Loading flap arrangement for a motor vehicle

Abstract

Such a loading flap arrangement with a loading flap that can be moved between a closed position and an open position relative to a vehicle-mounted loading trough by means of a multi-link kinematics is known. According to the invention, a mechanical additional locking mechanism is provided between the loading flap and the loading trough, which is movably mounted between a locking position and a release position, and a mechanical positive guidance system is provided for displacing the additional locking mechanism between the locking position and the release position, which has geometric control contours on the additional locking mechanism and on the loading trough, which, depending on the relative position relative to the loading trough, effect a positive control of the additional locking mechanism in the direction of the release position or in the direction of the locking position. Suitable for passenger cars with electric charging port

Description

[0001] The invention relates to a loading flap arrangement for a motor vehicle, with a loading flap that can be moved between a closed position and an open position relative to a vehicle-fixed loading recess by means of a multi-link kinematics.

[0002] A charging flap arrangement of this type is generally known for electrically powered motor vehicles. The known charging flap arrangement features a charging flap that is movably mounted on the vehicle side by means of a multi-link kinematic system. The charging flap is designed to close or open a vehicle-mounted charging recess in which at least one electrical charging port for charging a vehicle-mounted battery is located. In a closed position, the charging flap is flush with the outer body panel and the edge of the charging recess. In an open position, the charging flap is displaced outwards and to one side relative to the outer body panel by means of the multi-link kinematic system, thus releasing the charging recess and the charging port.

[0003] The object of the invention is to create a loading flap arrangement of the type mentioned above that enables reliable use for fast-moving passenger cars.

[0004] This task is accomplished by providing an additional mechanical locking mechanism between the loading flap and the loading trough, which is movably mounted between a locked position and a release position, and by providing a mechanical positive guide for moving the additional locking mechanism between the locked and release positions. This guide has geometric control contours on the additional locking mechanism and on the loading trough, which, depending on the relative position of the loading flap to the loading trough, positively control the additional locking mechanism towards either the release or the locked position. In the closed position of the loading flap, the additional locking mechanism provides further security for the loading flap against the loading trough and thus against the vehicle.The invention prevents the tailgate from being unintentionally pulled outwards from its closed position by airflow at higher vehicle speeds, particularly in passenger cars. This ensures that the tailgate cannot open unexpectedly or even be torn off while the vehicle is driving. The solution according to the invention is suitable both for tailgates where the multi-link kinematics are actuated by a drive system and for tailgates where the multi-link kinematics are manually moved. An electric motor drive system for the multi-link kinematics is preferably provided. The multi-link kinematics are preferably a four-bar linkage with two parallelogram-type pivoting lever joints.If the loading flap assembly does not have a drive system, the manually movable loading flap can be assisted in at least one direction of movement by a mechanical spring drive. A seal can be provided between the loading flap and a circumferential edge of the loading recess to prevent moisture from entering the loading recess when the loading flap is closed. The geometric control contours of the mechanical positive guidance, which are preferably provided complementarily on the auxiliary lock on one side and on the loading recess on the other, effect a positive movement of the auxiliary lock in conjunction with the movement of the loading flap between the closed and open positions.The mechanical positive guidance of the auxiliary locking mechanism can also include at least one return function component, such as a spring device, which, after positive control by the geometric control contours, returns the auxiliary locking mechanism to an initial position. The positive control of the auxiliary locking mechanism by means of the geometric control contours can occur either in the direction of the release position or in the direction of the locking position, or both, depending on the arrangement and design of the geometric control contours and the additional return function components of the positive guidance.

[0005] In one embodiment of the invention, the positive guidance system includes a spring assembly that exerts a permanent spring force on the auxiliary locking mechanism, opposing the positive control provided by the geometric control contours. The spring assembly ensures that the auxiliary locking mechanism automatically returns to its initial position, either the locked position or the released position. The spring assembly can be a leaf spring, a coil spring, a torsion spring, or a similar spring component, depending on whether the auxiliary locking mechanism is linearly movable or rotatably displaceable.

