CN112429098A

CN112429098A - Drive mechanism and air guiding device with drive mechanism

Info

Publication number: CN112429098A
Application number: CN202010870005.5A
Authority: CN
Inventors: 马辛·马蒂斯; 约翰·埃里克·拉格曼
Original assignee: Paragon GmbH and Co KGaA
Current assignee: Paragon GmbH and Co KGaA
Priority date: 2019-08-26
Filing date: 2020-08-26
Publication date: 2021-03-02
Anticipated expiration: 2040-08-26
Also published as: DE102020121746A1; CN112429098B; DE102020121746B4

Abstract

A drive mechanism for an air-guiding part of an air-guiding device, an air-guiding device and a method for adjusting the air-guiding part on a motor vehicle, the drive mechanism comprising a drive motor and a steering gear device, the steering gear device comprising a drive rod and an adjusting rod device, the adjusting rod device consisting of a four-segment coupling gear with four swivel joints, the coupling gear comprising the above carrying steering gear for arranging the air-guiding part and two crankshaft steering gears, the push steering gear of the adjusting rod device acting on the crankshaft steering gears and being coupled thereto by a fifth swivel joint, the push steering gears being connected to the drive rod, the carrying steering gears forming a steering gear projection, the steering gear projection being coupled to the swivel steering gears of the adjusting rod device by means of a sixth swivel joint, the swivel steering gears being connected to the guide steering gears of the adjusting rod device by means of a seventh swivel joint, the guide steering gear is fixed to the eighth pivot joint, and the rotation of the drive rod causes the lifting or lowering of the support steering gear.

Description

Drive mechanism and air guiding device with drive mechanism

Technical Field

The invention relates to a drive mechanism for at least one displaceable air guiding element of a motor vehicle, and to an air guiding device having a drive mechanism, and to a method for displacing an air guiding element, wherein the drive mechanism comprises at least one drive motor and at least one steering device, wherein the steering device can be driven by means of the drive motor, wherein the steering device comprises a drive rod that can be driven by the drive motor and comprises a control rod device, wherein the control rod device can be displaced between an active position and a rest position by means of the drive motor and the drive rod.

Background

Such drive mechanisms or air guides are sufficiently known and are usually used in motor vehicles. The air-guiding component can be configured, for example, as a spoiler or windshield and is arranged on the body part or the vehicle lining component in the front region or rear region of the vehicle. The drive mechanism is then used to adjust the windshield or spoiler relative to the vehicle body, for example, as a function of the vehicle speed. The spoiler can thus be moved from the rest position into the active position and back on the vehicle body by means of the drive mechanism. In the activated position, the spoiler then exerts an aerodynamic effect on the vehicle, for example, an increased contact pressure of the vehicle on the road bed.

In order to adjust the air guide element or spoiler, the drive mechanism usually has a lever or a deflector which can be pivoted by carrying the deflector, so that the desired movement of the air guide element between the rest position and the active position can be achieved. Corresponding air guiding devices are known, for example, from EP 2091806B 1. Furthermore, the drive mechanism usually also comprises a drive motor, by means of which the lever or the steering gear can be pivoted in a desired manner. Such a wobble drive is known, for example, from DE 102014002455B 4.

However, the known drive mechanism or air guide device has the disadvantage that the aerodynamically effective surface area of the air guide element is limited, in particular by adjacent body parts or by regulations relating to the vehicle design. The air guide element should therefore be as completely integrated in the vehicle body as possible in the rest position and exert as great an aerodynamic effect as possible in the active position. In addition, with the drive mechanisms known from the prior art, the assembly of the lever or the deflector is of the simplest possible construction, so that in the active position the spoiler may not be arranged in the most favorable aerodynamic position.

Disclosure of Invention

The object of the present invention is therefore to provide a drive mechanism for an air guide element, an air guide device with a drive mechanism and a method for displacing an air guide element, by means of which an improved aerodynamic effect can be achieved.

This object is achieved by a drive mechanism having the features of claim 1, an air-guiding device having the features of claim 14 and a method having the features of claim 18.

The drive mechanism according to the invention for at least one displaceable air guide element of an air guide device of a motor vehicle comprises at least one drive motor and at least one steering gear device, wherein the steering gear device can be driven by means of the drive motor, wherein the steering gear device comprises a drive rod which can be driven by the drive motor and comprises a control rod device, wherein the control rod device can be moved by means of the drive motor and the drive rod between a rest position and an active position, wherein the control rod device is formed by a four-segment coupling gear with four pivot joints, wherein the coupling gear comprises at least one upper carrying steering gear for arranging the air guide element and two crankshaft steering gears, wherein the push steering gear of the control rod device acts on one of the crankshaft steering gears and is coupled thereto via a fifth pivot joint, wherein the push diverter is connected to the drive rod, wherein the upper carrying diverter forms a diverter extension which is coupled with the pivot diverter of the adjusting lever device by means of a sixth pivot joint, wherein the pivot diverter is connected with the guide diverter of the adjusting lever device by means of a seventh pivot joint, which is fixed to an eighth pivot joint, wherein a rotation of the drive rod causes a lifting or lowering of the upper carrying diverter.

