUDED IN THE DESCRIPTION
[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature
[0000] DE 102014114639 A1 [0002, 0004] EP 3760492 A1
[0007]
Claims
[1] Flat motor vehicle flap (10) which is designed for adjustment movement along a movement path (B), wherein the motor vehicle flap (10) comprises a flat flap section (12) which extends in two mutually orthogonal main extension directions (L, W) and has the smallest dimension in its thickness dimension (D) orthogonal to the main extension directions, wherein the motor vehicle flap (10) has, at each end region of the flap section (12) located in the direction transverse to the movement path (B), a movement bearing formation (14, 16) for mounting the motor vehicle flap (10) for the adjustment movement on a complementary counter bearing formation (53a), wherein the motor vehicle flap (10) has a flap base component (26) and a flap visible component (28) which is connected to the flap base component (26) for the common adjustment movement and which forms a visible side (30) of the motor vehicle flap (10) at least predominantly constitutes, characterized bythat a flap component (26, 28) comprising the flap base component (26) and the flap visible component (28) has a groove structure (34) extending transversely to the movement path (B) and along at least one main extension direction (L, W), and that the respective other flap component (26, 28) comprising the flap base component (26) and the flap visible component (28) has an engagement structure (36) extending transversely to the movement path (B) and along the at least one main extension direction (L, W) and complementary to the groove structure (34), such that the flap base component (26) and the flap visible component (28) can be engaged transversely by inserting the engagement structure (36) into the groove structure (34) and by bringing the flap base component (26) and the flap visible component (28) closer together. to the movement path (B) and along the at least one main extension direction (L, W) can be connected to one another in a form-fitting manner,wherein in the operationally connected state of the flap base component (26) and the flap visible component (28), the groove structure (34) encompasses the engagement structure (36). [2] Flat motor vehicle flap (10) according to claim 1, characterized by in that the adjusting movement is a pivoting movement about a pivot axis (S), so that the movement path (B) of the motor vehicle flap (10) runs orthogonally to the pivot axis (S), wherein the movement bearing formations (14, 16) are pivot bearing formations (14, 16), so that the groove structure (34) and the engagement structure (36) each run along the pivot axis (S), so that the flap base component (26) and the flap visible component (28) can be positively connected to one another by inserting the engagement structure (36) into the groove structure (34) and by the flap base component (26) and the flap visible component (28) coming relatively close to one another along the pivot axis (S). [3] Flat motor vehicle flap (10) according to claim 1 or 2, characterized by that the groove structure (34) is formed on the flap visible component (28) and the engagement structure (36) is formed on the flap base component (28). [4] Flat motor vehicle flap (10) according to claim 3, characterized by in that the groove structure (34) comprises a first groove substructure (34a) on a first edge region (22) of the flap visible component (28) running transversely to the movement path (B) and along at least one main extension direction (L, W), and a second groove substructure (34b) on a second edge region (24) of the flap visible component (28) running transversely to the movement path (B) and along the at least one main extension direction (L, W), wherein the second edge region (24) is arranged at a distance from the first edge region (22) along a main extension direction (L, W). [5] Flat motor vehicle flap (10) according to one of the preceding claims, characterized bythat at least one groove wall (38a, 38b) contributing to the formation of the groove structure (34) is interrupted in the longitudinal direction of the groove. [6] Flat motor vehicle flap (10) according to one of the preceding claims, characterized by that a flap component (26, 28) comprising the flap base component (26) and the flap visible component (28) has a latching projection (42) and that the respective other flap component (26, 28) comprising the flap base component (26) and the flap visible component (28) has a latching recess (44) into which the latching projection (42) engages in a form-fitting, latching manner when the motor vehicle flap (10) is mounted and ready for operation. [7] Flat motor vehicle flap (10) according to claim 6, characterized bythat the locking projection (42) projects transversely to a main extension surface of the flap section (12) spanned by the main extension directions (L, W) and transversely to the longitudinal direction of the groove and the locking recess (44) is recessed transversely to the main extension surface of the flap section (12) and transversely to the longitudinal direction of the groove. [8] Flat motor vehicle flap (10) according to one of the preceding claims, characterized by that one movement bearing formation (14) is formed at one axial longitudinal end region on the flap base component (26) and that the other movement bearing formation (16) is formed at the other longitudinal end region on the flap visible component (28). [9] Flat motor vehicle flap (10) according to one of the preceding claims, characterized by that the flap base component (26) and the flap visible component (28) are made of different materials. [10] Flat motor vehicle flap (10) according to one of the preceding claims, characterized by that the motor vehicle flap (10) has an actuating lever (18) projecting from the flap section (12). [11] Flat motor vehicle flap (10) according to one of the preceding claims, characterized by that the flap base component (26) and / or the flap visible component (28) is / are formed in one piece. [12] Air flap arrangement (50), comprising an air flap carrier (52) with a flow-through air passage opening (54) and with a plurality of counter-bearing formations (53a), in which a plurality of movable flat motor vehicle flaps (10) according to the preceding claims, at least projecting into the air passage opening (54), are movably mounted with their movement bearing formations (14, 16), for movement between a closed position in which the motor vehicle flaps (10) cover a larger part of the air passage opening (54), and an open position in which the motor vehicle flaps (10) cover a smaller part of the air passage opening (54). [13] Motor vehicle (V) with an air flap arrangement (50) according to claim 12.