DE102024121576A1 - Actuator device for a motor vehicle, wing element, motor vehicle and method - Google Patents

Abstract

The invention relates to an actuator device (23) for a motor vehicle (1), comprising an electric machine (38) and a coupling device (39), which has a first coupling element (40) that can be driven by the electric machine (38) and thereby moved in a direction of movement (42), and a second coupling element (41), wherein: the first coupling element (40) has a first coupling part (47) and the second coupling element (41) has a second coupling part (48), the coupling parts (47, 48) are guided movably relative to each other between at least two positions in the direction of movement (42), in a first of the positions the coupling device (39) is in a coupled state and in the second of the positions the coupling device (39) is in a decoupled state (53) in which the engagement of the coupling parts (47, 48) does not occur.

Description

The invention relates to an actuator device for a motor vehicle according to claim 1. Furthermore, the invention relates to a wing element for a motor vehicle according to claim 8, a motor vehicle according to claim 9, and a method for operating an actuator device according to claim 10.

Actuator devices, which can also be referred to as actuators, are already well known in the general state of the art. Such an actuator device is, for example, intended for actuating at least one vehicle component of a motor vehicle. For this purpose, the actuator device can include an electric motor by means of which the vehicle component can be driven for its actuation. However, the reliability of such an actuator device can be limited, particularly if the actuator device is used infrequently, i.e., if the vehicle component is rarely actuated, since long periods of inactivity of the actuator device can, for example, negatively affect its wear.

The object of the invention is to provide an actuator device for a motor vehicle, a wing element for a motor vehicle, a motor vehicle and a method for operating such an actuator device, in such a way as to particularly increase the reliability of the actuator device.

This problem is solved according to the invention by an actuator device for a motor vehicle with the features of claim 1, by a wing element for a motor vehicle with the features of claim 8, by a motor vehicle with the features of claim 9, and by a method for operating such an actuator device with the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

A first aspect of the invention relates to an actuator device for a motor vehicle. The motor vehicle is, for example, a car, in particular a passenger car. For example, the actuator device is designed or configured to actuate at least one component of the motor vehicle. The component can also be referred to as a vehicle component. The actuator device can, in particular, be understood to be an actuator, which can also be referred to as an actuator.

The actuator device comprises at least one electric machine and at least one coupling device. The coupling device comprises at least one first coupling element and at least one second coupling element, which is designed separately from the first coupling element. It is provided that the first coupling element can be driven, or is driven, by the electric machine, and is thereby movable in a direction of motion. This means that the first coupling element can be driven, or is driven, by means of the electric machine, thereby causing the movement of the first coupling element in the direction of motion. In other words, driving the first coupling element by means of the electric machine results in the movement of the first coupling element in the direction of motion. Thus, the first coupling element is mounted to be movable, particularly in the direction of motion. The movement of the first coupling element can be understood, in particular, as movement of the first coupling element in the direction of motion relative to a housing element of the actuator device. Thus, the actuator device can have the housing element, which can also simply be referred to as the housing.

The first coupling element has at least one first coupling part, and the second coupling element has at least one second coupling part, which is specifically designed separately from the first coupling part. The coupling parts are guided to be movable between at least two positions in the direction of movement relative to each other, in particular translationally and/or rotationally. In other words, the coupling parts are movable relative to each other at least between the two positions in the direction of movement. The relative movement of the coupling parts can be understood, in particular, as movement of the first coupling part in the direction of movement relative to the second coupling part and/or movement of the second coupling part in the direction of movement relative to the first coupling part.

In one of the positions, the coupling device is in a coupled state. This means that the coupling device assumes the coupled state when the coupling elements are in the first position, that is, when they are in the first position relative to each other. In the coupled state, or in the first position, the coupling parts are engaged with each other, at least indirectly or directly. In other words, particularly with regard to the first and second positions exclusively, in the first position, or in the coupled state, the Coupling elements, in particular for torque and/or force transmission, are coupled to one another, for example, at least indirectly or directly. In the coupled state, or in the first position, the second coupling element can be driven by the electric machine or by the electric machine via the first coupling element, in particular through the coupling elements, thereby making the second coupling element movable in the direction of motion, in particular translationally and/or rotationally. In other words, in the coupled state, or in the first position, driving the first coupling element simultaneously drives the second coupling element. This means that moving the first coupling element in the direction of motion also causes the second coupling element to move in the same direction. The coupling described above can be understood to mean, in particular, mechanical coupling.

In the second position, the coupling device is in a decoupled state, distinct from the coupled state. In other words, the coupling device assumes the decoupled state when the coupling elements are in the second position, particularly relative to each other. In the decoupled state, or in the second position, the coupling elements do not engage. This means that in the second position, or in the decoupled state, the coupling elements are not engaged with each other. In other words, in the second position, or in the decoupled state, the coupling elements are decoupled from each other. This means that in the second position, or in the decoupled state, the coupling of the coupling elements does not occur. Because the coupling elements do not engage in the second position, or in the decoupled state, the second coupling element is not driven by the first coupling element. This means that when the first coupling element is driven by the electric machine, and thus moved in the direction of motion, the second coupling element is not driven. This means that the second coupling element is not driven and therefore does not move in the direction of motion. In other words, in the second position, or the decoupled state, driving the first coupling element by the electric machine does not result in the second coupling element being driven, and in particular, does not move in the direction of motion. Furthermore, because the coupling elements are not engaged in the second position, or the decoupled state, they are movable relative to each other in the direction of motion. This means that when the first coupling element is driven by the electric machine in the second position, or the decoupled state, the coupling elements move relative to each other, and in the direction of motion, the second coupling element is not driven by the electric machine or the first coupling element, and therefore does not move in the direction of motion. In other words, in the second position or in the decoupled state, when the first coupling element is driven, that is, in particular when the first coupling element is moved in the direction of movement, the second coupling element remains stationary.

Thus, a freewheel, particularly for the electric machine, can be achieved by means of the coupling device. This freewheel preferably allows, and especially with regard to the coupled and decoupled states exclusively, in the decoupled state the movement of the first coupling element in the direction of movement relative to the second coupling element and/or the movement of the first coupling element relative to the second coupling element in a second direction of movement opposite to the first direction of movement.

For example, it is provided that the component can be coupled to, or is coupled to, the actuator device via the second coupling element, in particular at least indirectly or directly, for example by transmitting torque and/or force, especially mechanically. This allows the component to be actuated via the second coupling element by means of the actuator device, i.e., in particular, driven to actuate it.

The invention is based in particular on the following findings and considerations: The actuator device, especially the electric motor, can in principle exhibit limitations in reliability, for example, signs of wear, if the actuator device is used only very rarely or remains idle for a particularly long period. This occurs, for example, if the actuation of the motor vehicle component is intended or carried out only in a special case, such as an emergency. However, such a special case may occur only very rarely or not at all during the lifetime of the motor vehicle. In such cases, it is particularly important that the actuator device functions with exceptional reliability. Using the actuator device according to the invention, the first coupling element can be driven by the electric machine in the second position, or in the decoupled state, without the second coupling element being driven or moving in the direction of motion. This allows the electric machine to be driven even when the vehicle component is not intended to be actuated or is not being actuated; that is, for example, at least one rotor and/or one output shaft of the electric machine can be rotated. The actuator device, and in particular the electric machine, can thus be operated even when the special case does not occur, i.e., when the component is not actuated. This minimizes wear on the actuator device, especially the electric machine, since such wear can result, for example, from particularly long periods of inactivity of the actuator device, especially the electric machine. This significantly increases the reliability of the actuator device, particularly the electric motor, so that the vehicle component, especially in this specific case, can be operated with exceptional reliability, meaning with exceptional safety. This significantly enhances safety against failure of the actuator device, particularly the electric motor.

