DEVICE FOR ADJUSTING A VEHICLE COMPONENT

Abstract

A device (1) for adjusting a vehicle component (4) between a first position and at least one second position is proposed. The device (1) comprises a drive unit and an actuating device (2) connected thereto, in the area of ​​which an actuating force can be transmitted between the drive unit (3) and the vehicle component (4) by means of at least one coupling element (7, 8). The coupling element (7, 8) is positively and non-positively connected to the vehicle component (4) via a coupling unit (9). The coupling unit (9) is designed to release the connection between the coupling element (7, 8) and the vehicle component (4) above a threshold value of the actuating force.

Description

[0001] The technology according to the invention relates to a device for adjusting a vehicle component, in particular an air guide device, according to the type defined in more detail in the preamble of claim 1.

[0002] Adjustable vehicle components with associated drives are found in a wide variety of designs on a vehicle. Examples include air guide devices, which can be located at the front or rear of the vehicle, either on the underbody or on an upper surface. Other driven vehicle components include various types of flaps, such as charging flaps on electric vehicles, or convertible top elements and linkage flaps.

[0003] When designing a drive system for such a vehicle component, the problem arises that an external force introduced into the component can impair its functionality or lead to irreparable damage. Such external forces can occur, for example, due to an accident, improper handling (e.g., during cleaning), or even during an attempt to manually move the vehicle component to a different position.

[0004] Conventional drives, especially those with worm gears and self-locking mechanisms, are designed to reach a stop or even a block without sustaining damage. However, if an external force is applied backwards into the drive train via a geared chain, the resulting torque in the drive area can reach unacceptable levels, potentially damaging the drive and its gears, even leading to complete failure.

[0005] The object of the technology according to the invention is to reduce or eliminate at least one disadvantage of a previously known solution or to propose an alternative solution. In particular, the object of the technology disclosed herein is to provide a device for adjusting a vehicle component, especially an air guide system, which is improved with respect to at least one of the following factors: manufacturing costs, manufacturing complexity, assembly effort, installation space utilization, operational reliability, functionality, sustainability, component reliability, and handling.

[0006] The problem is solved with a device having the features of claim 1.

[0007] The device according to the invention for adjusting a vehicle component, in particular an air guide system of a vehicle, between a first position and at least a second position comprises a drive unit and an actuating device operatively connected thereto. In the area of ​​the actuating device, an actuating force can be transmitted between the drive unit and the vehicle component by means of at least one coupling element.

[0008] According to the invention, the coupling element is positively and non-positively connected to the adjustable vehicle component via a coupling unit. The coupling unit is designed to release the connection between the coupling element and the vehicle component above a threshold value of the actuating force, thereby protecting the device against excessively high loads with minimal effort.

[0009] In other words, the device according to the invention has a connection or overload coupling between the coupling element and the vehicle component, through which only a maximum force can be transmitted. As soon as an excessive load is applied to the coupling element, the positive and non-positive connection between the coupling element and the vehicle component is released.

[0010] This type of overload protection is particularly suitable for air guide devices on a vehicle, but also for various other driven vehicle components such as flaps and convertible top elements of a convertible.

[0011] In a further development of the device according to the invention, a first coupling part of the coupling unit is firmly connected to the coupling element and a second coupling part is firmly connected to the vehicle component.

[0012] The second coupling part can be designed to receive the first coupling part in a force-fit and form-fit manner, and the coupling element can be guided through an area of ​​the second coupling part and held against exiting the area of ​​the second coupling part transversely to the positioning movement of the coupling element relative to the second coupling part.

[0013] This ensures in a simple way that the coupling parts can be easily reconnected with minimal effort after the connection between the coupling element and the vehicle component has been loosened.

[0014] The second coupling part can be designed with insertion ramps for the first coupling part, along which the first coupling part can be brought into positive and non-positive engagement with the second coupling part in both positioning directions of the coupling element and against a spring preload of the second coupling part.

[0015] In this way, the first coupling part can be brought back into positive and non-positive engagement with the second coupling part with less force, after the positive and non-positive connection between the coupling parts has previously broken down.

[0016] The coupling parts can be connected to each other in a form-fit and force-fit manner particularly easily if the insertion ramps are funnel-shaped, at least in some areas.

