Patent Publication Number: US-2022213728-A1

Title: Self-locking electronic vehicle charge port door assembly

Description:
The invention pertains to the domain of door assemblies for vehicles, and more particularly concerns a door assembly for the charge port of an electric vehicle. 
     The charge port for plug-in hybrid and electric vehicles usually is externally mounted, thereby allowing easy access to the user. In the same way as a fuel filler door or flap on a conventional vehicle protects the fuel port, a charge port door or charge port flap is used to protect the charge port from all weather conditions as well as unwanted access or tampering. 
     For premium electric or hybrid vehicles, the opening and closing charge port door is actuated by a electrical actuator mechanism that opens automatically and thus does not require the user to actuate nor manipulate the charge port door himself. It is sought that during the opening movement of the charge port door, the charge port door remains as close as possible from the outer surface of the vehicle skin and that at the very least, the charge port door protrudes as little as possible from the outer surface of the vehicle skin. Such arrangement is safer against accidental snatching of the charge port door. This is in particular important because for a fuel port, the flap is only opened for some minutes and the user or gas station attendee is standing near by the vehicle whereas at least at present, charging of a Phev (plug-in-hybrid-electrical vehicle) or an electrical vehicle may take some hours during which the charge port flap remains open. 
     A variety of mechanisms have been proposed to fulfil these conditions. For example, some charge port door assemblies provide a latch or spring mechanism that maintains the charge port door closed in such a way that it is pulled upon from the inside of the vehicle to ensure good sealing and/or to maintain the charge port door open in such a way that a user cannot actuate it to close the door. However, these solutions typically require a supplemental device that takes space within the inside of the port and/or a power supply. 
     A charge port door assembly is known from CN 211468585. It comprises a charge port flap, a bracket configured to be fixed to the vehicle and a motorized actuation mechanism configured to move the charge port flap between a closed position and an open position, such that in the closed position, the charge port flap closes a charge port of the vehicle and sits flush with an outer surface of the vehicle and that in the open position, access is granted to the charge port. To that end, it comprises levers hinged, at one end, to the charge port flap and, at the other end, to an actuator driving the levers. Due to this particular configuration, a fairly powerful—and thus large—actuator is required to drive levers attached to the charge port flap. 
     To overcome these drawbacks, the invention provides an electric vehicle charge port door assembly comprising:
         a charge port flap,   a bracket configured to be fixed to the vehicle   a motorized actuation mechanism configured to move the charge port flap between a closed position and an open position, such that in the closed position, the charge port flap closes a charge port of the vehicle and sits flush with an outer surface of the vehicle and that in the open position, access is granted to the charge port, characterized in that the motorized actuation mechanism comprises:   an actuator fixed to the bracket and comprising a rotatable output shaft with an eccentric crank pin,   at least one lever parallelogram with a first and a second levers, each lever being hinged, at one end, to the charge port flap and at, the other end, to the bracket and configured to drive the charge port flap between said open and closed position,   one of said first or second levers presenting, at its end hinged to the bracket a driving protrusion,   a driving rod connecting said crank pin to the driving protrusion so that an eccentric movement of the crank pin drives via the lever parallelogram the charge port flap between the closed and the open position and vice versa.       

     Thanks to the particular kinematic chain provided by the invention, the movement of the charge port door during its opening and closing movement remains as close as possible to the skin, i.e. achieves a movement that is mostly parallel to the outer vehicle skin. Moreover, the driving rod acts as a force multiplier allowing for a more compact actuating mechanism, thanks to the lesser forces required to open and close the charge port door. 
     Another concern for electric vehicles is to ensure a good sealing of the charge port door to prevent any liquid, such as rainwater, from entering the port, as well as ensuring that the charge port door sits flush with the outer surface of the vehicle for improved aesthetics and aerodynamics. 
     Therefore, in order to provide an electronic vehicle charge port assembly that ensures a good sealing of the charge port door in its closed position, for example, in a plane that is normal to the output shaft, the longitudinal axis along which the crank pin extends forms an angle with the longitudinal axis along which the driving rod extends, said angle being comprised between 1° and 3°, preferably 1,5°. This ensures a good sealing of the charge port door in its closed position. 
     Advantageously, the actuation mechanism is for example configured such that the open position corresponds to an end of stroke of the output shaft. 