The electric machine preferably has brushes, which can also be referred to as carbon brushes. The brush is, in particular, a sliding contact that can establish or does establish an electrical contact with a commutator and/or slip rings of the electric machine. This embodiment is based, in particular, on the understanding that if the electric machine is rarely used or operated, the brushes can stick together. However, by occasionally driving the first coupling element from the electric machine in the second position or in the decoupled state, the sticking of the brushes can be prevented. This means that the safety against the brushes sticking can be significantly increased. Although brushless electric machines are known from the prior art, these are usually particularly expensive and can also be larger than electric machines with such brushes. This allows the actuator device to be designed to be particularly cost-effective and/or particularly compact. In particular, a freewheel for electric motors with brushes can thus be enabled to prevent the brushes from sticking when not in use.

Furthermore, couplings that function in a force-controlled manner are known in principle from the prior art; however, these are particularly unsuitable or less appropriate for the present application, since the breakaway force of such a coupling is usually unknown. Moreover, in the actuator device according to the invention, the coupling and decoupling of the coupling elements can be implemented in a particularly cost-effective and/or particularly reliable manner.

In a further embodiment, it is provided that in the second position, or in the decoupled state, when the first coupling element is driven—that is, when the first coupling element is driven by the electric machine—the movement of the first coupling element relative to the second coupling element in the direction of movement occurs simultaneously, whereby the first coupling element can be moved, or is moved, from the second position to the first position. This means that the movement of the first coupling element, or the movement of the coupling elements, from the second position to the first position can be effected, or is effected, by the first coupling element being moved, in particular by the electric machine, in the direction of movement relative to the second coupling element, specifically when the distance over which the first coupling element is moved in the direction of movement relative to the second coupling element is greater than a threshold value, which is preferably predetermined or predefined. This threshold value is preferably determined structurally by the coupling device, in particular by the coupling components. In other words, when the first coupling element is driven by the electric machine, it is simultaneously moved from the second position to the first position. This allows the electric machine to drive both the second coupling element to actuate the component and the first coupling element without driving the second, in a particularly efficient manner. For example, if the second coupling element is to be driven to actuate the component, the movement distance simply needs to be selected or set so that it is greater than the threshold value.

In a further embodiment, it is provided that the coupling device will move during the relative movement of the coupling elements, that is to say, in particular Specifically, during the movement of the first coupling element relative to the second coupling element in the direction of movement, between the first and second positions, the coupling device is in a decoupled state. This means that when the first coupling element has been moved from the second position but is not yet in the first position, the coupling device remains in a decoupled state. In other words, when moving between the first and second positions in the direction of movement, the first coupling element passes through at least one intermediate position in which the coupling device is in a decoupled state. This allows the first coupling element to be moved from the second position while the coupling device remains in a decoupled state, thus enabling the first coupling element to be driven by the electric machine, particularly without the coupling device switching to a coupled state. This allows the actuator device, particularly the electric machine, to be used or moved particularly effectively, and in a sufficient manner, to prevent the aforementioned wear, especially the seizing of the brushes.

In a further embodiment, one of the coupling parts is designed as a wall that at least partially, and in particular predominantly or completely, defines a receiving opening. In other words, the receiving opening is at least partially formed by the wall. The receiving opening can be understood to be, in particular, the receiving opening of the coupling part that has the wall. Furthermore, the wall can be understood to be, in particular, the wall of the receiving opening. The other coupling part is also designed as a receiving element, which is movably positioned relative to the wall in the direction of movement, at least between the positions (i.e., the first position and the second position, and, for example, the intermediate position), for example, translationally and/or rotationally. In other words, the receiving element is arranged in the receiving opening, particularly in the first and second positions, so that it is movably positioned relative to the wall in the direction of movement, at least partially, and in particular predominantly or completely. This allows the coupling parts to be coupled and uncoupled from each other in a particularly simple and/or random manner.

In a further embodiment, the direction of movement is provided for as either translational or rotational. This means that by driving the first coupling element with the electric machine, the first coupling element is movable in the direction of movement, either translationally or rotationally, particularly relative to the housing element and/or relative to the second coupling element. Furthermore, the coupling elements are guided so that they can be moved translationally or rotationally relative to each other, at least between the two positions. In other words, the first coupling element and/or the second coupling element are mounted so that they can be moved translationally or rotationally in the direction of movement. This allows the component to be actuated in a particularly cost-effective and/or highly reliable manner.

In a further embodiment, the receiving opening is designed as an elongated slot. The elongated slot preferably extends circumferentially around the coupling element that has the elongated slot, in particular over an angle of at least 20°, at least 30°, at least 45°, or at least 60°. This means that the receiving opening is arc-shaped. The arc-shaped form can be understood to be, in particular, a circular shape, especially a circular segment shape. In other words, the direction of extension, in particular a main direction of extension, of the elongated slot preferably corresponds to the circumferential direction of the coupling element that has the elongated slot. This allows the coupling parts to be coupled to each other in a particularly simple and/or reliable manner. Furthermore, the movement distance or the aforementioned threshold value can be precisely adjusted by a dimension, in particular a length, of the elongated slot in its direction of extension.

In a further embodiment, the actuator device is designed to unlock a handle element intended for opening the lock of a wing element. This means that the aforementioned component is a locking device for securing the handle element, in particular for securing the handle element against unintentional movement. By actuating the component or the locking device, the handle element can be released, thereby moving it into an operating position to unlock the lock of the wing element. Thus, the lock of the wing element can be unlocked, in particular only, when the handle element has been released from the actuation of the locking device by means of the actuator device. This prevents, for example, the wing element from being opened in the event of a motor vehicle accident. The door can be opened, particularly manually. The suitability of the actuator device ensures that, in the event of an accident, the lock can be unlocked with exceptional reliability, or the handle can be moved into the operating position with exceptional reliability. This significantly enhances the safety of the vehicle. The wing element is designed, for example, as a door, particularly a side door.

A second aspect of the invention relates to a wing element for a motor vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, especially in its fully manufactured state, has the wing element. The wing element is understood to be a structural component that is movably, in particular pivotably, held or mounted on a body of the motor vehicle, for example, a self-supporting body, the interior of which is formed by the body, also referred to as the passenger cell, passenger compartment, or cabin. During a journey, persons such as the driver of the motor vehicle may be present in the interior. The wing element is thus, in the fully manufactured state of the motor vehicle containing the wing element, designed separately from the body and movably, in particular pivotably, held on the body. For example, the wing element is associated with an opening in the body. The wing element can be moved, in particular pivoted, relative to the body between a closed position and at least one open position, particularly while the wing element is connected to the body. In the closed position, the wing element closes at least part of the opening. In the open position, the wing element releases this portion of the opening. In particular, the wing element can be a door, also known as a vehicle door, especially a side door, so that the opening is designed, for example, as a side door or a rear door opening. Thus, for example, in the open position of the wing element, a person initially in the vicinity of the vehicle and the wing element can enter the interior through the released portion of the opening. Furthermore, a person initially inside the vehicle can exit through the released portion of the opening and thus access the surrounding area. It is also conceivable that the wing element is a flap, such as a tailgate or a front hatch. For example, the wing element could be a trunk lid, a trunk cover, or a hood. Thus, the opening in the bodywork can be, for example, a side or rear door opening, or a front or rear storage compartment opening, so that, for example, a storage compartment, particularly the trunk, at the front or rear of the vehicle can be accessed via the portion of the opening exposed when the wing element is in the open position. Therefore, the wing element is a separate component, designed independently of the bodywork, which is movable, particularly pivotable, and can be attached to or arranged on the bodywork.

