Charging flap arrangement for motor vehicle

Abstract

To provide a charging flap arrangement for a motor vehicle.SOLUTION: A type of a charging flap arrangement including: a charging flap movable between a closed position and an open position relative to a charging recess fixed to a vehicle via a multi-joint mechanism; and a drive system for operating the multi-joint mechanism is known. According to the invention, an additional mechanical lock is provided between the charging flap and the charging recess, and is mechanically force-coupled to the multi-joint mechanism such that the additional lock is, shortly before the charging flap reaches the closed position, forcibly moved into a locked position in which the charging flap is locked fitted in an adjacent end edge area of the charging recess in at least one end edge section of the charging flap. The charging flap arrangement is used for an electrically driven vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a charge flap device for a vehicle, which has a charge flap that can be displaced between a closed position and an open position relative to a charge recess fixed to the vehicle using a multi-joint mechanism, and a drive system for operating the multi-joint mechanism. [Background technology]

[0002] Such a charge flap device for an electrically powered vehicle is generally known. The known charge flap device includes a charge flap movably supported on the vehicle side using a multi-joint mechanism. In a closed position, the charge flap closes a charge recess on the vehicle side, in which at least one electrical charge connection terminal for charging the vehicle side battery is disposed. In an open position, the charge flap is displaced outward relative to the vehicle shell of the vehicle body, disengaging the charge recess and the charge connection terminal. A drive system including an electric motor is provided for displacing the charge flap between its closed position and its open position. Summary of the Invention [Problem to be solved by the invention]

[0003] The object of the present invention is to provide a charge flap arrangement of the type mentioned at the outset which allows for reliable use in passenger vehicles travelling at high speeds. [Means for solving the problem]

[0004] This problem is solved by providing a mechanical additional lock between the charge flap and the charge recess, which is mechanically and forcefully coupled with a multi-joint mechanism, so that the additional lock is forcefully guided into a locked position just before the charge flap reaches its closed position, and in the locked position, at least one edge section of the charge flap is snap-locked against the adjacent edge region of the charge recess. This provides additional fixation of the charge flap to the charge recess and thus to the vehicle body when it is in its closed position. The solution according to the present invention ensures that the charge flap is not inadvertently pulled out of its closed position by the flow of wind, even at high vehicle speeds, particularly passenger cars. The present invention reliably prevents the charge flap from opening unexpectedly, or in particular being torn off, during vehicle operation. Because the lock according to the present invention is a purely mechanical solution, the charge flap remains in its closed position even in the event of a failure in the vehicle's electrical system. The additional lock can also be achieved by an individual locking bolt, by multiple locking elements synchronously coupled to one another, or by a rotating locking element. The drive system preferably includes an electric motor fixed to the vehicle, which acts on a multi-joint mechanism via a suitable gear mechanism, in particular a toothed gear mechanism. A four-joint mechanism is preferably provided as the multi-joint mechanism. Particularly preferably, the multi-joint mechanism is configured so that the charge flap is not guided permanently parallel to the vehicle shell between its open position and its closed position, but approaches the edge region of the charge recess obliquely with a first edge section, thereby ensuring that the far edge section of the charge flap is then retracted into the closed position using a cross-over movement. The cross-over movement ensures that the charge flap is particularly securely fixed in its closed position relative to the vehicle-side charge recess. A resiliently flexible seal is preferably provided between the charge flap and the charge recess, which additionally secures and supports the charge flap in its closed position.

[0005] In one embodiment of the present invention, the multi-joint mechanism includes a lever arm that can be driven by the drive system, and a force-receiving member that is non-rotatable relative to the lever arm and that is located within a rotary joint that is fixed to the charge flap for force-receiving with the additional lock. The force-receiving member is operatively connectable to the additional lock so as to transmit a force depending on the rotational position of the lever arm. The lever arm is rotatably supported on the charge flap by the rotary joint. Additionally, the lever arm is rotatably supported on the vehicle within the drive system. Rotation of the lever arm relative to the charge flap also forces rotation of the force-receiving member due to the non-rotatable association of the force-receiving member with the lever arm. However, because the additional lock is only moved to the locked position at the end of the charge flap's closing movement, the rotational movement of the force-receiving member is ineffective with respect to the additional lock over a portion of the rotational movement of the lever arm. During this portion of the rotational movement, the force-receiving member essentially performs an idling movement.