The actuating lever arrangement is formed by a four-segment coupling gear with four pivot joints, as a result of which it is possible for the air guide element, which can be fastened to the upper steering gear, to pivot parallel to the body part of the vehicle or on a curved path. The four-part coupling gear is a three-dimensional gear having at least four rotational joints. The pivot joints are connected to one another in the manner of a chain or a four-joint chain via a rocker arm, a steering gear, or indirectly via further components. According to the invention, the coupling gear comprises two crankshaft diverters, each of which is arranged on a respective supporting diverter. The push-steering gear of the actuating lever arrangement acts on one of the crankshaft steering gears, wherein the push-steering gear is connected to the drive rod, so that a movement of the drive rod caused by the drive motor causes a movement of the push-steering gear, which is transmitted to the two crankshaft steering gears and the upper carrier steering gear. Furthermore, a steering gear projection is formed on the upper support steering gear, or the upper support steering gear extends beyond one of the crankshaft steering gears, so that it projects beyond the pivot joint, by means of which the respective crankshaft steering gear is connected to the upper support steering gear. On the above diverter projection carrying the diverter, a swing diverter is now provided and is connected to the diverter projection by means of a swivel joint. The pivot steering gear itself is connected to the guide steering gear via a further pivot joint, the guide steering gear being pivotably supported on a fixed bearing or a pivot joint bearing. The guide diverter now limits the movement of the four-segment coupling gear by means of the pendulum diverter and the diverter projection by means of the moving chain thus constructed. The length of the respective steering gear and the position of the pivot joint on the steering gear are designed in such a way that the four-part coupling gear can be moved in a desired manner from the rest position into the active position and back. Since the pendulum steering gear and the guide steering gear always move together with the four-segment coupling gear, the following possibilities now arise: further air-guiding elements are coupled to the pivot deflector and/or the guide deflector, which are suitable for increasing the aerodynamically effective surface of the air-guiding device.

The swivel diverter and the diverter extension can each form a second crankshaft diverter which extends the swivel diverter and the diverter extension beyond the sixth swivel joint, wherein the second crankshaft diverter of the swivel diverter can be coupled with a second carrier diverter for arranging the second air guiding element by means of a ninth swivel joint, and the second crankshaft diverter of the diverter extension can be coupled with a second swivel diverter by means of a tenth swivel joint, wherein the second carrier diverter can be coupled with the second swivel diverter by means of an eleventh swivel joint, and can thus form a second coupling transmission, wherein then a rotation of the drive rod causes the upper carrier diverter and the second carrier diverter to be lifted or lowered simultaneously. The pivoting steering gear and the steering gear projection extend beyond the sixth pivot joint, in particular as a result of which the following possibilities arise: the second air guiding element is coupled to the drive mechanism at a comparatively low construction cost. In particular, it is then only necessary to couple the second pivot pin via the pivot joint to the extension of the pin or the second crankshaft pin. In a particularly simple embodiment, the second load diverter can be formed by the second air guiding element. The drive mechanism thus formed then makes it possible to hold the two air guiding components in a stationary position on the vehicle and in an active position spaced apart from the vehicle body, arranged substantially parallel to one another. By using two air guiding elements, it is possible to achieve an effective aerodynamic area which is in principle doubled, whereby a correspondingly improved action of the associated air guiding device can be achieved.

The adjustment rod arrangement may be configured for simultaneous or sequential manipulation of the air guiding members. It can thus be provided that the associated air guide or the upper load diverter and the second load diverter are always moved simultaneously if the drive mechanism is moved from the rest position into the active position and back. Alternatively, it is also possible to actuate the air guide elements sequentially by means of a drive mechanism; that is to say that first only one of the air guiding members, for example the air guiding member or the second air guiding member, is moved from the rest position to the active position before the air guiding member or the second air guiding member is moved from the respective rest position to the active position or back. Furthermore, it can also be provided that the air guide element or the second air guide element is moved from a rest position into an active position, and that the air guide element or the second air guide element, which has not been moved until then, is then likewise moved from the respective rest position into the active position or back during this movement.

A longitudinal guide can be formed between the guide deflector and the pivot deflector, wherein the seventh pivot joint can be displaced along the longitudinal guide. Longitudinal guides may then be used to achieve sequential manipulation of the air-guiding components. It is possible to realize by means of the longitudinal guide that the movement of the drive mechanism first acts only on the first coupling transmission or the second coupling transmission, so that it moves from the rest position into the active position. It is then possible, for example, for the air guide part to first remain stationary, while the second air guide part has moved. The air guide member may be formed by any conceivable type of guide on a pendulum diverter or a guide diverter. It is essential here that the seventh pivot joint is designed to be movable on the longitudinal guide relative to the pivot steering gear or relative to the guide steering gear.