The wing element comprises at least one base element, which is preferably designed as a solid body and is inherently rigid, i.e., dimensionally stable. Within the scope of this disclosure, an inherently rigid and thus dimensionally stable element, such as the base element, is understood to be an element that is not, for example, like a piece of fabric or a tensioning element designed as a rope, flexible and thus dimensionally unstable, and therefore only able to transmit tensile forces but not compressive forces. Rather, the element is inherently rigid and thus dimensionally stable, such that, when considered in isolation, the element retains its shape independently and can transmit both tensile and compressive forces.

The wing element also has a handle element formed separately from the base element, which is movable relative to the base element from a starting position to an operating position, in particular rotationally and/or translationally. The handle element can be referred to as a winglet or simply as a wing. For example, the handle element is held at least indirectly, in particular directly, on the base element and is movable relative to the base element from the starting position to the operating position, in particular rotationally and/or translationally, while the handle element is coupled to the base element, i.e., held on the base element. By moving the handle element relative to the base element from the starting position to the operating position, a lock by means of which the wing element, which can be arranged or is arranged between the closed position and the at least one open position, is movable, in particular pivotable, on a motor vehicle body, is to be secured in the closed position, in particular relative to the body, can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy.

The wing element, in particular the handle element, can, for example, have an operating element by which the lock can be electrically unlocked by operating, in particular by actuating, the operating element, thus effecting an electrical unlocking of the lock. For example, if the wing element is designed as a door, in particular as a side door, of a motor vehicle, the lock is a door lock or is then also referred to as a door lock. In particular, the lock can be an integral part of the wing element and thus be movable, in particular pivotable, with the wing element relative to the assembly between the closed position and the at least one open position. In particular, the operating element can be a mechanical operating element such as a knob, a push button, or a button. For example, the operating element can be moved, in particular rotationally and/or translationally, relative to a reference element of the wing element, in particular the handle element, which is designed in particular as a solid body, between a first operating element position and a second operating element position. By operating, in particular by actuating, the control element, the control element is moved, for example, from the first control element position relative to the reference element to the second control element position, whereby the lock can be electrically unlocked, thus the electrical unlocking of the lock can be effected.

The lock can be adjusted, for example, between a locked and an unlocked state. Unlocking the lock moves it from the locked to the unlocked state. If the sash is in the closed position and the lock is in the locked position, the sash is secured by the lock in the closed position and thus against unwanted movement relative to the frame into the open position, in particular by positive locking. To open the sash, i.e., to move it from the closed to the open position, the operating element is operated, particularly by a person. This electrically unlocks the lock, thus moving it from the locked to the unlocked state, allowing the sash to move relative to the frame from the closed to the open position.

For example, a locking element, such as a locking bolt (also called a lock bolt or locking bar), is attached to the structure, particularly to a vehicle pillar (e.g., a door pillar or body pillar). In the closed position of the sash and in the locked state, the lock, in particular a fork and/or rotary latch, interacts with the locking element, securing the sash in the closed position relative to the structure. For example, the lock has a first locking element, which may be the aforementioned fork and/or rotary latch. The locking element is also referred to as the second locking element. In the closed position of the sash and in the locked state, the first locking element interacts with the second locking element, securing the sash in the closed position relative to the structure. For example, the first lock element can be moved relative to a base element of the lock, and in particular relative to the second lock element (locking element), and especially relative to the base element, between a locked and an unlocked position, in particular translationally and/or rotationally. In the closed position of the sash element and in the locked position of the first lock element, the first lock element interacts, in particular positively, with the second lock element, thereby securing or ensuring that the sash element is secured in the closed position. The second lock element is attached to the body, at least indirectly, in particular directly, in such a way that relative movements between the body and the second lock element are prevented. In particular, the second lock element can be attached to the aforementioned vehicle pillar, and thus to the body, at least indirectly, in such a way that relative movements between the second lock element and the vehicle pillar, and thus relative movements between the second lock element and the body, are prevented. Unlocking the lock, for example, moves the first lock element from the locked position to the unlocked position, in which the first lock element no longer interacts with the second lock element. This releases the sash element for movement relative to its assembly from the closed position to the open position.

The characteristic is that by operating, in particular by activating, the control element The phrase "electrically unlockable lock" means, in particular, that, for example, operating the control element triggers an electrically operated lock actuator, which may be designed as an electric motor, in particular electrically. This activation of the lock actuator causes it to be electrically operated, so that, for example, the first lock element is moved from the locked position to the unlocked position by means of the lock actuator, particularly using electrical energy. This means that the first lock element is moved electrically from the locked position to the unlocked position, thereby unlocking the lock electrically, i.e., using the aforementioned electrical energy. Following the electrical unlocking of the lock, the movement of the sash element from the closed position to the open position can then be effected manually by a person, in particular by the aforementioned person manually exerting a force, in particular a pulling or pushing force, on the sash element, particularly via the handle element, and thus moving the sash element relative to the frame from the closed position to the open position. Furthermore, it is conceivable that, as a result of operation, the control element electrically moves the sash element from the closed position to the open position relative to the frame, i.e., using electrical energy, particularly after the lock has been electrically unlocked. For this purpose, an electrically operated motion device is provided, which includes, for example, the aforementioned electrically operated lock actuator and/or at least one other electrically operated motion actuator. As a result of operating the control element, the motion device is, for example, electrically activated, thereby electrically operating the motion device. This allows the motion device to move, in particular pivot, the sash element from the closed position to the open position relative to the frame, using electrical energy. Thus, the lock can be unlocked particularly conveniently, and the sash element can be opened particularly conveniently, i.e., moved from the closed position to the open position. It is conceivable that the wing element, in particular the handle element and especially the operating element, has at least one sensor, in particular an electrical or electrically operated sensor, by means of which an operation of the operating element, for example by a person, can be detected. Furthermore, it is conceivable that the operating element is or comprises a touch-sensitive surface, wherein the operating element can be operated by a person touching the touch-sensitive surface with one of their fingers. If, for example, the sensor detects an operation of the operating element by a person, i.e., in particular a movement of the operating element from the first operating element position to the second operating element position caused by a person, then, in particular as described above, the lock actuator is activated so that the lock is electrically unlocked by means of the lock actuator. The lock actuator can be a component of the wing element. Furthermore, it is conceivable that the sensor is a component of the wing element, in particular the handle element and especially the operating element. Furthermore, the lock can be a component of the wing element.

In principle, it is possible, for example as a result of a vehicle accident, that the control element and/or the sensor and/or the lock actuator may no longer receive electrical power, because, for example, the power supply to the control element and/or the lock actuator and/or sensor is damaged, interrupted, or destroyed. In that case, the lock may no longer be able to be unlocked electrically, because, for example, the lock actuator can no longer operate and/or because, for example, the sensor can no longer detect any operation or activation of the control element.

In order to unlock the lock nonetheless and thus open the wing element easily and quickly, thereby achieving particularly advantageous operation of the wing element, the handle element can be moved relative to the base element from the starting position to the operating position, in particular translationally and/or rotationally, whereby the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, and thus moved from the locked state to the unlocked state.