[0006] In a further embodiment of the invention, the additional locking mechanism is designed as a locking bolt mounted linearly on the loading flap, and a fixed undercut is provided on the loading trough, which the locking bolt engages in the locked position. The undercut on the loading trough can be designed as a recess in a wall of the loading trough or as a web, cam, or shoulder section projecting into the loading trough. The locking bolt is mounted linearly on an inner surface of the loading flap facing the loading trough. For this purpose, a suitable linear guide, such as a guide rail or similar guide track, is provided on the loading flap. The linear guide can be provided on the inside of a support plate of the loading flap.On the outside, a cover can be attached to the carrier plate of the loading flap, which is flush with the outer body skin when the loading flap is closed, and which is designed to match the color scheme of the outer body skin.

[0007] In a further embodiment of the invention, the stationary undercut is designed as a support web projecting parallel to the loading flap in its closed position into an opening of the loading trough. This support web is provided on at least one side, preferably on both sides facing the loading flap and on the loading trough, with a geometric control contour in the form of a chamfer. The locking bolt has, in particular on both sides, a complementary chamfer as a geometric control contour. The support web can be designed in the form of a web extension, a cam, or a shoulder section, each projecting inwards from a lateral wall of the loading trough towards the center of the loading trough. The support web thus projects from the wall of the loading trough into a recess in the loading trough, so that the locking bolt can engage this support web in a form-fitting manner when the loading flap is closed.

[0008] In a further embodiment of the invention, the geometric control contours on the support web and the locking bolt are formed by dome-shaped rounded end faces. The rounding of the end faces is provided on both the side facing the displacement movement of the loading flap and on the side facing away from the displacement movement of the loading flap, so that in a sectional view of the support web a freely projecting, dome-like tip for the support web is obtained.

[0009] In a further embodiment of the invention, a cam-shaped control contour is provided on the loading trough opposite the undercut. A transmission extension projecting from the locking bolt in the opposite direction to the undercut interacts with a contact contour serving as a control contour in such a way that the locking bolt is moved into its locking position when the loading flap is moved into the closed position. The cam-shaped control contour is provided on a side wall of the loading trough that is positioned opposite the undercut of the loading trough. The transmission extension is preferably a single, straight extension on the locking bolt. The locking bolt, including its preferably single-piece transmission extension, is guided linearly along an inner surface of the loading flap.

[0010] In a further embodiment of the invention, the spring assembly is designed as a leaf spring extending transversely to the locking bolt, which is held on the loading flap and holds the locking bolt in its locked position in its unloaded initial position. The leaf spring is preferably clamped transversely to the linear movement of the locking bolt on the inside of the loading flap and is bent elastically and thereby pre-tensioned when the locking bolt moves.

[0011] In a further embodiment of the invention, the spring assembly is designed as a helical compression spring, which is held on the loading flap and exerts a permanent compressive force on the locking bolt in the direction of its release position. This embodiment acts on the locking bolt in the opposite direction to the previously described embodiment. Therefore, when the loading flap is moved from the open position to the closed position, the locking bolt is necessarily pushed into its locking position by the geometric control contours. This forces the locking bolt into the locking position against the compressive force of the helical compression spring. As soon as the loading flap is moved back towards its open position, the complementary control contours disengage from each other, causing the helical compression spring to necessarily push the locking bolt back into the release position.

[0012] Further advantages and features of the invention will become apparent from the claims and from the following description of preferred embodiments of the invention, which are illustrated with reference to the drawings. Fig. Figures 1 to 3 schematically show a first embodiment of a loading flap arrangement according to the invention in different functional positions and Fig. Figures 4 to 6 show a further embodiment of a loading flap arrangement according to the invention, also in different functional positions.

[0013] A loading flap arrangement for a motor vehicle according to the Fig. Sections 1 to 3 have a recess in the area of ​​a body outer skin K in which a loading recess 1 is fixedly arranged. The recess in the body outer skin K can be located in the area of ​​a side fender of the body outer skin K, so that the vehicle-fixed loading recess 1 is also positioned in the area of ​​this side fender.

[0014] The loading recess 1 is equipped, in a manner not shown in detail, with a vehicle-side electrical charging connection for charging a vehicle-side battery. The battery powers an electric drive system of the motor vehicle. The charging connection has, in a manner not shown in detail, at least one electrical charging socket to which a charging plug of an electrical charging cable leading to an electric charging station can be connected.