     This prevents a user from manually opening or closing the charge port door. Indeed, thanks to the fact that the open position corresponds to an end of stroke of the output shaft and the particular kinematic chain provided by the invention, it is not possible to close the charge port flap by actuating the charge port flap directly. The mechanism is therefore self-locking in the open position, as the only way to close the flap is to actuate the output shaft by rotating it in the direction opposite the opening rotation direction. 
     According to a particular embodiment, the actuator is for example configured such that rotation of the output shaft is comprised between 3° and 185°. 
     According to a particular embodiment, the bracket is for example delimited by an upper bracket side and a lower bracket side that are substantially parallel, and the charge port flap is delimited by an upper flap side and a lower flap side that are substantially parallel. 
     According to a particular embodiment, the first and second levers are for example hinged, at one end, to the lower bracket side and, at the other end, to the upper flap side. 
     According to a particular embodiment of the invention, the bracket includes for example an opening intended to receive the charge port of the vehicle. 
     In order to prevent any friction in the actuation mechanism during the opening and closing of the charge port door, for example the end of the driving rod connected to the driving protrusion comprises a notch, preferably semi-circular in shape, in order for the driving rod to get around the first lever hinge when it rotates. 
     In order to prevent any friction in the actuation mechanism during the opening and closing of the charge port door, for example the first lever comprises two perpendicular rectilinear legs joined by a transverse section such that the space between the rectilinear legs allows to make way for the second lever when it rotates. 
     So as to prevent further opening of the charge door port after it has reached its open position, the first lever rests upon the second lever in the open position. 
     According to a particular embodiment of the invention, the second lever is for example J-shaped and the curved portion of the second lever comes into contact with the transverse section of the first lever in the open position. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       The invention will be better understood in view of the following description, referring to the annexed Figures in which: 
         FIG. 1  is a view in perspective of a vehicle charge port door assembly according to a particular embodiment of the invention and a charge plug, the charge port flap being open; 
         FIG. 2  is a view similar to  FIG. 1  taken from another angle, the charge port flap being closed; 
         FIG. 3  is a view in perspective of a vehicle charge port door assembly according to a particular embodiment of the invention, the charge port flap being open; 
         FIG. 4  is a view similar to  FIG. 3 , the charge port flap being closed; 
         FIG. 5  is a view in perspective of the vehicle charge port door of  FIG. 1  without its actuator, the charge port flap being closed; 
         FIG. 6  is a view similar to  FIG. 5 , the charge port flap being open; 
         FIG. 7  is a side view of the vehicle charge port door assembly according to  FIG. 1 , the charge port flap being closed; 
         FIG. 8  is a view similar to  FIG. 7 , the charge port flap being open. 
     
    
    
     DETAILED DESCRIPTION 
     A vehicle door assembly  10  according a particular embodiment of the invention has been shown on  FIGS. 1 and 2 . The vehicle itself is not shown on the Figures, but it is preferably an electric vehicle. 
     The vehicle door assembly  10  is intended to be located in an opening made through a vehicle door panel (not shown), said opening also intended to receive an electric charge port  12  of the vehicle. On  FIG. 1  where the electric charge port  12  can be seen, it is connected to a vehicle charge plug  13 . 
     The vehicle charge port door assembly  10  comprises a charge port flap  14 , a bracket  16  configured to be fixed to the vehicle and a motorized actuation mechanism  18 . 
     The bracket  16  is here attached to the vehicle door panel such that it partially fills its opening. In the embodiment as shown on the Figures, the bracket  16  is delimited by an upper bracket side and a lower bracket side that are substantially parallel. Here lateral “upper” and “lower” are meant to be understood as having the motor vehicle as a reference frame, and also corresponds to the reference frame of the drawings. 
     More particularly, the bracket  16  comprises a main plate  19  that has a contour that is rectangular with rounded corners. The upper and lower bracket sides here correspond to the upper  19 U and lower  19 D plate sides, or horizontal plate sides considering the orientation of the Figures. The main plate  19  includes a central opening  20 , best shown on  FIG. 3 , giving access to the charge port  12 . 
     Bracket  16  also includes, on each of the lateral sides  19 L of the plate (here lateral is meant to be understood as having the motor vehicle as a reference frame, and also corresponds to the reference frame of the drawings), flanges  22  that extend substantially perpendicularly from main plate  19 . 