Thus, for example, after a vehicle accident, a person standing near the vehicle and therefore the wing element can act as a first responder by moving the handle from its initial position to the operating position, thereby quickly and easily opening the wing element. This allows for an emergency opening of the wing element. The person can then, for example, enter the interior and provide assistance to someone inside.

The wing element has a separate structure from the base element and separate from the stylus. The device is equipped with a locking mechanism that can be moved, in particular rotationally and/or translationally, from a locking position to a release position relative to the base element and relative to the handle element. In the locking position, the locking mechanism secures the handle element against movement from the initial position to the operating position. In other words, in the locking position, the locking mechanism prevents, i.e., prevents, movement of the handle element from the initial position to the operating position. Put another way, it is designed that in the locking position, the locking mechanism prevents, i.e., prevents, movement of the handle element from the initial position to the operating position. This prevents unwanted movements of the handle from its initial position to the operating position, for example, in a normal vehicle condition where no accident has occurred. This allows, for instance, a person in the vicinity of the vehicle to grasp the handle and exert force on the wing element to manipulate it, i.e., to move it relative to the vehicle's structure, without any unwanted movement of the handle from its initial position to the operating position. This ensures particularly advantageous operation of the wing element.

In the release position, the locking device allows the handle to move from its initial position to the operating position. In other words, the locking device in the release position enables the handle to move from its initial position to the operating position. This means that, for example, particularly after a vehicle accident, a person in the vicinity of the vehicle can quickly and easily move the handle from its initial position to the operating position when the locking device is in the release position, thus quickly and easily unlocking the lock and opening the door.

The wing element further comprises an actuator device according to the first aspect of the invention, which is designed separately from the base element, separately from the handle element, and separately from the locking device. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

Furthermore, it is provided that the safety device can be driven, or is driven, by the actuator device, in particular via the second coupling element, that is, specifically via the second coupling element driven by the first coupling element, and is thereby moved, or is moved, from the locked position to the unlocked position. In other words, when the safety device is driven by the actuator device, the movement of the safety device from the locked position to the unlocked position is simultaneous. This means that the movement of the safety device from the locked position to the unlocked position can be effected, or is effected, by the actuator device, in particular via the second coupling element.

For example, the wing element has a third coupling element that is rigid and preferably designed as a solid body, separate from the base element, the handle element, the locking device, and the actuator. This third coupling element is, for example, a rod, i.e., a connecting rod. The third coupling element is rigid and therefore dimensionally stable, so that both tensile and compressive forces, for example, between the actuator and the locking device, can be transmitted via the third coupling element. The locking device can be driven by the actuator via the third coupling element and thus moved from the locked position to the released position relative to the base element. Thus, the actuator can, for example, exert an actuating force on the third coupling element, which can be transmitted from the actuator to the locking device via the third coupling element, moving the locking device from the locked position to the released position. The actuating force can be either a tensile or a compressive force. Preferably, the third coupling element is connectable to or coupled with the actuator device on one side. Furthermore, the third coupling element is preferably coupled with the safety device on the other side. Most preferably, the third coupling element is pivotally coupled to the safety device on the other side.

For example, if a sensor device in the motor vehicle detects, in particular records, an actual accident involving the motor vehicle, and/or if an electronic computing device in the motor vehicle determines, in particular calculates, that a If the probability of a future accident involving the vehicle exceeds a predefined or predetermined threshold, the actuator device is activated, particularly electrically. This activation, particularly electrically, causes the actuator device to drive the safety device, especially via the second and/or third coupling element, thereby moving it from the locked position to the unlocked position. Consequently, after the accident, a person in the vicinity of the vehicle can easily and quickly move the handle from its initial position to the operating position, thereby opening the wing element and, for example, gaining access to the interior.

The invention is based in particular on the following findings and considerations: The electric motor, which, for example, has brushes, can release a mechanical emergency release mechanism for the wing element in or after a crash. This means that the locking device can be moved into the release position. However, for a large part of a vehicle's lifespan, the electric motor is generally never used. In the decoupled state, the electric motor can be used without moving the second coupling element and, in particular, without actuating the locking device, i.e., without moving it into the release position. This significantly reduces the risk of the electric motor's brushes sticking. As a result, the emergency release mechanism can function with exceptional reliability. Alternative solutions, such as simply unlocking and relocking the locking device using the actuator at intervals during the vehicle's lifespan, could lead to the handle being locked in an incorrect position. Furthermore, it may be less advantageous to rely solely on a functional test during servicing for the electric machine, as some customers, especially towards the end of their vehicle's life, no longer go for servicing.

Preferably, the handle element is an external handle element, particularly one located on the outside of the door, and is therefore preferably arranged on the outer side of the wing element. In the installed position of the wing element, which it assumes when the motor vehicle containing the wing element is fully assembled, and in the closed position of the wing element, the outer side of the wing element faces outwards, particularly in the transverse direction of the motor vehicle, away from the interior and towards the surroundings of the motor vehicle. Especially when the wing element is a door, particularly a side door, of the motor vehicle, the handle element is thus a door handle, specifically an external door handle, and therefore an external door handle. This ensures particularly advantageous operation of the wing element.

For example, if the wing element is designed as a door, particularly a side door, of the motor vehicle, the wing element has a door sill, which is also simply referred to as a sill or window sill. In particular, the sill is or forms an edge, especially a lower edge, by which, for example, a window opening for a pane, particularly a translucent pane, especially a side pane, of the wing element is at least partially bounded, particularly in the installed position of the wing element and in the closed position of the wing element in the vertical direction of the motor vehicle. It is provided, for example, that the handle element is arranged above the door sill, at least in the initial position and preferably also in the operating position, in the vertical direction of the motor vehicle, particularly at least in the closed position of the wing element and in the installed position of the wing element.

A third aspect of the invention relates to a motor vehicle comprising at least one actuator device according to the first aspect of the invention and/or at least one wing element according to the second aspect of the invention. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

A fourth aspect of the invention relates to a method for operating an actuator device according to the first aspect of the invention, in particular a method for operating a motor vehicle according to the third aspect of the invention.

In this method, the first coupling element is driven by means of the electric machine, whereby the first coupling element is moved in the direction of movement, in particular relative to the housing element and/or relative to the second coupling element.

Preferably, the coupling elements are designed to move from the second position to the first position in the direction of movement relative to each other without reaching the first position. This means In particular, the first coupling element is moved in the direction of motion relative to the second coupling element without reaching the first position. In other words, when the first coupling element is driven by the electric machine, it is moved in the direction of motion relative to the second coupling element, and thus moved from the second position, but without reaching the first position. This means that the movement of the coupling elements, or the first coupling element, to the first position does not occur. Therefore, the coupling device remains in a decoupled state. The electric machine can thus be driven, especially actively, while the coupling device remains in a decoupled state, so that despite the movement of the first coupling element relative to the second coupling element, the driving or movement of the second coupling element does not occur. This allows for a targeted reduction in wear and tear of the actuator device, especially the electric machine. This significantly increases the reliability of the actuator device, especially the electric machine.

Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and/or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or individually.