[0006] In another embodiment of the invention, the force-transmitting element is a pressure piece, an eccentric, a gear segment, or a similar force-transmitting element. A threaded worm nut can also be used as the force-transmitting element. In this variant, the additional lock is preferably formed by at least one threaded worm, which is displaced axially by a threaded movement when the worm nut rotates.

[0007] In another embodiment of the invention, an additional lock is arranged on the charge flap. The additional lock comprises a unit arranged on the charge flap so that it can move between a locked position and an unlocked position. A suitable mating element is provided in the edge area of the vehicle-mounted charge recess, which ensures a positive lock.

[0008] In another embodiment of the invention, the rotational movement of the lever arm and the force transmission of the force coupling to the additional lock are synchronized with one another so that the additional lock is only moved into the locked position when the edge section of the charge flap adjacent to the additional lock rests on the edge area of the charge recess during the closing movement of the charge flap. This embodiment is used in multi-joint mechanisms in which the surrounding edge of the charge flap does not abut simultaneously on the edge of the charge recess, but in which the charge flap first abuts on the charge recess at its edge section in an oblique orientation during the closing process, and then the remaining part of the charge flap is pulled inwardly into the charge recess. This ensures that the additional lock is preferably already activated during the closing movement, in which case it is not yet in its locked position while the edge section of the charge flap adjacent to the additional lock has not yet abutted on the charge recess.

[0009] In another embodiment of the invention, the additional lock has at least one locking bolt linearly movably supported on the charge flap, which can be displaced by simple axial movement between the locked and released positions. Alternatively, the locking bolt can be linearly movably guided against the charge flap by a screw movement.

[0010] In another embodiment of the invention, the lock bolt is permanently biased by a return spring toward its unlocked position. This embodiment is effective when the lock bolt is allowed to move purely axially. The permanent spring bias toward the unlocked position ensures that the lock bolt is forced to move to the unlocked position when the drive system is activated to move the charge flap from the closed position to the open position.

[0011] In another embodiment of the invention, the edge area of the charge recess has a locking accommodation complementary to the locking bolt, into which the locking bolt fits in the locked position.

[0012] Other advantages and features of the invention will become apparent from the claims and the following description of preferred embodiments of the invention, taken in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 is a cross-sectional view diagrammatically showing an embodiment of a charge flap arrangement according to the invention in an intermediate position in which the charge flap is still partially open. [Figure 2] FIG. 2 is a view showing the charge flap device shown in FIG. 1 in a closed position. [Figure 3] FIG. 3 shows an additional lock in the form of a locking bolt for the charge flap arrangement shown in FIGS. [Figure 4] FIG. 4 is a diagram schematically illustrating another lock bolt similar to that of FIG. 3, for another embodiment of the charge flap device according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0014] The passenger vehicle is equipped with an electric traction drive (not shown in detail), which is supplied with current by a vehicle-side battery system. To charge the battery system, an electric charge connection is provided in the area outside the vehicle and is accommodated in a vehicle-mounted charge recess 1 (not shown in detail). The charge recess 1 is recessed in the area of the vehicle exterior F and surrounds the electric charge connection (not shown). To cover the electric charge connection, a charge flap 2 is provided, which is displaceable relative to the charge recess 1 between a closed position (FIG. 2) and an open position (not shown). In the closed position, the charge flap 2 closes the charge recess 1. Preferably, the charge flap 2 is flush with the body shell of the vehicle body F in its closed position. The charge flap 2 is supported by a multi-joint mechanism, here a four-joint mechanism, so as to be movable relative to the vehicle-side charge recess 1 between a closed position and an open position. The four-joint mechanism can be driven by a drive system A to displace the charge flap 2. The four-joint mechanism in this case has a first lever arm 5, which forms the drive-side lever arm 5 and is directly driven by the drive system A. The drive system A has an electric motor and an associated gear mechanism, which acts on the lever arm 5, in a manner not shown in detail. The lever arm 5 is movably mounted on the one hand around a rotary link 7 fixed to the vehicle in the area of the drive system, and on the other hand around a rotary link 8 arranged on the charge flap 2. The charge flap-side movable bearing is provided in the support part 3 of the charge flap 2. The corresponding rotary joint 8 is arranged fixedly on the support part 3.