The pendulum diverter may be coupled with the longitudinal guide, and the elongated hole configured in the guide diverter may form the longitudinal guide. The longitudinal guide can thus be realized particularly cost-effectively and simply. For example, a tongue can be formed on the seventh pivot joint, which tongue is inserted into the elongated hole, so that the seventh pivot joint can be moved along the elongated hole. It is particularly advantageous if the slot follows the form of a guide vane. The guide vane can preferably be straight, but can also be designed with a radius or curvature.

A latching mechanism can be formed on the longitudinal guide, wherein the seventh pivot joint is lockable by means of the latching mechanism at least in the active position and, after being moved out of the rest position, in the latching position and can be released from the latching position for the movement into the rest position. By means of the detent mechanism, it is possible to fix the pivot steering gear in place on the longitudinal guide, for example at its end, relative to the guide steering gear, so that the seventh pivot joint can no longer be displaced along the longitudinal guide. The latching mechanism may be configured to reach the latching position in the rest position and/or the active position of the air guide member. Finally, the locking mechanism can release the seventh pivot joint again when the air guide element is moved from the active position into the rest position or from the rest position into the active position. The locking and unlocking in the latching position can be produced by a movement of the drive from the rest position into the active position in the opposite direction.

The catch mechanism can be formed by a leaf spring, wherein the leaf spring can form a projection by means of which the seventh pivot joint can be locked and unlocked at one end of the longitudinal guide. The catch mechanism can be designed particularly simply by means of a leaf spring, wherein the leaf spring can be arranged along the longitudinal guide, so that the leaf spring causes a spring force acting on the seventh pivot joint at least in places along the longitudinal guide. The leaf spring can, for example, always rest against the seventh pivot joint when the projection is formed, or against a projection or the like formed thereon. The leaf spring itself can then form a projection, for example a lug formed on the leaf spring along a longitudinal guide with reference to the longitudinal extension of the leaf spring or a U-shaped bow of the leaf spring, which lug is passed over by the seventh pivot joint or in which the seventh pivot joint is positively locked. The lug and/or the U-shaped bow can be designed such that in the latched position the seventh pivot joint can no longer be displaced along the longitudinal guide. In order to release the seventh pivot joint, the movement of the leaf spring can be brought about by the movement of the drive mechanism, so that the leaf spring is moved away from the seventh pivot joint, so that the bow and/or the lug of the leaf spring can be easily passed over by the seventh pivot joint. For this purpose, the leaf spring can form a projection or another bow which comes into contact with a component of the drive mechanism or the air guide part when the relevant movement takes place, so that the leaf spring is caused to move against the spring force.

The first and second coupling transmissions may be configured such that only the second load bearing diverter is movable when moving from the rest position to the latching position, and the upper and second load bearing diverters are movable when moving from the latching position to the activated position, and vice versa. For example, the second air guide part can be moved out of the vehicle body first when moving from the rest position into the active position, and then the second air guide part and the air guide part can be moved out together. It is then also possible in particular to specify the relative position of the air guiding elements in two or more stages relative to the vehicle body, depending on the speed.

The second crankshaft steering gear and the second carrier steering gear of the pendulum steering gear can each form a third crankshaft steering gear, wherein the third crankshaft steering gear can extend the second crankshaft steering gear of the pendulum steering gear beyond the ninth pivot joint and the third crankshaft steering gear can extend the second carrier steering gear beyond the eleventh pivot joint, wherein the third crankshaft steering gear of the second crankshaft steering gear of the pendulum steering gear can be coupled by a twelfth pivot joint to a third carrier steering gear for arranging a third air guide element, and the third crankshaft steering gear of the second carrier steering gear can be coupled by a thirteenth pivot joint to the third pendulum steering gear, wherein the third carrier steering gear can be coupled by a fourteenth pivot joint to the third pendulum steering gear, thus forming a third coupling transmission joint, wherein a rotation of the drive rod can bring about the above carrier steering gear, The second load diverter and the third load diverter are raised or lowered simultaneously. By simply extending the second crankshaft steering gear beyond the ninth pivot joint and the second load-bearing steering gear beyond the eleventh pivot joint, it is possible to design the third coupling gear solely with the third pivot steering gear in a simple manner. The third load-bearing diverter can also be formed, for example, by a third air guide part. The third air guiding member may then likewise be moved in correspondence with the air guiding member and the second air guiding member. In summary, the aerodynamically effective surface area of the air guiding elements can thus be tripled in principle.