• 1 ausschnittsweise eine schematische Perspektivansicht eines erfindungsgemäßen Kraftfahrzeugs mit wenigsten einem erfindungsgemäßen Flügelelement; und
• 2 eine schematische Perspektivansicht einer ersten Baueinheit des erfindungsgemäß Flügelelements, wobei die erste Baueinheit ein Griffelement des Flügelelements aufweist; und
• 3 eine schematische Perspektivansicht einer zweiten Baueinheit des erfindungsgemäßen Flügelelements, wobei die zweite Baueinheit einen erfindungsgemäßen Aktuatorvorrichtung des Flügelelements aufweist; und
• 4 ausschnittsweise eine schematische Perspektivansicht des Griffelements; und
• 5 eine schematische Darstellung einer erfindungsgemäßen Aktuatorvorrichtung; und
• 6 eine schematische Darstellung einer Koppeleinrichtung einer erfindungsgemäßen Aktuatorvorrichtung.

The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. These show:

• 1 a partial schematic perspective view of a motor vehicle according to the invention with at least one wing element according to the invention; and
• 2 a schematic perspective view of a first assembly of the wing element according to the invention, wherein the first assembly comprises a handle element of the wing element; and
• 3 a schematic perspective view of a second assembly of the wing element according to the invention, wherein the second assembly comprises an actuator device of the wing element according to the invention; and
• 4 a partial schematic perspective view of the handle element; and
• 5 a schematic representation of an actuator device according to the invention; and
• 6 a schematic representation of a coupling device of an actuator device according to the invention.

The figures contain identical or functionally equivalent elements with the same reference times.

1 Figure 1 shows a partial schematic perspective view of a motor vehicle 1, in this case designed as a passenger car, whose interior, also referred to as passenger compartment or cabin, is formed by a body of the motor vehicle 1, in particular a self-supporting body. The motor vehicle 1 has at least one wing element 2, which in the embodiment shown in the figures is designed as a door, in particular a side door. The door is also referred to as a motor vehicle door. A body opening is associated with the wing element 2, the body opening being designed as a side door opening. The wing element 2 is held on the body so as to be movable, in particular pivotable, between a closed position and at least one open position relative to the body. 1 In the closed position shown, the wing element 2 closes at least a portion of the opening. In the open position, the wing element 2 releases at least this portion of the opening, allowing, for example, a person initially located in the vicinity 3 of the vehicle 1 and thus of the wing element 2 to enter the interior through the released portion of the opening. Furthermore, a person initially located in the interior can exit the interior through the released portion of the opening and thus access the vicinity 3.

Out of 2 It is evident that the wing element 2 has a first structural unit 11, which has a self-stiffening first base element 4 designed as a solid body. For example, the first base element 4 is a first plate. For example, the base element 4 is a first beam, in particular a first beam plate. From 3 It can be seen that the wing element 2 has a second structural unit 37, which has a second base element 5. The second base element 5 is inherently rigid and a solid body. In particular, the second base element 5 is a second plate. For example, the second base element 5 is a second beam, in particular a second beam plate. The base elements 4 and 5 are made separately from each other. formed and at least indirectly, especially directly, connected to each other.

The wing element 2 has a handle element 7 that is separate from the base elements 4 and 5 and is held on the base element 4, bypassing the base element 5, in such a way that the handle element 7 can be moved relative to the base elements 4 and 5 from a starting position AS to an actuation position, in particular rotationally and/or translationally. The feature that the handle element 7 is held on the base element 4 bypassing the base element 5 means that the handle element 7 is not held on the base element 4, or not solely by the base element 5.

The motor vehicle 1, in particular the wing element 2, has a lock (not visible in the figures) by means of which the wing element 2 is secured relative to the body in the closed position. In the embodiment shown in the figures, the lock is an integral part of the wing element 2 and is therefore movable with the wing element 2 relative to the body of the motor vehicle 1 between the open and closed positions, in particular pivotable with it. Since the wing element 2 in the embodiment shown in the figures is designed as a door, in particular a side door, the lock is designed as a door lock. By means of the lock, the wing element can be held in the closed position relative to the body and thus secured in the closed position, so that the wing element 2 can be secured by means of the lock against movement relative to the body from the closed position to the open position. For this purpose, the lock is locked in the closed position of the wing element 2, that is, it is set to a locked state. By moving the handle element 7 from the initial position AS to the operating position, the lock can be unlocked mechanically, in particular purely mechanically and thus without the use of electrical energy, and thus moved from the locked state to an unlocked state. By moving, and thus converting, the lock from the locked state to the unlocked state, the lock releases the wing element 2, which is initially in the closed position, for movement relative to the body of the motor vehicle 1 from the closed position to the open position.

For example, wing element 2 features a 2 A recognizable, flexible, and therefore shape-unstable traction element 35 is provided, which is designed, for example, as a rope or cable pull, in particular as a Bowden cable. By moving the handle element 7 from the initial position AS to the operating position, the aforementioned lock can be actuated via the traction element 35 and thereby mechanically, in particular purely mechanically, unlocked.

Out of 4 It can be seen that the wing element 2 has a locking device 19, which is separate from the base elements 4 and 5 and separate from the handle element 7. This locking device is movable relative to the base elements 4 and 5 and relative to the handle element 7 from a locking position ST to a release position. In the locking position ST, the locking device 19 secures the handle element 7 against movement from the initial position AS to the operating position. This means that in the locking position ST, the locking device 19 prevents, i.e., blocks, movement of the handle element 7 from the initial position AS to the operating position. In the release position, the locking device 19 allows movement of the handle element 7 from the initial position AS to the operating position. In other words, in the release position, the locking device 19 releases the handle element 7 for movement from the initial position AS to the operating position.

The locking device 19 comprises a first locking element 20 and a second locking element 21. Each locking element 20, 21 is formed separately from the base elements 4 and 5. The locking element 20 is movably held on the base element 4, particularly bypassing the base element 5, such that the locking element 20 can be moved relative to the base element 4 and relative to the base element 5 from a first locking element position S1 to a second locking element position. The locking element 20 can be pivoted and thus moved about an element pivot axis relative to the base element 4 from the first locking element position S1 to the second locking element position. The locking element 21 is held on the base element 4, particularly bypassing the base element 5, such that the locking element 21 is movable relative to the base elements 4 and 5 from a third locking element position S3 to a fourth locking element position. In the embodiment shown in the figures, the locking element 21 is displaceable relative to the base elements 4 and 5 from the third locking element position to the fourth locking element position. The locking elements 20 and 21 are designed separately from each other and coupled to each other, so that by moving the locking element 20 from the first locking element position S1 to the second locking element position, the locking element 21 is movable from the third locking element position S3 to the fourth locking element position. In the third locking element position S3, the locking element 21 is displaced from the third locking element position S3 to the fourth locking element position S3. The locking element 21 secures the handle element 7 against movement of the handle element 7 from the initial position AS to the operating position. In the fourth locking element position, the locking element 21 releases the handle element 7 for movement from the initial position AS to the operating position.

The assembly 37, and thus the wing element 2, comprises an actuator device 23, also referred to as an actuator or actuator, which is separate from the base elements 4 and 5, the handle element 7, and the locking device 19. This actuator device 23 is electrically operated and is held, for example, by means of the first base element 4 on the base element 5. The locking device 19 can be driven by the actuator device 23 and thus moved from the locked position ST to the released position.