[0015] The charging recess 1 forms a trough-like depression extending into the vehicle interior, surrounding the electrical charging port. As a result, the electrical charging port is also recessed into the vehicle interior relative to the outer body skin K. A circumferential edge area of ​​the charging recess 1 can be closed by a lid-shaped charging flap 2, which is articulated to the vehicle side by means of a multi-link kinematic mechanism 3 designed as a four-bar linkage with two essentially parallel lever joints and can be set between an open position ( Fig. 1) and a closed position ( Fig. 3) can be moved by means of the multi-link kinematics 3. The multi-link kinematics 3 can be actuated by an electric drive system. Alternatively, the loading flap 2 can also be moved manually between the open and closed positions. In the case of manual movement, the multi-link kinematics 3 can be associated with a mechanical spring drive that assists in moving the loading flap 2 into at least one end position, i.e., into the closed or open position.

[0016] In the open position of the charging flap 2, the charging recess 1 is at least largely uncovered, so that the electrical charging port can be used to connect or disconnect an electrical charging plug. In the closed position ( Fig. 3) The loading flap 2 completely closes the loading recess 2, with the loading flap 2 resting on an edge area of ​​the loading recess 1. In this closed position, an outer contour of the loading flap 2 is flush with an outer contour of the body outer skin K.

[0017] The loading flap 2 can have a carrier plate (not shown in detail) to which the loading flap-side pivot points of the multi-link kinematics 3 are attached. An outer panel, adapted to the design of the body skin K, can be detachably or permanently attached to this carrier plate.

[0018] The loading flap arrangement according to the Fig. 1 to 3 is provided with an additional locking mechanism described in more detail below, which, in the illustrated embodiment, is effective on a front side wall area of ​​the loading trough 1 in the direction of travel of the vehicle, between the loading flap 2 and the loading trough 1. This additional locking mechanism ensures that the loading flap 2 is not unintentionally opened by wind suction in its closed position, even at higher vehicle speeds.

[0019] The additional locking mechanism is located on the front side wall area of ​​the loading trough 1 (in the direction of travel). Fig. (1 to 3 left) an undercut which is designed as a support web 6 projecting inwards towards the center of the loading trough 1. The support web 6 projects inwards towards the center of the loading trough 1, parallel to an alignment of the loading flap 2 in its closed position, below the edge area on which the loading flap 2 rests. The support web 6 is provided with a geometric control contour 8 in the form of a chamfer on both its outwardly facing outer surface and its inner surface facing the bottom of the loading trough 1. Both the outer chamfer and the inner chamfer taper towards a free end face of the support web 6, resulting in a dome-shaped rounded tip of the support web 6.Both the geometric control contour of the outside of the support web 6 and the geometric control contour 8 of the inside of the support web 6 are designed to be mirror-symmetrical relative to a central plane of the support web 6 extending parallel to the closed position of the loading flap 2.

[0020] On the underside of the loading flap 2, also in the area of ​​a front edge of the loading flap 2 as viewed in the direction of travel of the vehicle, a locking bolt 4 of the additional locking mechanism is provided, which is equipped with a rounded tip forming a geometric control contour 7 that engages the support web 6 in the closed position of the loading flap 2. The locking bolt 4 is guided in a linear guide 9 on the underside of the loading flap 2 with limited linear movement in the longitudinal direction of the vehicle. On a rear side opposite the control contour 7, the locking bolt 4 is permanently held in the direction of its locking position by a spring device 5 in the form of a leaf spring ( Fig. 1) spring-loaded. The leaf spring serving as spring assembly 5 extends transversely to the displacement direction of the locking bolt 4 and is attached to the underside of the loading flap 2 with opposite end regions and is thus clamped. The leaf spring serving as spring assembly 5 is, in the displacement direction of the locking bolt 4, from the locked position towards the release position ( Fig. 2) elastically bendable to the rear. This allows the locking bolt 4 to move linearly backwards, with the restoring force of the leaf spring serving as a spring device 5 acting permanently against the movement.

[0021] If the loading flap 2 is removed from its open position according to Fig. As the loading flap 2 is moved towards its closing position, the control contour 7 of the locking bolt 4 meets the outer control contour 8 of the support web 6 of the loading trough 1 shortly before reaching the closed position of the loading flap 2. The control contour 7 of the locking bolt 4 slides along this control contour 8, which is inclined inwards towards the loading trough, whereby the locking bolt 4 is necessarily moved backwards towards its release position in the linear guide 9 of the loading flap 2, building up the restoring tension of the leaf spring serving as a spring device 5. As soon as the control contour 7 of the locking bolt 4 reaches the apex between the two geometric control contours 8 of the support web 6, the control contour 7 of the locking bolt 4 slides outwards again along the inner control contour 8 of the support web 6, due to the restoring force of the tensioned spring assembly 5. In the closed position of the loading flap 2 ( Fig. 3) the locking bolt 4 engages the support web 6, so that the additional locking mechanism between the loading flap 2 and the loading trough 1 is positively engaged.