[0015] The charge flap 2 further comprises a flap blind 4, which is fixed to the outside of the support part 3. The flap blind 4 can be adapted in shape and color to the body shell.

[0016] The other, non-driven lever arm 6 has a vehicle-fixed rotary joint 9 in the area of the charge recess 1 and a charge flap-side rotary joint 10 arranged on the carrier part 3 of the charge flap 2. The driven lever arm 5 and the non-driven lever arm 6 are associated with each other by their joint points defined by rotary joints 7-10, so that in the closed position of the charge flap 2 an over-dead-point position results which forms a secure restraint for the charge flap 2 in the closed position.

[0017] As can be seen from Figure 1, the charge flap 2 does not move continuously in translation relative to the body shell between the open and closed positions by the four-joint mechanism. Rather, after an edge section of the left charge flap 2 in Figures 1 and 2 has reached an end position at the associated edge region of the charge recess 1 due to appropriate inclined positioning of the charge flap 2, the opposing end section of the charge flap 4 rests on the opposing edge region of the charge recess 1.

[0018] To provide additional fixation of the charge flap 2 relative to the charge recess 1 in the closed position, an additional lock is provided by a locking bolt 11, which is linearly movably supported in the charge flap and which is mated to a locking receptacle 12 provided in the left edge region of the charge recess 1. The locking bolt 11 has a locking tip which, in the locked position of the additional lock, fits into the locking receptacle 12 of the charge recess 1. The locking bolt 11, which is a locking element within the meaning of the present invention, is permanently biased towards its open position (FIG. 1) by a return spring 14, which is also arranged in the charge flap 2. In the locked position, the locking bolt 11 is moved to the left (FIG. 2) and, by fitting into the locking receptacle 12, forms a snap-fit lock of the edge section of the charge flap 2 to the left in FIGS. 1 and 2. This edge section of the charge flap 2, which is on the left in FIGS. 1 and 2, is the edge section that is remote from the drive system A and from the driven lever arm 5. As can be seen in FIGS. 1 and 2, the driven lever arm 5 starts approximately from the center of the support part 3, i.e., from the rotary joint 8, and extends to the vehicle-fixed rotary joint 7 in the direction of the right edge region of the charge recess 1. Because the joint point of the other lever arm 6, formed by the rotary joint 10, is also offset from the left edge section of the charge flap 2 toward the center, a force acting on the left edge section of the charge flap 2, without the additional locking mentioned above, could pull the left edge section of the charge flap 2 outward, causing the charge flap 2 to open and move away from the vehicle. Such a force could be generated by wind currents during driving, which are caused by road winds flowing along the body shell. The additional locking addresses this weakness by providing additional locking in this region between the charge flap 2 and the charge recess 1.

[0019] To provide a particularly simple and synchronized actuation of the additional lock, i.e., of the lock bolt 11, the lever arm 5 has a non-rotatable projection 13 in the region of the rotary joint 8, which bears against the rear end face of the lock bolt 11. This lever projection 13, which forms a positive coupling in the sense of the present invention, bears against the front end of the lock bolt 11 to apply a pressure load to it only when the charge flap 2 is in the position shown in FIG. 1. Between the intermediate position shown in FIG. 1 and the closed position shown in FIG. 2, the lever arm 5 further rotates slightly counterclockwise against the rotary joint 8 on the charge flap side, thereby applying an outward pressure load to the front end of the lock bolt 11 against the restoring force of the return spring 14, which moves the lock bolt 11 into the locked position. In the closed position, the pressure load provided by the lever projection 13 remains until the actuation system A is actuated in the corresponding opposite direction, thereby moving the charge flap 2 from the closed position back toward the released position. The pressure of the lever arm 13 on the front end of the locking bolt 11 causes the locking bolt 11 to move axially towards and into the locking receptacle 12. The locking tip is only moved towards the locking receptacle 12 when the charge flap 4 reaches its end position in which its left edge section in FIGS. 1 and 2 comes into contact with the edge region of the charge recess 1, so that the locking tip of the locking bolt 11 is already aligned with this locking receptacle, thereby achieving the desired locking process. In combination with the over-the-dead-point position into which the four-joint mechanism moves in the closed position of the charge flap 2, a sufficient fixation of the charge flap 12 in the charge recess 1 is achieved, which persists even at high vehicle speeds.