[0017] In a structurally simple embodiment of the device according to the invention, which is easy to assemble and operate, the second coupling part can be designed as an integrally constructed and elastically deformable component. This component is designed with a defined elasticity to provide a positive and force-fit connection to the first coupling part and to apply the spring preload. The component can be designed with such elasticity that, when an actuating force greater than the threshold value of the actuating force is applied, the first coupling part deforms the second coupling part, causing the first coupling part to disengage from the positive fit with the second coupling part. Furthermore, the component elasticity can be designed such that the first coupling part can subsequently be reconnected to the second coupling part against the spring preload of the second coupling part in a positive and force-fit manner.

[0018] Alternatively, in an embodiment requiring minimal actuation effort, the second coupling element can represent the spring preload and comprise at least two elastically deformable components spaced apart from one another. The first coupling element can be arranged between the components in a form-fit and force-fit manner, and the components can be designed with such elasticity that, when an actuating force greater than the threshold value of the actuating force is applied, the first coupling element deforms the components of the second coupling element and disengages from the form-fit connection with the second coupling element. Furthermore, the elasticity of the components allows the first coupling element to subsequently be reconnected to the second coupling element in a form-fit and force-fit manner against the spring preload of the second coupling element.

[0019] Furthermore, in a similarly easy-to-operate embodiment of the device according to the invention, the second coupling part may comprise at least two spaced-apart rigid components. Each of these rigid components may be subjected to a spring preload acting towards or against each other, and the first coupling part may be arranged between the components in a positive and non-positive manner. It may be provided that the components can be moved by the first coupling part against the spring preload from a first position, in which the first coupling part is held positively and non-positively between the components of the second coupling part, to a second position, in which the first coupling part can be disengaged from the engagement with the second coupling part.Furthermore, it is possible that the first coupling part can subsequently be connected to the second coupling part in a form-fit and force-fit manner against the spring preloads acting on the rigid components.

[0020] The first coupling component can be designed in a structurally simple manner as a spherical or semi-spherical element, or with a spherical or (partially) spherical element, and the second coupling component with a corresponding receiving area. In this way, the positive and non-positive connection between the coupling components can be released essentially independently of manufacturing tolerances and without causing permanently damaging component stresses when the threshold of the actuating force is exceeded. Furthermore, the positive and non-positive connection between the coupling components can also be re-established with high robustness against manufacturing tolerances and with low component stresses.

[0021] Depending on the available installation space, the coupling element can be designed as a flexible tension member or as a rigid push-pull rod.

[0022] Furthermore, a motor vehicle equipped with such a device is proposed.

[0023] The invention is not limited to the specified combination of features in the independent claims or the dependent claims. Furthermore, it is possible to combine individual features, even those apparent from the claims, the subsequent description of embodiments, or directly from the drawing, within the scope of the claims. References in the claims to the drawing by means of reference numerals are not intended to limit the scope of protection of the claims.

[0024] The technology revealed here will now be explained in more detail using the figures in the drawing.

[0025] It shows: Fig. 1 a device for adjusting an air guide system of a vehicle in a simplified three-dimensional view; Fig. 2 a simplified three-dimensional partial representation of a first embodiment of the device; Fig. 3 a further simplified three-dimensional partial view of the device according to Fig. 2, where part of a coupling unit is shown transparently; Fig. 4 a simplified top view of the device according to Fig. 2; Fig. 5 a simplified side view of the device according to Fig. 2 from one in Fig. 2 more precisely marked direction V; Fig. 6 a Fig. 3. Corresponding representation of the device according to Fig. 1 in an operating state of the coupling in which the positive and non-positive connection between coupling parts of the coupling unit is partially released; Fig. 7 a Fig. 6 corresponding representation of the device according to Fig. 2 in an operating state of the coupling in which a first coupling part is arranged outside a second coupling part; and Fig. 8 a representation of a further embodiment of the device from a in Fig. 2 more precisely marked direction VI.

[0026] Referring to Fig. Figure 1 shows a device 1 with an actuating device 2 and with a drive unit 3 for adjusting a vehicle component 4 designed here as an air guide device.