[0022] During a renewed opening process of the loading flap 2 from the closed position according to Fig. 3. The loading flap 2 is displaced in the opposite direction by means of the multi-link kinematics 3. The control contour 7 of the locking bolt 4 slides along the inner control contour 8 of the support web 6, thereby displacing the locking bolt 4 in the linear guide 9 back towards its release position, while simultaneously tensioning and elastically deforming the leaf spring 5, which serves as the spring assembly. As soon as the loading flap 2 has been displaced outwards far enough that the end-face control contour 7 of the locking bolt 4 has again reached the apex of the support web 6, the locking bolt 4 is released from the support web 6, so that the spring assembly 5 can move the locking bolt 4 back into its locking position, as described in Fig. 1 is shown.

[0023] A loading flap arrangement according to the Fig. 4 to 6 corresponds in terms of structure, function and arrangement on the motor vehicle to the previously described Fig. 1 to 3 described charging flap arrangement, so that, to avoid repetition, reference is made to the disclosure of the embodiment according to the Fig. Reference is made to sections 1 to 3. The following section describes the differences in the loading flap arrangement according to the... Fig. 4 to 6 received. Functionally identical or identical components or sections of the loading flap assembly according to the Fig. 4 to 6 are provided with the same reference numerals as in the loading flap arrangement according to the Fig. 1 to 3, but with the addition of the letter a.

[0024] The loading flap arrangement according to the Fig. Sections 4 to 6 feature a loading trough 1a, which is provided on a side wall area at the front of the vehicle in the direction of travel with an inwardly projecting support rib 6a. The underside of this support rib, facing the floor of the loading trough 1a, is provided with a geometric control contour 8a. The control contour 8a forms a chamfer that curves upwards from below towards an end face of the support rib 6a. The upper surface of the support rib 6a is flat.

[0025] Complementing this, a locking bolt 4a is guided linearly in linear guides 9a on the underside of the loading flap 2a in the longitudinal direction of the vehicle between a in Fig. 4 release positions shown and one in Fig. The locking position shown in Figure 6. The locking bolt 4a is permanently spring-loaded in the direction of its release position. For this purpose, a helical compression spring 5a is provided as the spring assembly. This spring is located in an unspecified cage on the underside of the loading flap 2a and bears against an unspecified stop cam of the locking bolt 4a. The spring assembly 5a is positioned on the underside of the loading flap 2a at a front edge in the direction of travel.

[0026] The locking bolt 4a has a transmission extension 10 projecting rearward away from the spring assembly 5a. This transmission extension is integrally formed with the locking bolt 4a and is guided linearly in the linear guide 9a together with the locking bolt 4a. At its rear end face, i.e., adjacent to a front tip of the locking bolt 4a which engages the support web 6a in the closed position of the loading flap 2a, the transmission extension 10 is provided with a control contour 11 designed as a rounded chamfer.

[0027] A side wall area of ​​the loading trough 1a, opposite the support rib 6a, is provided with a complementary, cam-shaped control contour 12, which projects inwards from the side wall area towards the center of the loading trough 1a. The cam-shaped control contour 12 is aligned with the control contour 11 of the transmission extension 10 of the locking bolt 4a such that, shortly before reaching the closed position – during a closing movement of the loading flap 2a – the control contour 11 of the transmission extension 10 engages the cam-shaped control contour 12 of the loading trough 1a, and the two control contours 11 and 12 slide inwards along each other towards the bottom of the loading trough 1a during the further closing movement. This inevitably displaces the transmission extension 10 and thus also the locking bolt 4a towards the locking position of the locking bolt 4a.Simultaneously, a front-facing control contour 7a of the locking bolt 4a, which is designed to be complementary to the control contour 8a of the support web 6a, comes into contact with the control contour 8a. Due to the opposing approach chamfers, the locking bolt 4a slides along the underside of the control contour 8a until, in the closed position of the loading flap 2a, the locking bolt 4a engages the support web 6a according to the diagram. Fig. 6.