For actuating each further air guiding element, the adjusting lever arrangement can have two further diverters each. In order to form further coupling transmissions which can be used for positioning the air guiding element, it is only necessary to extend the two deflectors of the first coupling transmission on the basis of the first coupling transmission and to supplement the two further deflectors in order to obtain a further coupling transmission. The drive mechanism for actuating the plurality of air guiding elements can thus be designed particularly simply.

The adjusting lever device can therefore have further coupling gears for actuating further air guiding elements.

The drive motor may be an electric motor, the drive shaft of which may be connected to the drive rod. The electric motor may be connected to the drive shaft through a transmission, such as a speed reduction transmission.

The drive mechanism may comprise a drive motor and two diverter devices. In principle, it is possible for the drive mechanism to have the drive motor and the steering gear device separately. It is advantageous, however, to provide a deflector device in each case near the outer end of the relevant air guide element. The drive shaft can then be connected simultaneously with the respective drive rods of these steering gear devices. It is also possible, in the case of a plurality of steering gear units, to provide each steering gear unit with its own drive motor.

The air guide device according to the invention for adjusting an air guide element on a motor vehicle has a drive mechanism according to the invention and at least one air guide element which can be adjusted between an active position and a rest position. Depending on the number of coupling gears realized by the drive mechanism, the air guide device can have further air guide elements arranged on the coupling gears, which can be displaced between the rest position and the active position.

The air guiding means may comprise two, three, four or more air guiding members, which may be of different sizes. These air guide elements can be arranged on top of one another on the vehicle so that the aerodynamic effective area increases in size from the uppermost air guide element to the lowermost air guide element. It is also possible for the air guiding elements to be of approximately the same size.

The air guiding elements can be arranged in the rest position in a manner that they engage one another and form a common air guiding element. A recess can thus be provided in the upper side of the lower or first air guide part, into which recess the air guide part following the lower air guide part is inserted. These air guiding components can thus be held on the vehicle in a particularly space-saving manner. Depending on how these air guiding elements are moved from the rest position into the active position, it can also be provided that a common air guiding element is moved first and then the immediately following air guiding element is moved.

These air-guiding elements can be curved in cross section or form a curved cross section in the active position, so that a trailing part can be produced in the case of a cross flow. These air guiding members may be configured in the form of flanks with a concave cross section.

Further advantageous embodiments of the air guiding device result from the characterizing features of the dependent claims referring back to claim 1 of the device.

In the method according to the invention for adjusting an air guide on a motor vehicle by means of a drive mechanism comprising at least one drive motor and at least one steering gear device, wherein the drive motor drives a drive rod and an adjusting lever device of the steering gear device, wherein the adjusting lever device is moved by means of the drive motor and the drive rod between an active position and a rest position, wherein the adjusting lever device is formed by a four-segment coupling gear with four swivel joints, wherein the coupling gear comprises at least one upper bearing steering gear and two crankshaft steering gears for arranging the air guide, wherein a push steering gear of the adjusting lever device acts on one of the coupling steering gears and is coupled thereto by means of a fifth swivel joint, wherein the push steering gear is connected to the drive rod, the upper support link forms a link extension which is coupled to the pivot link of the actuating lever arrangement via a sixth pivot joint, wherein the pivot link is connected to a guide link of the actuating lever arrangement via a seventh pivot joint, which is fastened to an eighth pivot joint, wherein the upper support link is raised or lowered by the rotation of the drive lever.

For the advantages of the method according to the invention, reference is made to the description of the advantages of the device according to the invention. Further advantageous embodiments of the method result from the characterizing features of the dependent claims which refer back to claim 1 of the apparatus.

Drawings

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a schematic view of a first embodiment of a drive mechanism;

FIG. 2 is a schematic view of a second embodiment of a drive mechanism;

FIG. 3 is a schematic view of a third embodiment of a drive mechanism;

FIG. 4 is a perspective view of a first embodiment of an air guiding device;

FIG. 5a is a perspective view of the drive mechanism of the air guide device of FIG. 4 in a rest position;

FIG. 5b is a perspective view of the drive mechanism of FIG. 5a in an activated position;

FIG. 6a is a side view of the air directing device of FIG. 4 in a rest position;

FIG. 6b is a side view of the air directing device of FIG. 4 in an activated position;

FIG. 7a is a cross-sectional view of the air directing device of FIG. 4 in a rest position;

FIG. 7b is a cross-sectional view of the air directing device of FIG. 4 in an activated position;

FIG. 8 is an exploded perspective view of a second embodiment of an air guiding device;

FIG. 9 is an exploded perspective view of the diverter device of the air directing arrangement of FIG. 8;

fig. 10 is a perspective view of the steering apparatus of fig. 8;

FIG. 11a is a side view of the air guiding device of FIG. 8 in a resting position on a vehicle;

FIG. 11b is a side view of the air guiding device of FIG. 8 after a first step of movement from the rest position to the activated position;

FIG. 11c is a side view of the air guiding device of FIG. 8 in a second step of movement from the rest position to the activated position;

FIG. 11d is a side view of the air guiding device of FIG. 8 in a third step of movement from the rest position to the activated position;

figure 11e is a side view of the air-directing device of figure 8 in an activated position.