[0027] The air guide device 4 can, in principle, be designed as a spoiler or diffuser that can be extended to any position relative to a motor vehicle, with one or more spoiler / diffuser blades or air guide elements. In this case, the air guide device 1 can be arranged as a so-called rear spoiler in the rear area of ​​a motor vehicle, e.g., a sports car, in order to influence air resistance or generate corresponding downforce during driving. For this purpose, the air guide device 4 can be positioned between a first position, a so-called non-use position, in which it is retracted into the surrounding body parts of the vehicle, for example, at least approximately conforming to their shape.is moved into a position that has little or no effect on the airflow, and can be transferred to at least a second position, a so-called operating position, in which the air guide device 4 is moved from the body contour of the vehicle into a raised and / or extended position.

[0028] In this case, such an adjustment movement is effected via the drive unit 3, which may comprise an electric motor, hydraulic motor, or pneumatic motor. The drive unit 3 interacts with a reduction gear (not shown) of the actuating device 2, whereby the reduction gear may represent a gear stage of a multi-stage gear unit.

[0029] The actuating direction 2 comprises an adjusting shaft 5 extending in the transverse direction Y of the vehicle, which can be driven rotationally by the drive unit 3 via the transmission unit and advantageously allows an output to both sides of the vehicle from a housing 6 of the actuating device 2, which is only schematically indicated and not shown in detail. This design of the actuating device 2 is therefore suitable for a more or less central arrangement of the same with respect to the transverse direction Y of the vehicle on the air guide device 1.

[0030] The adjusting shaft 5 can be designed in one or two parts. In the area of ​​the ends of the adjusting shaft 5, which are spaced apart from the drive unit 3 in the transverse direction Y of the vehicle, coupling elements 7, 8, such as...

[0031] Multi-joint hinges, push-pull rods, flexible traction elements such as ropes, cables or the like, are provided for actuating adjustable air guide elements, in particular spoiler or diffuser blades, via which the torque applied to the adjusting shaft 5 is transmitted to the air guide device 4 for adjustment.

[0032] The coupling links 7 and 8 are located in the Fig. 2, Fig. 3, Fig. 4 to Fig. Figure 5, in a simplified manner, shows only the coupling element 7 arranged on one side of the vehicle, each connected to the air guide device 4 via a coupling unit 9 in a form-fit and force-fit manner. The coupling unit 9 is designed to release the connection between the coupling element 7 and the air guide device 4 above a threshold value of an actuating force that is currently transmitted via the coupling unit 9. This threshold value corresponds to an actuating force value that is greater than the maximum actuating force that the drive unit 3 must apply to adjust the air guide device 4 over its entire operating range when the device 1 is functioning correctly.The entire arrangement consisting of the device 1 and the air guide device 4 is designed with regard to its component strengths in such a way that even when the threshold value of the actuating force is reached, no impermissibly high loads are exerted on the components.

[0033] In the embodiment considered here, the coupling element 7 is designed as a flexible traction element or cable pull, and the coupling unit 7 constitutes a slip clutch for the coupling element or cable pull 7. For this purpose, a first, spherical coupling part 10 of the coupling unit 9 is fixedly connected to the coupling element or cable pull 7, and a second coupling part 11, which cage-like receives the spherical element of the first coupling part 10, is fixedly connected to the air guide device 4.

[0034] In order to keep the coupling element 7 permanently in operative connection with the second coupling part 11, the coupling element 7 extends in the longitudinal direction through a region 12 of the second coupling part 11 and is held against exiting the region 12 of the second coupling part 11 transversely to the positioning movement of the coupling element 7 by means of a locking unit 13 of the second coupling part 11.

[0035] The second coupling part 11 comprises at least two elastically deformable and spaced-apart components 11A, 11B, each of which is rigidly connected to the air guide device 4. Components 11A, 11B are spaced apart from each other in the transverse direction Y of the vehicle and together define a receiving area 14 in which the first, spherical coupling part 10 can be arranged in a form-fit and force-fit manner, its inner contour being adapted to the spherical outer contour of the first coupling part 10. This ensures that the second coupling part 11 bears against the first coupling part 10 over its entire surface when the first coupling part 10 is positively and force-fit connected to the second coupling part 11. When arranged in the receiving area 14, the first coupling part 10 is clamped between components 11A and 11B and thus rigidly connected to the second coupling part 11.