The wing element 2, for example, has a self-supporting coupling element 24, which is separate from the base elements 4 and 5, and separate from the handle element 7, separate from the locking device 19, and separate from the actuator device 23. In the embodiment shown in the figures, this coupling element 24 is designed as a connecting rod. To distinguish it from other coupling elements, which will be referred to later, this coupling element 24 can be designated as the third coupling element 24. The third coupling element 24 is coupled to the actuator device 23, in particular by means of a hinge and, most importantly, by means of a rotatable connection. On the other hand, the third coupling element 24, as will be explained in detail below, is articulated to the locking device 19, particularly via the locking element 20. In other words, for example, only the third coupling element 24 is coupled to the locking element 20 and thus, via the locking element 20, to the locking device 19, so that the locking element 21 is coupled to the third coupling element 24 by means of the locking element 20. The third coupling element 24 can be driven by means of the actuator device 23 and is thereby movable relative to the base elements 4 and 5 and also preferably relative to the handle element 7, for example, from a first coupling element position to a second coupling element position, in particular translationally and/or rotationally. By moving the third coupling element 24 from the first coupling element position to the second coupling element position, the locking element 21 can be driven and thus moved from the first locking element position S1 to the second locking element position. This allows the locking element 21 to be moved from the third locking element position S3 to the fourth locking element position. Therefore, the locking device 19 can be driven by the actuator device 23 via the third coupling element 24 and thus moved from the locking position ST to the release position. In the locking position ST, the locking element 20 is in the first locking element position S1, and in the locking position ST, the locking element 21 is in the third locking element position S3. In the release position, the locking element 20 is in the second locking element position, and in the release position, the locking element 21 is in the fourth locking element position.

In the embodiment shown in the figures, the third coupling element 24 can be driven by means of the actuator device 23 and is thereby movable upwards in the vertical direction of the vehicle 1, in particular translationally, whereby the locking device 19 can be moved from the locked position ST to the released position. This enables an emergency opening of the wing element 2.

Out of 1 It is evident that the wing element 2 has an outer skin, also referred to as the overall outer skin 10, which, in the closed position of the wing element 2, is directed outwards, particularly in the transverse direction of the vehicle 1, away from the interior and towards the surroundings 3 of the vehicle 1. The overall outer skin 10 can be perceived visually and haptically by a person located in the surroundings 3, that is, seen and, in particular, directly touched. For example, the wing element 2 has an outer cladding element 9, referred to as an outer trim element or simply as a paneling element, which forms a first area B1 of the overall outer skin 10. The outer paneling element 9 is, for example, formed separately from the body shell of the wing element 2 and is thus indirectly, and in particular directly, held to the body shell, so that, for example, at least in the closed position of the wing element 2, the body shell is at least partially covered and thus clad by the outer paneling element 9 in the transverse direction of the vehicle 1. The handle element 7 is an external handle element, in this case, on the outside of the door, and is thus designed as an external handle, that is, as an external door handle. The wing element 2 has an outer surface A which, in the closed position of the wing element 2, faces outwards, particularly in the transverse direction of the vehicle 1, away from the interior and towards the surroundings 3. The handle element 7 is arranged on the outer surface A. A second area B2 of the overall outer skin 10 is formed by the handle element 7. In particular, the Handle element 7 has an outer skin which is visually and haptically perceptible to a person in the vicinity 3, at least when the wing element 2 is in the closed position. The outer skin of the handle element forms the second area B2.

The handle element 7 has a first sub-area, also referred to as the first body part, which forms a first part of the handle element's outer skin and has a first extension direction, thus extending along this first extension direction. It is conceivable that the first sub-area projects from a base body of the wing element 2 in or along this first extension direction. In the installed position of the wing element 2, whose installation position in 1 As shown, in the closed position of the wing element 2, for example, the first extension direction runs in the transverse direction of the vehicle, in particular outwards and thus towards the surroundings 3 and away from the interior. Therefore, it is preferably provided that the first partial region of the handle element 7 projects from the base body in the first extension direction. The base body is, for example, another outer paneling element of the wing element 2, wherein, for example, a third region of the overall outer skin 10 is formed by the further outer paneling element. In particular, for example, the first partial region projects from the outer paneling element 9 along or in the first extension direction, especially in the closed position of the wing element 2, outwards in the transverse direction of the vehicle 1 and thus towards the surroundings 3. Furthermore, the handle element 7 has a second partial region, also referred to as the second body part, which forms a second part of the handle element's outer skin. The second section of the handle element 7 adjoins the first section of the handle element 7, in particular an end of the first section of the handle element 7 facing away from the base body, wherein the second section of the handle element 7 projects from the first section of the handle element 7 in a second extension direction that runs obliquely or perpendicularly to the first extension direction. This means, for example, that the second section of the handle element 7 is spaced apart from the base body and arranged in at least partial overlap with the base body. In particular, the second section of the handle element 7 extends along the second extension direction. In the installed position of the wing element 2 and in the closed position of the wing element 2, for example, the second extension direction runs upwards in the vertical direction of the vehicle 1, or the second extension direction points upwards in the vertical direction of the vehicle 1. For example, in the installed position of the wing element 2, which assumes its installed position in the fully manufactured state of the motor vehicle 1 comprising the wing element 2, and in the closed position of the wing element 2, the second part of the handle element overlaps inwards in the transverse direction of the motor vehicle 1 and thus towards the interior by the base body and/or, for example, by a part of the third part. This allows, for example, a person located in the vicinity 3 to grasp the handle element 7, in particular the second part of the handle element 7, with their hand in a particularly advantageous and ergonomic way, especially by grasping behind it, in such a way that, for example, the person can move at least one or more of their fingers between the second part of the handle element 7 and the base body. The person can then exert a force on the handle element 7 in a particularly advantageous way in order to handle the wing element 2, that is, to be able to move it relative to the structure, in particular to pivot it.

To achieve a particularly advantageous haptic and, in particular, ergonomic and comfortable operation of the wing element 2, it is preferably provided that, by having the second sub-section of the handle element 7 project from the first sub-section of the handle element 7 in the second direction of extension, the handle element 7, especially when considered as a whole, is L-shaped or V-shaped. The sub-sections of the handle element 7 form the L-shape or the V-shape, with each sub-section being the respective leg of the L-shape or the V-shape. It is particularly provided that the handle element 7 is connected to a base body via the first sub-section of the handle element 7.

Since the wing element 2 in the embodiment shown in the figures is designed as a door, in particular as a side door, the wing element 2 has a door sill 26, also referred to as a parapet or window sill. Furthermore, the wing element 2 comprises a side pane 27, also simply referred to as a pane, which is translucent and which, for example, is displaceable relative to the outer paneling element 9 and/or relative to the base body and/or relative to the body shell in the installed position of the wing element 2 in the vertical direction of the motor vehicle 1, i.e., is particularly translationally movable. In particular, the side pane 27 is located between a 1 The closed position shown and the open position relative to the building shell and/or the external cladding element 9 are movable, i.e., repositionable. The door sill 26 also serves as a window frame. The window area 28, as described in the figures, is defined, particularly in the installation position of the sash element 2 in the vertical direction of the vehicle 1, extending downwards. In the embodiment shown in the figures, the window area 28 is a window opening, also referred to as a window opening, which is defined, for example, by a window frame of the sash element 2, wherein, for example, the window frame includes the door sill 26. In the closed position, the side window 27 is arranged in the window area 28, in particular such that the window area 28 is at least partially, and in particular at least predominantly and thus at least more than halfway or completely, closed by the side window 27. In particular, it is provided that, in the closed position of the side window 27, the door sill 26 adjoins the side window 27 downwards in the installation position of the sash element 2 in the vertical direction of the vehicle 1. It can be seen that in the installed position of the wing element 2 and at least in the closed position of the wing element 2, the handle element 7 is arranged at least in the initial position AS and preferably also in the actuation position in the upward direction of the motor vehicle 1 above the door sill 26.