[0028] When the multi-link kinematics 3a is moved in the opposite direction from this closed position, the control contours 7a, 8a on the front of the locking bolt 4a and the underside of the support web 6a, as well as the control contour 11 on the rear of the transmission extension 10 and the cam-shaped control contour 12 on the loading trough 1a, slide along each other in the opposite direction. Since the spring assembly 5a, designed as a helical compression spring, permanently applies spring force to the locking bolt 4a and thus also to the transmission extension 10 in the direction of the release position, the compression spring force of the spring assembly 5a assists the sliding of the control contours 7a, 8a; 11, 12.The side wall area of ​​the loading trough 1a, on which the cam-shaped control contour 12 is positioned, is inclined outwards and rearwards in the longitudinal direction of the vehicle, so that the control contour 11 of the transmission extension 10 can additionally slide along the side wall area of ​​the loading trough 1a outside the control contour 12 towards the edge of the loading trough 1a, while the loading flap 2a moves into its open position. In the open position, the locking bolt 4a remains in its release position due to the compressive force of the spring assembly 5a.

[0029] As a result, the forced guidance provided by the control contours 11 and 12 on the rear side wall area of ​​the loading trough 1a causes the locking bolt 4a to be moved into the locking position during a closing movement of the loading flap 2a, while the compression spring force of the spring device 5a pushes the locking bolt 4a and the transmission extension 10 back into the release position.

Claims

[1] Loading flap arrangement for a motor vehicle, comprising a loading flap (2, 2a) which can be displaced between a closed position and an open position relative to a vehicle-fixed loading trough (1, 1a) by means of a multi-link kinematics (3, 3a), characterized by , that a mechanical additional locking device is provided between the loading flap (2, 2a) and the loading trough (1, 1a), which is movably mounted between a locking position and a release position, and that a mechanical positive guidance device is provided for displacing the additional locking device between the locking position and the release position, which has geometric control contours (7, 8; 7a, 8a; 11, 12) on the additional locking device and on the loading trough (1, 1a), which, depending on the relative position of the loading flap (2, 2a) relative to the loading trough (1, 1a), effect a positive control of the additional locking device in the direction of the release position or in the direction of the locking position. [2] Loading flap arrangement according to claim 1, characterized by , that the positive guidance has a spring device (5, 5a) which exerts a permanent spring force on the additional locking mechanism in the opposite direction to the positive control by the geometric control contours (7, 8; 7a, 8a; 11, 12). [3] Loading flap arrangement according to claim 1 or 2, characterized by , that the additional locking mechanism has a locking bolt (4, 4a) mounted linearly on the loading flap (2, 2a), and that a fixed undercut (6, 6a) is provided on the loading trough (1, 1a) which the locking bolt (4, 4a) engages behind in the locking position. [4] Loading flap arrangement according to claim 3, characterized by, that the stationary undercut (6, 6a) is designed as a support web (6, 6a) projecting parallel to the loading flap (1, 1a) in its closed position into an opening of the loading trough (1, 1a), which is provided on its end face on at least one side, preferably on both a side facing the loading flap (2, 2a) and on a side facing the loading trough (1, 1a), with a geometric control contour (8, 8a) in the form of a chamfer, and that the locking bolt (4, 4a) has a complementary chamfer (7, 7a) as a geometric control contour, in particular on both sides. [5] Loading flap arrangement according to claim 4, characterized by , that the geometric control contours (7, 8) on the support web (6) and on the locking bolt (4) are formed by dome-shaped rounded end faces. [6] Loading flap arrangement according to one of the preceding claims, characterized by, that opposite the undercut (6a) a cam-shaped control contour (12) is provided on the loading trough (1a), with which a transmission extension (10) projecting from the locking bolt (4a) in the opposite direction to the undercut (6a) interacts with a contact contour (11) serving as a control contour in such a way that the locking bolt (4a) is moved into its locking position when the loading flap (2a) is moved into the closed position. [7] Loading flap arrangement according to one of the preceding claims, characterized by , that the spring device (5) is designed as a leaf spring extending transversely to the locking bolt (4), which is held on the loading flap (2), and which holds the locking bolt (4) in its locking position in the unloaded initial position. [8] Loading flap arrangement according to any one of claims 1 to 6, characterized by, that the spring assembly (5a) is designed as a helical compression spring which is held on the loading flap (2a) and exerts a permanent compressive force on the locking bolt (4a) in the direction of its release position.

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