[0036] When the first coupling part 10 is positioned in the receiving area 14 and is positively and non-positively connected to the second coupling part 11, and as long as the actuating force is less than the threshold value, the air guide device 4 is adjusted by the coupling element 7. If the actuating force exceeds the threshold value, then the components 11A and 11B are moved in the direction opposite to their component elasticity-dependent spring preloads. Fig. 6. The first coupling part 10 is deformed or forced apart in the manner shown, and the first coupling part 10 disengages from the positive connection with the second coupling part 11. If the first coupling part 10 is in the Fig. As shown in section 8, when the coupling part 11 is disengaged from the engagement with the second coupling part 11, the components 11A and 11B spring back to their initial position.

[0037] In the present case, the end faces 11A1, 11A2 and 11B1, 11B2 of components 11A and 11B of the second, cage-like coupling part 11, which point in the direction of the coupling element or cable pull 7, are designed to be flat. In order to reconnect the first, spherical coupling part 10 to the second coupling part 11 with the lowest possible assembly forces in a form-fit and force-fit manner, the second coupling part 11 has, in the area of ​​components 11A and 11B, mutually facing and funnel-shaped insertion ramps 15A, 15B and 16A, 16B, which extend from the end faces 11A1, 11A2 and 11B1, 11B2 in the direction of the receiving area 14. The opening cross-sections 17, 18, bounded by the insertion ramps 15A, 15B and 16A, 16B, decrease continuously from the end faces 11A1, 11A2 and 11B1, 11B2 towards the receiving area 14.

[0038] This allows the spherical first coupling part 10 to be guided from outside the components 11A and 11B either along the insertion ramps 15A, 16A or along the insertion ramps 15B, 16B in the direction of the receiving area 14. In this process, component sections 11A3 and 11B3 or 11A4 and 11B4 of components 11A, 11B, spaced apart from each other in the longitudinal direction X of the vehicle, are increasingly spread apart starting from lower interconnected areas 11A5 and 11B5 or 11A6 and 11B6 of component sections 11A3 and 11B3 or 11A4 and 11B4 in the direction of free ends 11A7, 11B7 or 11A8, 11B8 of component sections 11A3 and 11B3 or 11A4 and 11B4. When the spherical first coupling part 10 is again positioned in the receiving area 14, the component sections 11A3, 11B3 and 11A4, 11B4 of components 11A and 11B return to their initial positions due to their inherent spring preload.Then the first coupling part 10 is again positively and force-fit connected to the second coupling part 11.

[0039] To keep the coupling member 7 permanently engaged with the area 12 of the second coupling part 11, the locking unit 13 comprises locking elements 13A and 13B. Locking element 13A is fixedly connected to component section 11A3 at its free end 11A5 and extends above the funnel-shaped insertion ramps 15A, 15B towards the free end 11B5 of component section 11B1. Locking element 13A rests on its free end due to a corresponding component preload. Locking element 13B is fixedly connected to component section 11B4 at its free end 11B6 and extends above the funnel-shaped insertion ramps 16A, 16B towards the free end 11A5 of component section 11A1, on which its free end rests due to a corresponding component preload.Since the locking element 13A is only connected to component 11A and the locking element 13B is only connected to component 11B, the locking elements 13A and 13B allow components 11A and 11B to spread apart and simultaneously prevent the coupling element 7 from exiting area 12.

[0040] In Fig. Figure 8 shows a further embodiment of the device 1, which differs from the previously shown embodiment only in certain aspects. Therefore, the following description will focus solely on the differences between the two embodiments. Regarding the basic design and operation of the device 1 according to... Fig. 8 refers to the preceding description to avoid repetition. Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. 7 referred.

[0041] In the device 1 according to Fig. 8. Components 11A and 11B of the second coupling part are rigidly designed. Furthermore, components 11A and 11B of the first coupling part 10 are rigidly designed in the area of ​​joints 19, 20, extending from the joints shown in Fig.The components 11A and 11B are designed to pivot relative to the air guide device 4 in the positions shown against spring forces of spring units 21, 22. In the tilted positions of components 11A and 11B, the distance between the free ends 11A7, 11B7 and 11A8, 11B8, respectively, is greater than in the non-tilted positions to allow the positive and non-positive connection between the two coupling parts 10 and 11 to be released by the actuating force. As soon as the first coupling part 10 is disengaged from the second coupling part 11, the spring units 21, 22 push the components back into their non-tilted positions. The tilting angle of components 11A and 11B, starting from the respective tilted positions and moving towards the non-tilted positions, is mechanically limited in the area of ​​the joints 19, 20.