     Flanges  22  extend over almost the whole length of the lateral sides  19 L of the main plate. As can be seen on  FIG. 3 , flanges  22  also support at one of their ends, here the lower ends, a couple of bearings  22 B for parts of the motorized actuation mechanism  18  as will be explained below. Opposite the bearings  22 B, main plate  19  also comprises ribs extending perpendicularly to the plate  19  to hold corresponding bearings  19 B. 
     The charge port flap  14  is preferably substantially planar to facilitate its sitting flush with an outer surface of the vehicle door plane. The charge port flap  14  is delimited by an upper flap side  14 U and a lower flap side  14 D that are substantially parallel. 
     In the example shown on the Figures, the charge port flap  14  is more particularly a plate having a contour that is rectangular with rounded corners and matches the shape of bracket  16 . Hence, the upper flap side  14 U, lower flap side  14 D are parallel to the upper  19 U and lower  19 D plate sides. It should be noted that this is just an example and the charge port flap  14  could have a different shape, especially should the shape of bracket  16  be different. However, the charge port flap  14  and the bracket  16  shape preferably match. 
     The motorized actuation mechanism  18  is configured to move the charge port flap  14  between a closed position, shown on  FIGS. 2, 4, 5 and 7  and an open position, shown on  FIGS. 1, 3, 6 and 8 . In the closed position, the charge port flap  14  closes the charge port  12  of the vehicle and sits flush with the outer surface of the vehicle door panel. In the open position, access is granted to the charge port  12 . 
     The motorized actuation mechanism  18  comprises an actuator  24  fixed to the bracket  16  and comprising a rotatable output shaft  26  with an eccentric crank pin  28 , which extends along a longitudinal axis and has an oblong shape. 
     In the example represented on the Figures, actuator  24  is contained within a housing  30  that extends along a lateral side  19 L of the main plate  19 . Said housing  30  is attached, for example via a protuberance screwed to a lateral extension  22 L of the flanges  22 , extending perpendicularly to an end of said flange  22 , here an upper end. Output shaft  26  and crank pin  28  extend perpendicularly from actuator housing  30 , here along the direction of the upper and lower sides of the lateral side  19 L of the main plate. 
     As can be seen on  FIG. 3 , actuator  24  is placed such that crank pin  28  can move freely about output shaft  26  within the space created by a recess  22 R made in the flange  22  to which actuator  24  is attached. Here, due to the oblong shape of crank pin  28 , recess  22 R is a semi-circular cut made into flange  22 . 
     The motorized actuation mechanism  18  also comprises a lever parallelogram with a first lever  31  and a second lever  32 . 
     Both levers  31 ,  32  are hinged, at one end, to the charge port flap  14 . In what follows, those ends will respectively be called flap ends  33 ,  34 . Flap ends  33 ,  34  are connected and hinged to the charge port flap  14  using bearings  14 B stemming from the internal surface of the charge port flap (internal is here used as opposed to external, which is the face visible from the exterior of the vehicle). 
     Both levers  31 ,  32  are also hinged, at their end opposite to the flap end  33 ,  34  to the bracket  16  and supported by plate bearings  19 B and flange bearings  22 B. In what follows, those ends will respectively be called bracket ends  35 ,  36 . 
     In the embodiment as shown in the Figures, there are a couple of first levers  31 , and a couple of second levers  32 . Each couple of first levers  31  and second levers  32  are placed next to the lateral sides  19 L of the main plate and the lateral sides of the flap, respectively, for obvious symmetry and force distribution reasons. 
     In addition, the first lever  31  and second lever  32  are hinged, at their respective bracket ends  33 ,  34 , to the lower bracket side  19 D and, at the other end, to the upper flap side  14 U. In that way, the levers  31 ,  32  are smaller and less space is required to fit them in the vehicle door assembly  10 . 
     The first levers  31  comprise two perpendicular rectilinear legs  37  joined by a transverse section  39 , giving to the first lever somewhat of an L shape. The space between the rectilinear legs  37  allows to make way for the second levers  32  during their movement as will be explained later. 
     The first levers  31  also comprise, at their ends hinged to the bracket  16 , i.e. bracket ends  35 , driving protrusions  41 . Driving protrusions  41  here have the shape of a lobe, but any other shape may be considered. It should be noted that due to the particular role of driving protrusion  41 , which will be explained later on, even though both levers  31  have a driving protrusion  41  for symmetry reasons on the Figures, only one driving protrusion  31  is actually necessary for the actuation of motorized actuation mechanism  18 . 