5 Figure 1 shows a schematic representation, in particular a schematic side view, of the actuator device 23, which in the exemplary embodiment is designed to actuate the locking device 19, that is, in particular to move the locking device 19 into the release position ST. Thus, in this case, the actuator device 23 is designed to unlock the handle element 7 provided for opening the lock of the wing element 2.

As in 5 As shown, the actuator device 23 includes an electric machine 38. Furthermore, the actuator device 23 includes a coupling device 39, which is designed separately from the electric machine 38. The coupling device 39 comprises a first coupling element 40 and a second coupling element 41, which is designed separately from the first coupling element 40. It is provided that the first coupling element 40 can be driven by or is driven by the electric machine 38 and is thereby movable in a direction of movement 42, in particular translationally or rotationally. In the exemplary embodiment, the direction of movement 42 is a rotational direction of movement. Alternatively, however, a translational direction of movement 42 is also possible. Thus, the first coupling element is rotatably mounted about a first axis of rotation 43, whereby the first coupling element 40 is rotatable or rotated about the first axis of rotation 43 by the electric machine 38. The direction of movement 42 can therefore also be referred to as the direction of rotation. The second coupling element 41 is rotatably mounted about a second axis of rotation 44. The axes of rotation 43 and 44 are, for example, arranged parallel to each other, in particular as coaxial cables.

In the 5 and In the embodiment shown in Figure 6, the actuator device 23 has a first shaft 45 rotatable about the first axis of rotation 43, to which the first coupling element 40 is connected, in particular in a rotationally fixed manner. The first coupling element 40 is, for example, designed as a disk which is rotationally fixed to the first shaft 45, in particular arranged directly on or attached to the first shaft 45. The first coupling element 40 can be driven by the electric machine 38 via the first shaft 45 and is thereby rotatable about the first axis of rotation 43. The first shaft 45 is, for example, an output shaft of the electric machine 38 or another shaft, in particular designed separately from the output shaft, which is, for example, coupled to the output shaft and is thereby driven by the output shaft.

In the 6 In the illustrated embodiment, the actuator device 23 has a second shaft 46, which is formed separately from the first shaft 45 and is rotatable about the second axis of rotation 44. In this embodiment, the second coupling element 41 is connected to the second shaft 46 in a rotationally fixed manner, in particular directly. The second coupling element 41 is designed as a disk, which is arranged on or connected to the second shaft 46 in a rotationally fixed manner. The second shaft 46 can also be referred to as the drive shaft. For example, the actuator device 23 can be coupled to the locking device 19 via the second shaft 46, in particular by means of the third coupling element 24, in order to drive the locking device 19, thereby allowing the locking device 19 to be moved, in particular from the locked position ST to the released position.

In 6 The coupling device 39 is shown in a schematic representation, in particular a schematic front view. As in 5 and 6 As shown, the first coupling element 40 has a first coupling part 47, and the second coupling element 41 has a second coupling part 48. In this case, the second coupling part 48 has at least one bearing surface 49. The first coupling part 47 can be integrally formed with a base body of the first coupling element, in particular a disc-shaped one. The first coupling element 48 can be formed as a single unit with a base body, in particular a disc-shaped base body, of the second coupling element 41. Alternatively, the second coupling element 48 can be formed as a single unit with a base body, in particular a disc-shaped one, of the second coupling element 41. Alternatively, the second coupling element 48 can be formed as a separate unit with the base body of the second coupling element 41.

In this embodiment, the second coupling part 48 is configured as a wall 50. The wall 50 at least partially, and in particular predominantly or completely, defines a receiving opening 51 of the second coupling element 41. In this embodiment, the first coupling part 47 is configured as a receiving element 52, which is movably received in the direction of movement 42 relative to the wall 50 or the second coupling part 48, respectively, at least between at least one first position and at least one second position. In this embodiment, the receiving opening 51 is configured as an elongated slot. Furthermore, the receiving element 52 is configured, for example, as a pin.

In one of the positions, the coupling device 39 is in a coupled state in which the coupling elements 47, 48, in particular via the contact surface 49, are in direct engagement with each other, for example, by means of direct engagement. In this coupled state, the second coupling element 41 can be driven, or is driven, by the electric machine 38 via the first coupling element 40, and is thereby movable, in particular in the direction of movement 42, that is, rotatable, or is rotated, about the second axis of rotation 46. The aforementioned engagement of the coupling elements 47, 48 is achieved, for example, by the first coupling element 47 acting on the second coupling element 48, in particular at the contact surface 49, for example, directly, in particular mechanically. Thus, in the first position or coupled state, the first coupling part 47 is in contact with the second coupling part 48, that is, in this case, with the transition 50 or the contact surface 49. In particular, the aforementioned engagement causes the second coupling part 48 to be movable together with the first coupling part 47, and thereby, in particular, the second coupling element 41 moves together with the first coupling element 40, whereby, in particular, no relative movement occurs between the coupling elements 41 and 40, in particular between the coupling parts 47 and 48. This relative movement is, in particular, a relative movement in the direction of movement 42. Furthermore, "moving together" can be understood to mean, in particular, movement in the direction of movement 42.

In the second position, the coupling device 39 is in a decoupled state 53, in which the coupling elements 47, 48 do not engage. As a result, in the second position, or in the decoupled state 53, the second coupling element 41 is not driven by the first coupling element 40, and the coupling elements 40, 41, in particular the coupling elements 47, 48, can be engaged or moved relative to each other in the direction of movement 42. This relative movement in the decoupled state 53 occurs particularly when the first coupling element 40 is driven by the electric machine 38. In the decoupled state 53, the aforementioned co-movement is specifically prevented. The failure of the coupling parts 47, 48 to engage in the decoupled state 53 is caused in this case by the fact that the coupling parts 47, 48 are spaced apart from each other in the direction of movement 42, for example in the circumferential direction 54 of the second coupling element 41.

This allows the second coupling element 41 to remain stationary in the decoupled state 53, thereby preventing, in particular, the actuation of the safety device 19, i.e., specifically the movement of the safety device 19 into the release position, even though the electric machine 38 can be operated and, for example, its output shaft can move. This minimizes wear on the electric machine 38. In particular, it prevents the brushes of the electric machine 38 from becoming clogged, since the electric machine 38 can, for example, be operated occasionally, and specifically without any unintended actuation of the safety device 19.

In this embodiment, the elongated hole, i.e., the receiving opening 51, extends in the circumferential direction 54 of the second coupling element 41. This means that one extension direction 55, in particular the main extension direction, of the receiving opening 51 extends in the circumferential direction 54. Here, the conversion 50, in particular the bearing surface 49, is arranged at one end at the receiving opening 51, i.e., at a first end 56 of the receiving opening 51. In particular, the first coupling part 47 is located in the first position, i.e., in the coupled state, at the first end 56. Here, the receiving opening 51 has a second end 57 at the other end in the circumferential direction 54, i.e., in the extension direction 55. The ends 56 and 57 are thus located, in particular, in the circumferential direction 54 and the first end 56, respectively. The receiving opening 51 has different ends 56, 57, in particular opposite to each other, in the direction of movement 55. In the exemplary embodiment, in the second position the first coupling part 47 is located, in particular directly, at the second end 57. Thus, the receiving opening 51 is in particular a free space provided for the first coupling part 47, which is larger, in particular in the circumferential direction 54, for example at least twice or at least three times, four times or at least five times, than the first coupling part 47, in particular than the first coupling part 47 extends in the circumferential direction 54.