Detailed Description

Fig. 1 shows a schematic illustration of a first embodiment of a drive mechanism 10 with a drive motor and a steering device 11, which are not shown in detail here. The steering device 11 can be driven or moved by means of a drive motor. The driving rod 12 of the steering apparatus 11 is movable by a driving motor and is coupled with the adjusting lever apparatus 13 of the steering apparatus 11. The adjusting lever device 13 can then be moved by means of the drive motor and the drive rod 12 between a rest position, which is not shown in detail here, and an active position, which is likewise not shown in detail. The actuating lever device 13 is formed by a four-part coupling gear 14 with a first pivot joint 15, a second pivot joint 16, a third pivot joint 17 and a fourth pivot joint 18. The first pivot joint 15 and the fourth pivot joint 18 are designed as fixed bearings. The coupling gear 14 also comprises the above carrier gear 19 for arranging air-guiding components, not shown here, and two crankshaft gears 20 and 21. The push diverter 22 of the adjusting lever device 13 acts on the crankshaft diverter 21 and is coupled thereto by a fifth pivot joint 23. The push diverter 22 is connected to the drive rod 12. The upper carrier pivot 19 forms a pivot projection 24, which is coupled to a pivot 26 of the actuating lever arrangement 13 by means of a sixth pivot joint 25. The pivot steering gear 26 is also connected to a guide steering gear 28 of the actuating lever arrangement 13 via a seventh pivot joint 27. The guide steering gear 28 is fixed to an eighth pivot joint 29, the eighth pivot joint 29 being designed as a fixed bearing. The rotation of the drive rod 12 causes the upper support deflector 19, to which an air guide element, not shown here, can be attached, to be raised or lowered. Alternatively, the above carrying diverter 19 or diverter projection 24 may be formed by an air guiding member.

Fig. 2 shows a drive 30, wherein, in addition to the drive of fig. 1, the adjusting rod arrangement 31 also has a

second crankshaft deflection

32 and 33. The second crankshaft deflection 32 extends the pivot deflection 26 beyond the sixth pivot joint 25, and the second crankshaft deflection 33 extends the deflection projection 24 beyond the sixth pivot joint 25. The second crankshaft deflection device 32 is coupled via a ninth pivot joint 34 to a second support deflection device 35 for the arrangement of a second air-guiding element, not shown here, and the second crankshaft deflection device 33 is coupled via a tenth pivot joint 36 to a second pivot deflection device 37. The second support link 35 is coupled to the second pivot link 37 via an eleventh pivot joint 38, so that a second coupling transmission 39 is formed. Rotation of the drive rod 12 causes the upper load diverter 19 and the second load diverter 35 to be raised or lowered simultaneously.

Fig. 3 shows a drive 40 with a control rod device 41, which, in contrast to the drive of fig. 2, has two

third crankshaft diverters

42 and 43. The third crankshaft diverter 42 extends the second crankshaft diverter 32 beyond the ninth pivot joint 34, and the third crankshaft diverter 43 extends the second load-bearing diverter 35 beyond the eleventh pivot joint 38. Furthermore, the third crankshaft deflection means 42 is coupled via a twelfth pivot joint 44 to a third carrier deflection means 45 for the arrangement of a third air-guiding component, not shown here, and the third crankshaft deflection means 43 is coupled via a thirteenth pivot joint 46 to a third pendulum deflection means 47 and thus forms a third coupling gear 48. The third load diverter 45 can also be formed by a third air guiding component, not shown here. Rotation of the drive rod 12 causes the upper or first load diverter 19, the second load diverter 35 and the third load diverter 45 to be raised or lowered simultaneously.

The overview of fig. 4 to 7b shows an air guide device 49 with a drive mechanism 50 and three

air guide elements

51, 52 and 53 or spoilers. The drive mechanism 50 comprises two diverter devices 54 and a drive motor 55 which is connected to the respective diverter device 54 by means of a rotatable drive shaft 56. The corresponding steering gear device 54 comprises a drive rod 57 which is rotatably connected to a drive shaft 56 and an adjusting lever device 58 corresponding to the principle drawing of fig. 3. In particular, the adjustment lever arrangement 58 comprises the above carrying diverter 59, the

crankshaft diverters

60 and 61, the push diverter 62, the swing diverter 63, the guide diverter 64 and the diverter projection 65. Furthermore, the adjusting lever arrangement 58 comprises a

second crankshaft diverter

66 and 67, a second carrier diverter 68, a second swing diverter 69, a

third crankshaft diverter

70 and 71, a third carrier diverter 72 and a third swing diverter 73.