Claims

[1] Device (1) for adjusting a vehicle component (4) of a vehicle between a first position and at least a second position, comprising a drive unit (3) and an actuating device (2) operatively connected thereto, in the area of ​​which an actuating force can be transmitted between the drive unit (3) and the vehicle component (4) by means of at least one coupling element (7, 8), characterized by , that the coupling member (7, 8) is connected to the vehicle component (4) via a coupling unit (9) in a form-fit and force-fit manner, wherein the coupling unit (9) is designed to release the connection between the coupling member (7, 8) and the vehicle component (4) above a threshold value of the actuating force. [2] Device according to claim 1, characterized by , that a first coupling part (10) of the coupling unit (9) is firmly connected to the coupling element (7, 8) and a second coupling part (11) is firmly connected to the vehicle component (4). [3] Device according to claim 2, characterized by , that the second coupling part (11) is designed to receive the first coupling part (10) in a force-fit and form-fit manner and that the coupling member (7, 8) is guided through a region (12) of the second coupling part (11) and is held against exiting the region (12) of the second coupling part (11) transversely to the positioning movement of the coupling member (7, 8) relative to the second coupling part (11). [4] Device according to claim 2 or 3, characterized by , that the second coupling part (11) is designed with insertion ramps (15A, 15B, 16A, 16B) for the first coupling part (10), along which the first coupling part (10) can be brought into positive and force-locking engagement with the second coupling part (11) in both positioning directions of the coupling element (7, 8) and against a spring preload of the second coupling part (11). [5] Device according to claim 4, characterized by, that the insertion ramps (15A, 15B, 16A, 16B) are at least partially funnel-shaped. [6] Device according to any one of claims 2 to 5, characterized by , that the second coupling part (11) is designed as an integrally designed and elastically deformable component, which is designed with such component elasticity for the positive and force-locking reception of the first coupling part (10) and for representing the spring preload that the first coupling part (10) deforms the second coupling part (11) when an actuating force greater than the threshold value of the actuating force is present and disengages from the positive locking with the second coupling part (11), and the first coupling part (10) can then be positively and force-locked again with the second coupling part (11) against the spring preload of the second coupling part (11). [7] Device according to any one of claims 2 to 5, characterized by, that the second coupling part (11) comprises at least two elastically deformable and spaced-apart components (11A, 11B) for representing the spring preload, between which the first coupling part (10) can be arranged in a form-fit and force-fit manner and which are designed with such component elasticity that the first coupling part (10) deforms the components (11A, 11B) of the second coupling part (11) when an actuating force greater than the threshold value of the actuating force is present and disengages from the form-fit with the second coupling part (11), wherein the first coupling part (10) can then be reconnected to the second coupling part in a form-fit and force-fit manner against the spring preload of the second coupling part (11). [8] Device according to any one of claims 2 to 5, characterized by, that the second coupling part (11) comprises at least two spaced-apart rigid components (11A, 11B), each subjected to a mutually opposing spring preload, and between which the first coupling part (10) can be arranged in a form-fit and force-fit manner, wherein the components (11A, 11B) of the second coupling part (11) can be moved against the spring preload from a first position, in which the first coupling part is held in a form-fit and force-fit manner between the components (11A, 11B) of the second coupling part (11), to second positions in which the first coupling part (10) can be disengaged from the engagement with the second coupling part (11), and wherein the first coupling part (10) can then be engaged again in a form-fit and force-fit manner with the second coupling part (11) against the spring preloads acting on the rigid components (11A, 11B). is connectable. [9] Device according to any one of claims 2 to 8, characterized by, that the first coupling part (10) is spherical and the second coupling part (11) has a receiving area (14) adapted to it. [10] Device according to any one of claims 1 to 9, characterized by , that the coupling element (7, 8) is designed as a flexible traction element or as a rigid push-pull rod. [11] Device according to any one of claims 1 to 10, characterized by , that the vehicle component (4) is designed as an air guide device or as a cover or as a convertible top element. [12] Motor vehicle with a device according to any one of claims 1 to 11.

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