In the exemplary embodiment, it is provided that in the second position, or in the decoupled state, when the first coupling element 40 is driven by the electric machine 38, the movement of the first coupling element 40, in particular the rotation of the first coupling element 40 about the first axis of rotation 45, relative to the second coupling element 41 in the direction of movement 42, occurs simultaneously, whereby the first coupling element 40 can be moved from the second position to the first position, or is moved. This means that, as a consequence of driving the first coupling element 40, the movement of the first coupling element 40 from the second position to the first position can be effected, or is effected. Furthermore, it is provided here that the coupling device 39 is in the decoupled state 53 in the direction of movement between the first and second positions during the relative movement of the coupling elements 40, 41, that is, during the movement of the first coupling element 40 relative to the second coupling element 41. Thus, a freewheel can be effected, particularly in the decoupled state 53, in which the first coupling element 40 can be moved relative to the second coupling element 41 in the direction of movement 42 without the second coupling element 41 being driven, and especially as long as the first coupling element 40 is not in the first position, but, for example, in the second position or in an intermediate position 58. 6 The first coupling element 40 is in such an intermediate position 58. Thus, the second coupling element 41 is a disc, in particular a drive disc, with the freewheel in the elongated hole.

In the exemplary embodiment, the elongated hole extends in the circumferential direction 54 over an angle 59 of at least 20 degrees, 30 degrees, 42 degrees or at least 60 degrees. Thus, it can be provided that the first coupling part 47 passes through the angle 59 when moving from the second position to the first position and/or when moving from the first position to the second position, that is, for example, when moving between the ends 56, 57 in the circumferential direction 54, traversing the angle 59.

Overall, it is evident that the coupling elements 40, 41 are designed as disks, which can also be described as disk geometries. One of these disks has a radial elongated hole of any or required length or angle 59, and the other disk has a pin that overlaps into the elongated hole. This allows the electric machine 38, or the coupling element 47, to move back and forth within the elongated hole, particularly in the circumferential direction 54, over its lifetime without moving an emergency release mechanism for unlocking the wing element 2 from its position. This mechanism can be understood to be, in particular, the locking device 19, or the movement of the locking device 19 from the locked position to the released position. This allows the brushes of the electric machine to move, particularly occasionally, and thus prevents them from becoming stuck over their lifetime.

A coupling, in particular a mechanical coupling, of the second coupling element 41, in particular the second shaft 46, with the locking device 19, in particular via the third coupling element 24, can also be referred to as the exit to the emergency opening or a mechanism provided for the emergency opening and is in 6 This is illustrated by means of an arrow 60. This coupling or exit of the emergency opening can be achieved, for example, by means of self-locking, clipping or spring tension, and in particular held in its position.

Reference symbol list

1

motor vehicle

2

wing element

3

Vicinity

4

first basic element

5

second basic element

7

Handle element

9

Exterior cladding element

10

total outer skin

11

first building unit

19

Safety device

20

first safety element

21

second safety element

23

actuator device

24

third coupling element

26

Door sill

27

side window

28

disc area

35

Traction

37

second building unit

38

electric machine

39

Coupling device

40

first coupling element

41

second coupling element

42

Direction of movement

43

first axis of rotation

44

second axis of rotation

45

first wave

46

second wave

47

first coupling part

48

second coupling part

49

Impact area

50

wall

51

opening

52

Recording element

53

decoupled state

54

Circumferential direction

55

Direction of extension

56

first end

57

second ending

58

Intermediate position

59

angle

60

Arrow

A

Outside

AS

Starting position

B1

first area

B2

second area

S1

first safety element position

S3

third safety element position

ST

Security position

Claims (10)

Actuator device (23) for a motor vehicle (1), comprising an electric machine (38) and a coupling device (39), which has a first coupling element (40) that can be driven by the electric machine (38) and thereby moved in a direction of movement (42), and a second coupling element (41), wherein: • the first coupling element (40) has a first coupling part (47) and the second coupling element (41) has a second coupling part (48), • the coupling parts (47, 48) are guided movably relative to each other between at least two positions in the direction of movement (42), • in a first of the positions the coupling device (39) is in a coupled state in which the coupling parts (47, 48) are engaged with each other, whereby in the coupled state the second coupling element (41) can be driven by the electric machine (38) via the first coupling element (40), and • in the second of the positions the coupling device (39) is in a decoupled state (53) in which the engagement of the coupling parts (47, 48) ceases, whereby in the decoupled state (53) the driving of the second coupling element (41) via the first coupling element (40) ceases and the coupling elements (47, 48) are movable relative to each other in the direction of movement (42). Actuator device (23) according Claim 1 , characterized in that in the second position, when the first coupling element (40) is driven, the movement of the first coupling element (40) relative to the second coupling element (41) in the direction of movement (42) is accompanied by the movement of the first coupling element (40), whereby the first coupling element (40) can be moved from the second position to the first position. Actuator device (23) according Claim 1 or 2 , characterized in that the coupling device (39) is in the decoupled state (53) during the relative movement of the coupling elements (37, 38) between the first and the second position. Actuator device (23) according to one of the preceding claims, characterized in that the direction of movement (42) is a translational or rotational direction of movement (42). Actuator device (23) according to one of the preceding claims, characterized in that one of the coupling parts (48) is designed as a wall (50) which at least partially limits a receiving opening (51), and the other of the coupling parts (47) is designed as a receiving element (52) which is movably received in the receiving opening (51) in the direction of movement (42) between the positions relative to the wall (50). Actuator device (23) according Claim 5 , characterized in that the receiving opening (51) is designed as an elongated hole, which preferably extends in the circumferential direction (54) of the coupling elements (40, 41) having the elongated hole, in particular over an angle (59) of at least 20 degrees, 30 degrees, 45 degrees or 60 degrees. Actuator device (23) according to one of the preceding claims, characterized in that the actuator device (23) is designed to unlock a handle element (7) provided for opening a lock of a wing element (2). Wing element (2) for a motor vehicle (1), comprising at least one base element (4), a handle element (7) formed separately from the base element (4) and movable relative to the base element (4) from a starting position (AS) to an operating position, thereby mechanically unlocking a lock by means of which the wing element (2), which can be movably arranged on a body of the motor vehicle between a closed position and at least one open position, is to be secured in the closed position, a locking device (19) formed separately from the base element (4) and separately from the handle element (7), which is movable relative to the base element (4) and relative to the handle element (7) from a locking position (ST), in which the handle element (7) is secured against movement from the starting position (AS) to the operating position by the locking device (19), to a release position, in which the locking device (19) permits movement of the handle element (7) from the starting position (AS) to the operating position, and a separately from the base element (4), separately from the handle element (7) and separately from the locking device (19) according to one of the preceding claims, wherein the locking device (19) can be driven by the actuator device (23) and can thereby be moved from the locking position (ST) to the release position. Motor vehicle (1) with at least one actuator device (23) according to one of the Claims 1 until 7 and/or with at least one wing element (2) according Claim 8 . Method for operating an actuator device (23) according to one of the Claims 1 until 8 , in which the first coupling element (40) is driven by means of the electric machine (38), whereby preferably the coupling elements (40, 41) are moved in the direction of movement (42) relative to each other from the second position without reaching the first position.