According to the illustration in fig. 5a, 6a and 7a, the adjusting lever arrangement 58 or the air guiding device 49 is in the rest position 74, and according to the illustration in fig. 5b, 6b and 7b is in the active position 75. The

air guide elements

51, 52 and 53 are of different sizes and are arranged in the rest position 74 in a mutually nested manner, so that a common air guide element 76 results.

An overview of fig. 8 to 11e shows an air guide device 77 with a drive mechanism 78 and air guide

elements

79 and 80. Here too, two steering devices 81 are provided, which are driven by drive motors 82 via drive shafts 83. The air guide 77 also has a hood-shaped carrier 84, which can be mounted in a recess of a vehicle body, not shown. A drive motor 82 and a diverter device 81 are fixed to the carrier 84. The deflector device 81 or the carrier 84 is substantially covered by

air guide elements

79 and 80, which are designed as spoilers. The diverter device 81 has a U-shaped support plate 85 on which a drive shaft 83 with a drive rod 86 is rotatably supported. As in the principle drawing according to fig. 2, the adjusting lever arrangement 87 comprises the upper carrier diverter 88, two

crankshaft diverters

89 and 90, a push diverter 91, a swing diverter 92, a guide diverter 93 and a diverter projection 94, two

second crankshaft diverters

95 and 96, a second carrier diverter 97 and a second swing diverter 98. The connection between the upper bearing diverter 88 and the second crankshaft diverter 96 is produced by the air guide parts 79, which are screwed to them via the through-holes 99.

The guide diverter 93 and the pendulum diverter 92 are coupled here by a longitudinal guide 100. This longitudinal guide is formed by an elongated hole 101 in the pivot deflector 92, in which a seventh pivot joint 102 is held on the pivot deflector 92 so as to be longitudinally displaceable. Furthermore, a latching mechanism 103 is formed on the longitudinal guide 100, which latching mechanism is formed by a leaf spring 104 and a pin-shaped projection 105 on the seventh pivot joint 102. The leaf spring 104 is formed with a lug 106 and a U-shaped bow 107 and a curved projection 108 and is fixedly screwed to the pivot deflector 92.

Fig. 11a to 11e show the sequence of the air guiding device 77 moving out of the rest position 109 shown in fig. 11a to the active position 110 shown in fig. 11 e. As can be seen from fig. 11b, the projection 105 passes over the lug 106 and, as shown in fig. 11c, enters the bow 107, so that the seventh pivot joint 102 is locked at the end 111 of the longitudinal guide. The adjustment lever arrangement 87 is moved by the drive rod 86, which now first causes the lifting of the air guide member 80 and only subsequently the lifting of the air guide member 79, as shown in fig. 11d and 11 e. The boss 105 is now in the locked position 112.

When moving back from the active position 110 into the rest position 109, as can be seen from fig. 11c and 11d, the projection 108 reaches the air guide 79, so that it is pressed downward as it moves forward transversely to the elongated hole 101 and releases the projection 105 from the bow 107.