[0020] In the embodiment shown in Figure 4, the charge flap arrangement is configured substantially identically to the embodiment shown in Figures 1 and 2, so that to avoid repetition, reference is made to the description and drawings of the charge flap arrangement shown in Figures 1 and 2. The only difference in the charge flap arrangement shown in Figure 4 is that a gear segment 13a is provided as a forced coupling member, rather than a lever projection 13 as in Figures 1 and 2. In this embodiment shown in Figure 4, functionally equivalent components and sections are designated by the same reference numerals with the addition of the lower case letter a.

[0021] For comparison, FIG. 3 again shows a schematic representation of the lock bolt 11 with the return spring 14 of the charge flap device shown in FIGS. 1 and 2. As can be seen from FIG. 4, the driven lever arm 5a has a gear segment 13a coaxially aligned with the axis of rotation of the rotary joint 8a, which meshes with a rack section of the lock bolt 11a, which is fixedly arranged on the lock bolt 11a. The rack section is not shown in detail. The support portion 3a of the charge flap 2 is also shown only diagrammatically to clarify that the rotary joint 8a is supported on the support portion 3a of the charge flap. The gear segment 13a is held in the rotary joint 8a so as not to rotate relative to the lever arm 5a. The configuration shown in FIG. 4 does not require a return spring, since the gear segment 13a, in combination with the rack section provided on the lock bolt 11a, is effective in both the locked and unlocked positions. Both the gear segment 13a and the rack section are shown only diagrammatically. Also in this embodiment, it applies that the gear segment 13a can only come into force-transmitting contact with the rack section of the locking bolt 11a when the lever arm 5a has already moved the charge flap 2 into the inclined intermediate position shown in FIG. 1, in which intermediate position the left edge section of the charge flap 2 has already reached its end position relative to the adjacent edge region of the charge recess 1.

Claims

1. 1. A charge flap device for a motor vehicle, comprising: a charge flap (2) displaceable between a closed position and an open position relative to a charge recess (1) fixed to the vehicle by means of a multi-joint mechanism; and a drive system (A) for operating the multi-joint mechanism, characterized in that a mechanical additional lock (11, 11a) is provided between the charge flap (2) and the charge recess (1) that is mechanically and forcefully coupled to the multi-joint mechanism, such that just before the charge flap (2) reaches the closed position, the additional lock (11, 11a) is forcefully guided into a locked position, and in the locked position, the charge flap (2) is positively locked in a snap-fit manner with respect to an adjacent edge region of the charge recess (1) at at least one edge section of the charge flap (2).

2. 2. The charge flap device according to claim 1, wherein the multi-joint mechanism comprises a lever arm (5, 5a) that can be driven by the drive system (A), the lever arm (5, 5a) having a force-locking member that is non-rotatable relative to the lever arm (5, 5a) in the area of the rotary joint (8, 8a) of the charge flap fixing for force-locking with the additional lock (11, 11a), the force-locking member being operatively connectable to the additional lock (11, 11a) in a force-transmitting manner depending on the rotational position of the lever arm (5, 5a).

3. 3. A charge flap arrangement according to claim 2, characterized in that the force-connecting element is a pressure piece, an eccentric, a gear segment (13a) or a similar force-transmitting element.

4. 4. The charge flap device according to claim 1, wherein the additional lock (11, 11a) is arranged on the charge flap (2).

5. 5. A charge flap arrangement according to claim 2, wherein the rotational movement of the lever arm (5, 5a) and the transmission of the force of the force coupling member to the additional lock (11, 11a) are synchronized with one another, so that the additional lock (11, 11a) is only moved into the locked position when an edge section of the charge flap (2) adjacent to the additional lock (11, 11a) rests on an edge area of the charge recess (1) during the closing movement of the charge flap (2).

6. The charge flap device according to any one of claims 1 to 5, characterized in that the additional lock has at least one lock bolt (11, 11a) linearly movably supported on the charge flap (2).

7. 7. Charge flap arrangement according to claim 6, characterized in that the locking bolt (11) is permanently biased towards its unlocked position by a return spring (14).

8. 8. A charge flap device according to claim 1, characterized in that the edge area of the charge recess (1) has a locking receiving portion (12) complementary to the locking bolt (11, 11a).

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