     The second levers  32  are J-shaped. The curved portion  42  of the second lever, i.e. of the “J” formed of the second lever is on the side of its bracket end  36 . 
     The first levers  31  and second levers  32  are configured such wherein the first levers  31  respectively rest upon the second levers  32  in the open position as can be shown on  FIG. 6 . To be more precise, the curved portions  42  of the second levers  32  respectively come into contact with the transverse section  39  of the first levers  31  in the open position. 
     To that end, the first lever  31  and second lever  32  are configured such that the curved portion  42  of the second lever matches the transverse section  39  of the first lever. More particularly, the curved portions  42  of the second levers  32  nestle in the respective spaces between the rectilinear legs  37  of the first levers  31  in the open position, as can be best seen on  FIGS. 6 and 8 . 
     Due to the resting of the first levers  31  onto the second levers  32  in the open position of the charge door flap  14 , it is not possible to further open the charge door flap  14  past its predetermined open position, as the second levers  32  will prevent the first levers  31  from being further lowered. 
     The motorized actuation mechanism  18  also comprises a driving rod  44  connecting the crank pin  28  to the driving protrusion  41  of one of the first levers  31 . In the example represented on the Figures, the driving rod  44  connects the crank pin  28  to the driving protrusion  41  of the first lever  31  that is closest to the actuator  24 . 
     The driving rod  44  sensibly extends along a longitudinal direction. It comprises an end  46  that is connected to the driving protrusion  41  of the first lever  31  closest to the actuator. This end  46  comprises a notch  48  preferably semi-circular in shape, in order for the driving rod  44  to get around the first lever bracket end  33  (or rotation axis) during its movement as will be explained. 
     An eccentric movement of the crank pin  28  drives, via the lever parallelogram formed by the first lever  31  and the second lever  32  that are closest to the actuator  24 , the charge port flap  14  between the closed and the open position and vice versa. It should be noted here that another lever parallelogram is also formed by the other couple of first lever  31  and second lever  32 , but these are not directly driven by the driving rod  44  and follow the movement of the other couple of levers  31 ,  32  that is closest to the actuator  24 . 
     In particular, movement of the crank pin  28  imparts a rotational movement of the first lever  31  about the hinge axes of first lever  31  at first lever bracket end  33 . 
     To that end, the driving protrusion  41  of the one of the two first levers  31  and the driving rod  44  are connected by means of a driving pin (not visible on the Figures) extending parallel to the hinge axes of the levers  31 ,  32 . 
     The movement sequence leading to the opening or the closing of the charge port flap  14  will now be explained in reference to  FIGS. 5 to 8 . 
     When the actuator  24  imparts a rotational movement to the output shaft  26 , the crank pin  28  rotates about its own axis following an eccentric movement. For instance, when the port flap  14  is in the closed position and when looking at  FIG. 5 , this rotation occurs in a clockwise direction. 
     The eccentric movement of the crank pin  28  makes the driving rod  44  move up and down depending on the initial position of the crank pin  28 . For instance, when the port flap  14  is in the closed position, the driving rod  44  moves downwards, i.e. in the direction from the upper side of the flap  14 U towards the lower side of the flap  14 D. 
     The upwards or downwards movement of the driving rod  44  makes it respectively pull push onto the driving protrusion  41  of the first lever  31 , thus imparting a rotational movement of the first lever  31 , which rotates about its hinge on its bracket end  33 . When the port flap  14  is in the closed position and looking at  FIG. 5 , this rotation occurs in a clockwise direction. 
     Considering the connection of the first levers  31  to the port flap  14 , movement of the first lever  31  then makes the port flap  14  move upwards or downwards. 
     Considering the orientation of the Figures and the embodiment, the port flap  14  moves downwards to move from the closed to the open position, and upwards to move from the open position to the closed position. However, it should be noted that in a possible variant, the opposite can be sought. 
     Due to the connection of the second lever  32  to the port flap  14  and the fact that it is hinged on said flap  14  and to the bracket  16 , movement of the crank pin  28  also imparts a rotational movement of the second lever  32  about the hinge axis of second lever  32  at second lever bracket end  34 . In other words, the first lever  31  is the main driving lever for the port flap  14 , while the second lever  32  acts as a follower. 