List of reference numerals

10 drive mechanism

11 diverter device

12 drive rod

13 adjusting rod device

14 coupling transmission part

15 first swivel joint

16 second swivel joint

17 third swivel joint

18 fourth swivel joint

Load-bearing steering gear above 19

20 crankshaft steering gear

21 crankshaft steering gear

22 push steering gear

23 fifth rotational joint

24 diverter projection

25 sixth rotating joint

26 swing steering gear

27 seventh swivel joint

28 guide steering gear

29 eighth swivel joint

30 driving mechanism

31 adjusting rod device

32 second crankshaft steering gear

33 second crankshaft steering gear

34 ninth swivel joint

35 second load bearing diverter

36 tenth swivel joint

37 second pendulum steering gear

38 eleventh swivel joint

39 second coupling transmission part

40 driving mechanism

41 adjusting rod device

42 third crankshaft steering gear

43 third crankshaft steering gear

44 twelfth swivel joint

45 third load-bearing steering gear

46 thirteenth swivel joint

47 third swing steering gear

48 third coupling transmission part

49 air guide device

50 driving mechanism

51 air guide member

52 air guide member

53 air guide member

54 diverter device

55 drive motor

56 drive shaft

57 drive rod

58 lever device

Load bearing steering gear above 59

60 crankshaft steering gear

61 crankshaft steering gear

62 push steering gear

63 swing steering gear

64 guide steering gear

65 diverter projection

66 second crankshaft steering gear

67 second crankshaft steering gear

68 second load bearing diverter

69 second pendulum steering gear

70 third crankshaft steering gear

71 third crankshaft steering gear

72 third load bearing diverter

73 third swinging steering gear

74 rest position

75 active position

76 common air guide member

77 air guiding device

78 driving mechanism

79 air guide member

80 air guide member

81 diverter device

82 driving motor

83 drive shaft

84 load carrier

85 support plate

86 driving rod

87 adjustment lever device

Bearing steering gear above 88

89 crankshaft steering gear

90 crankshaft steering gear

91 push steering gear

92 swing steering gear

93 guide steering gear

94 diverter projection

95 second crankshaft steering gear

96 second crankshaft steering gear

97 second load diverter

98 second pendulum steering gear

99 through hole

100 longitudinal guide

101 long hole

102 seventh swivel joint

103 locking mechanism

104 leaf spring

105 convex part

106 lug

107 bow part

108 projecting part

109 rest position

110 active position

111 end part

112 locked position

113 fourteenth swivel joint

Claims

1. A drive mechanism (10, 30, 40, 50, 78) for at least one displaceable air guiding part (51, 52, 53, 79, 80) of an air guiding device (49, 77) of a motor vehicle, wherein the drive mechanism comprises at least one drive motor (55, 82) and at least one steering device (11, 54, 81), wherein the steering device can be driven by means of the drive motor, wherein the steering device comprises a drive rod (12, 57, 86) which can be driven by the drive motor and comprises an adjusting rod device (13, 31, 41, 58, 87), wherein the adjusting rod device can be moved between a rest position (74, 109) and an active position (75, 110) by means of the drive motor and the drive rod,

it is characterized in that the preparation method is characterized in that,

the actuating lever device is formed by a four-segment coupling gear (14) having four swivel joints (15, 16, 17, 18), wherein the coupling gear comprises at least one upper bearing steering gear (19, 59, 88) for arranging air-guiding components and two crankshaft steering gears (20, 21, 60, 61, 89, 90), wherein a push steering gear (22, 62, 91) of the actuating lever device acts on one of the crankshaft steering gears and is coupled thereto by means of a fifth swivel joint (23), wherein the push steering gear is connected to the drive rod, wherein the upper bearing steering gear forms a steering gear projection (24, 65, 94) which is coupled to a pivot steering gear (26, 63, 92) of the actuating lever device by means of a sixth swivel joint (25), wherein, the pivot steering gear is connected by means of a seventh pivot joint (27, 102) to a guide steering gear (28, 64, 93) of the control rod device, which is attached to an eighth pivot joint (29), wherein a pivoting of the drive rod causes a lifting or lowering of the upper support steering gear.

2. The drive mechanism as claimed in claim 1, characterized in that the swivel diverter (26, 63, 92) and the diverter extension (24, 65, 94) each form a second crankshaft diverter (32, 33, 66, 67, 95, 96) which extends the swivel diverter and the diverter extension beyond the sixth swivel joint (25), wherein the second crankshaft diverter (32, 66, 95) of the swivel diverter is coupled with a second carrier diverter (35, 68, 97) with which the second air-guiding component (52, 80) is arranged by means of a ninth swivel joint (34) and the second crankshaft diverter (33, 67, 96) of the diverter extension is coupled with a second swivel diverter (37, 69, 98) by means of a tenth swivel joint (36), wherein the second carrier diverter is coupled with the second swivel diverter by means of an eleventh swivel joint (38), thus forming a second coupling transmission (39) in which the rotation of the drive rod causes the upper load-bearing diverter (19, 95, 88) and the second load-bearing diverter to be raised or lowered simultaneously.

3. The drive mechanism as claimed in claim 2, characterized in that the regulating rod arrangement (31, 41, 58, 87) is configured for synchronously or sequentially actuating the air guide members (51, 52, 53, 79, 80).

4. The drive mechanism as claimed in claim 2 or 3, characterized in that a longitudinal guide (100) is formed between the guide deflector (28, 64, 93) and the pendulum deflector (26, 63, 92), wherein the seventh pivot joint (27, 102) is movable along the longitudinal guide.

5. The drive mechanism as claimed in claim 4, characterized in that the pendulum deflector (26, 63, 92) is coupled with the longitudinal guide (100) and in that an elongated hole (101) configured in the guide deflector (28, 64, 93) forms the longitudinal guide.

6. Drive mechanism according to claim 4 or 5, characterized in that a latching mechanism (103) is formed on the longitudinal guide (100), wherein the seventh pivot joint (27, 102) is lockable by means of the latching mechanism at least in the active position (75, 110) and in a latching position (112) after removal from the rest position (74, 109) and can be released from the latching position for the purpose of moving into the rest position.

7. Drive mechanism according to claim 6, characterized in that the latching mechanism (103) is formed by a leaf spring (104), wherein the leaf spring forms a projection (107) by means of which the seventh swivel joint (27, 102) can be locked and unlocked at one end (111) of the longitudinal guide (100).

8. The drive mechanism as claimed in claim 6 or 7, characterized in that the first coupling transmission (14) and the second coupling transmission (39) are configured such that only the second load-bearing deflector (35, 68, 97) is movable when moving from the rest position (74, 109) to the latching position (112) and the first load-bearing deflector (19, 59, 88) and the second load-bearing deflector are movable when moving from the latching position to the active position (75, 110) and vice versa.

9. The drive mechanism as claimed in one of claims 2 to 8, characterized in that the second crankshaft diverter (32, 66, 95) of the wobble diverter and the second carrier diverter (35, 68, 97) each form a third crankshaft diverter (42, 43, 70, 71), wherein the third crankshaft diverter extends the second crankshaft diverter of the wobble diverter beyond the ninth pivot joint (34) and the third crankshaft diverter (43, 71) extends the second carrier diverter beyond the eleventh pivot joint (38), wherein the third crankshaft diverter (42, 70) of the second crankshaft diverter of the wobble diverter is coupled via a twelfth pivot joint (44) to a third carrier diverter (45, 72) for the arrangement of a third air guide joint component (53) and the third crankshaft diverter of the second carrier diverter is coupled via a thirteenth pivot joint (46) to a third wobble diverter (46) -means (47, 73), wherein the third load-bearing diverter is coupled to the third swivel diverter by means of a fourteenth swivel joint (113), thus forming a third coupling transmission (48), wherein a rotation of the drive rod (12, 57, 86) causes the upper load-bearing diverter (19, 59, 88), the second load-bearing diverter (35, 68, 97) and the third load-bearing diverter to be lifted or lowered simultaneously.

10. Drive mechanism as defined in any one of the preceding claims, characterized in that the adjusting lever arrangement (13, 31, 41, 58, 87) has two further diverters for the actuation of each further air-guiding member.

11. Drive mechanism according to one of the preceding claims, characterized in that the adjusting rod arrangement (13, 31, 41, 58, 87) has further coupling transmissions for the manipulation of further air-guiding components.

12. The drive mechanism according to any one of the preceding claims, characterized in that the drive motor (55, 82) is an electric motor, the drive shaft (56, 83) of which is connected to the drive rod.

13. The drive mechanism according to claim 12, characterized in that the drive mechanism (10, 30, 40, 50, 78) comprises the drive motor (55, 82) and two diverter devices (11, 21, 54).

14. Air guide device (49, 77) for adjusting an air guide component on a motor vehicle, having a drive mechanism (10, 30, 40, 50, 78) according to one of the preceding claims and at least one air guide component (51, 52, 53, 79, 80) which can be adjusted between a rest position (74, 109) and an active position (75, 110).

15. Air guiding device according to claim 14, characterized in that the air guiding device (49, 77) comprises two, three, four or more differently sized air guiding parts (51, 52, 53, 79, 80).

16. Air guiding device according to claim 15, characterized in that the air guiding parts (51, 52, 53, 79, 80) are arranged in a mutually embedded manner in the rest position (74, 109) and form one common air guiding part (76).

17. Air guiding device according to claim 15 or 16, characterized in that the air guiding element (51, 52, 53, 79, 80) is arcuately configured in cross section or forms an arcuately cross section in the active position (75, 110), so that a driven portion can be generated in the case of a cross flow.

18. Method for adjusting an air guide (51, 52, 53, 79, 80) on a motor vehicle by means of a drive mechanism (10, 30, 40, 50, 78), wherein the drive mechanism comprises at least one drive motor (55, 82) and at least one steering device (11, 21, 54), wherein the drive motor drives a drive rod (12, 57, 86) and an adjusting rod device (13, 31, 41, 58, 87) of the steering device, wherein the adjusting rod device is moved between a rest position (74, 109) and an active position (75, 110) by means of the drive motor and the drive rod,

it is characterized in that the preparation method is characterized in that,

the actuating lever device is formed by a four-segment coupling gear (14) having four swivel joints (15, 16, 17, 18), wherein the coupling gear comprises at least one upper bearing steering gear (19, 59, 88) for arranging air-guiding components and two crankshaft steering gears (20, 21, 60, 61, 89, 90), wherein a push steering gear (22, 62, 91) of the actuating lever device acts on one of the crankshaft steering gears and is coupled thereto by means of a fifth swivel joint (23), wherein the push steering gear is connected to the drive rod, wherein the upper bearing steering gear forms a steering gear projection (24, 65, 94) which is coupled to a pivot steering gear (26, 63, 92) of the actuating lever device by means of a sixth swivel joint (25), wherein, the pivot steering gear is connected by means of a seventh pivot joint (27, 102) to a guide steering gear (28, 64, 93) of the control rod device, which is attached to an eighth pivot joint (29), wherein the upper support steering gear is raised or lowered by the pivoting of the drive rod.