     Moreover, as can be seen on  FIG. 8 , in a plane that is normal to the output shaft  26 , the longitudinal axis C-C along which the crank pin  28  extends forms an angle with the longitudinal axis R-R along which the driving rod  44 . This angle is comprised between 1° and 3°. In the embodiment as shown on the Figures, this angle is substantially equal to 1,5°. This ensures a good sealing of the charge port flap  14  in its closed position as will now be explained in reference to  FIG. 5 . 
     Indeed, it is possible, even if the door flap  14  is already in the closed position, to keep turning the output shaft  26  (in the anticlockwise direction on  FIG. 5 ), and thus the crank pin  28 , such that it transmits to the driving rod  44  a force that drives it upwards. The driving rod  44  therefore keeps slightly pulling on the driving protrusion  41 , which in turn makes the first lever  31  next to the actuator  24 , and all other levers  31 ,  32  as explained before, slightly rotate about its bracket end  33 . All levers  31 ,  32  hence pull onto the charge port flap  14  which is therefore kept slightly pulled against the bracket  16 , thus ensuring a good sealing of the charge port flap  14  in the closed position. 
     In addition, the actuation mechanism  28  is configured such that the open position corresponds to an end of stroke of the output shaft  26 . Thanks to this and the particular kinematic chain provided by the invention, the mechanism is self-locking in the open position, as the only way to close the charge port flap  14  is to actuate the output shaft  26  by rotating it in the direction opposite the opening rotation direction. 
     This will be explained in reference to  FIG. 8 . Taking into account the orientation of  FIG. 8 , an attempt to close the charge port flap  14  by actuating the charge port flap  14  in itself, and not via the output shaft  26  and crank pin  28 , would result in pushing the charge port flap  14  upwards, thus rotating the levers  31 ,  32  in the clockwise direction about their respective bracket axes  33 ,  34 . Said rotation would, in turn, result in pushing the driving rod  44  upwards via the driving protrusion  41  of the first lever  31  closest to actuator  24 . The driving rod  44  would therefore impart an eccentric movement of the crank pin  28  by trying to make it rotate in the clockwise direction. However, such a movement is prevented as rotating the crank pin  28  as such would make the output shaft  26  be stopped as the end of stroke of the motor has been reached. 
     Additionally, the actuator  24  is for example configured such that rotation of the output shaft  26  is comprised between 3° and 185°. 
     Thus one clearly understands that thanks to the particular kinematic chain provided by the invention, the movement of the charge port flap during its opening and closing movement remains as close as possible to the skin, i.e. achieves a movement that is mostly parallel to the outer vehicle skin. Moreover, the driving rod acts as a force multiplier allowing for a more compact actuating mechanism, thanks to the lesser forces required to open and close the charge port door. Finally, the mechanism is self-locking in the open position, as the only way to close the charge port flap is to actuate the output shaft by rotating it in the direction opposite the opening rotation direction, thus preventing any unwanted manual closing. 
     LIST OF REFERENCES 
     
         
           10 : Vehicle door assembly 
           12 : Electric charge port 
           13 : Vehicle charge plug 
           14 : Charge Port flap 
           14 B: Bearings of the flap 
           14 D: Lower side of the flap 
           14 U: Upper side of the flap 
           16 : Bracket 
           18 : Motorized actuation mechanism 
           19 : Main plate of the bracket 
           19 B: Bearings of the main plate 
           19 D: Lower side of the flap 
           19 L: Lateral edges of the plate 
           19 U: Upper side of the flap 
           20 : Central opening of the plate of the bracket 
           22 : Flanges of the bracket 
           22 B: Bearings of the flanges 
           22 R: Recess of a flange 
           24 : Actuator 
           26 : Output shaft 
           28 : Crank pin 
           30 : Actuator housing 
           31 : First lever 
           32 : Second lever 
           33 : Bracket end of the first lever 
           34 : Bracket end of the second lever 
           35 : Flap end of the first lever 
           36 : Flap end of the second lever 
           37 : Rectilinear legs of the first lever 
           39 : Transverse section of the first lever 
           41 : Driving protrusion of the first lever 
           42 : Curved portion of the second lever 
           44 : Driving rod 
           48 : Notch of the crank pin