FR2458654A1 - CONTROL MECHANISM FOR A DEVICE FOR CLOSING AND / OR LOCKING A VEHICLE DOOR - Google Patents

Abstract

THIS MECHANISM, INTENDED IN PARTICULAR FOR MOTOR VEHICLES, INCLUDES A 1 MOTOR COUPLED TO A GEAR TRANSMISSION 3 WHICH CONVERTS ITS ROTATION MOVEMENT INTO A TRANSLATION MOVEMENT OF A ROD 5, SLIDING MOUNTED IN CARTER 9 OF THE TRANSMISSION. A CAM COUPLING 17, HAVING A CERTAIN GAME AND OPERATING IN BOTH DRIVING DIRECTIONS, IS INSERTED IN THE ROTARY PART OF THE TRANSMISSION 3, INSIDE THE CRANKCASE 9. IT INCLUDES TWO ROTATING ELEMENTS, ONE PER RELATIVE TO THE OTHER, ON THE SAME AXIS, EACH OF THESE ELEMENTS HAVING TWO ANGULARLY SPACED STOPPERS AND TURNED IN OPPOSITE DIRECTIONS; THE ANGULAR SPACING OF THE TWO SIDE FACES OF ONE OF THE COUPLING ELEMENTS 17 IS LESS THAN THAT OF THE SIDE FACES OF THE OTHER ELEMENT, AND THE SIDE FACES OF THE FIRST OF THESE ARE PROVIDED BETWEEN THOSE OF THE SECOND ELEMENT. THIS PROVISION ALLOWS TO OPERATE THE ROD 5 BY THE SINGLE INERTIA OF THE ROTOR OF MOTOR 1, LAUNCHED BY A "VACUUM" ROTATION CORRESPONDING TO THE COUPLING GAME 17.

Description

The present invention relates to a control mechanism for a

closing device and / or

  locking of a vehicle door, in particular of a vehicle

the automobile with a motor whose shaft is coupled to a gear transmission which converts the rotational movement of the motor shaft into a movement

of translation of a slidingly mounted drive member

  in the casing of said transmission, and with a

cam coupling with a certain clearance, function-

nant in both drive directions and interposed in the transmission between the motor output shaft and

the aforementioned drive member.

A control mechanism of this kind is already known from German patent application NI 25 57 970. In the case of this particular mechanism, an electric motor drives a flywheel linked in rotation so

  invariable with the rest of the transmission, and

front of mechanical energy accumulator. The drive member consists of a rod, which is slidably mounted inside a rack which

is itself movable in translation by the intermediary-

re of the gear transmission. The rod carries, on either side of the ends of the rack, stops which cooperate with said ends to constitute a coupling. The spacing between the two stops of the rod is greater than the spacing between the two ends of the rack, so that, in the two directions of displacement in translation, there is a certain "idle" stroke, which is described before the rack reaches one of its ends, against one of the stops of the rod acting as a drive member. This course

"at no load I is determined in such a way that the mo-

  electric torch can start and start, and at the same time

  Time to start the flywheel and the gear transmission, until the play of the coupling between the rack and the drive rod is fully compensated. One of the stops is linked to the rod by means of a helical spring,

  so as to also allow a possible actuation ma-

of the locking device, using an operating button linked to this rod.

This known control mechanism remains however

  laterally bulky, in particular because it must be housed inside the transmission casing, for sealing reasons, not only the entire translational travel of the rack, but also the translational travel of the rod serving as a drive member. The aforementioned coil spring, which also extends in the sliding direction of the

  rack, still requires additional space.

Furthermore, the known mechanism mentioned here is conformed, as regards the moment of inertia of its

  flywheel in such a way that the rack must momentarily

  by no means be subjected to very high efforts, to

  see securely operating the closing or locking device. However, if during the closing movement there is no need to exert significant forces, which is the case if the lock to be actuated is easily operated, the high forces which are

  products affect the stops limiting the run-

se of the lock, which can result in the destruction of the lock or, more particularly,

of the transmission of the control mechanism.

  The present invention aims to remedy these drawbacks.

  coming, and therefore aims to provide a solution

  tion which allows on the one hand, to reduce the size of a control mechanism of the kind mentioned above, and on the other hand, to avoid any deterioration of the parts intended to limit the stroke of the lock, while retaining a relatively low manufacturing cost of

these measures.

  To this end, in the control mechanism which is the subject of the invention, the cam coupling is inserted in the rotationally driven part of the transmission and comprises two coupling elements mounted to rotate relative to each other. , on the same axis, inside the transmission housing, each of the two coupling elements has at least two abutment faces es-

  angularly paced, turned in opposite directions

  circumferentially, and the two abutment faces of one of the coupling elements have an angular spacing less than the angular spacing between the two abutment faces of the other coupling element, and are

arranged between these last two faces, on the

circular jectory of these.

Thanks to this arrangement of the mechanism, the volume which is in any case necessary to accommodate the gears of the transmission, under the casing of the latter, is used to also house the coupling & cam, and the "rotary" design. of this coupling done

  it is no longer necessary to provide additional space

for the empty run of it. In the met

  known control mechanism mentioned above, the coupling

with a certain clearance is placed following the trans-

  gear mission, to allow the flywheel to describe at start-up a rotation at an angle

  However, the practical tests carried out

  shown that the amplitude of rotation at start-up requires

  to ensure that the rotating parts whose moment of inertia is involved in operation reach a sufficient speed, is significantly lower than this

  that we used to admit.

The cam can be inserted without inconvenience in the rotationally driven part of the transmission, as

proposes the invention.

  Advantageously, to obtain a particularly compact embodiment, one of the two coupling elements is housed coaxially inside a recess formed in the other coupling element, over a fraction of the axial dimension of the latter,

and preferably, the coupling element disposed outside

laughing is provided at its periphery with a toothing,

while the coupling element arranged inside-

  is linked in rotation with a pinion of the same axis. In this way, the cam coupling can be integrated very easily, like a simple toothed wheel, in the

gear transmission. We can perform a delivery

simple, solid and suitable for use

long-term planning, according to a form of execution

  particular part of the invention, that a part

  killing cam protrudes inward from the cylindrical side wall of the recess, and that

the internal coupling element is a circular sector

  circular, whose radially oriented faces cooperate

with said cam.

  In other particularly advantageous embodiments of the invention, the abutment faces of one of the two coupling elements are provided on at least one elastically deformable member capable of

transmit the torque. This deforming organ

ble is a damping means, able to absorb mechanical energy, which is inserted on the chain

  force transmission between the motor output shaft

tor and the driving organ, and which exercises-more

  precisely its absorption effect between the two elements

  coupling elements mounted to rotate relative to each other. Thus, a damping means is produced which does not require, or practically does not require, additional volume, and which makes it possible to obtain a damping effect in both directions of rotation, which

is to be expected preferably.

In a preferred embodiment, the orga-

  Elastically deformable nes consist of sockets made of elastic material, deformable radially, the side walls of which form the abovementioned abutment faces. Advantageously, the retention of these sockets is ensured by providing that each of them is housed, with its axis parallel to the axis of rotation of the two coupling elements in a notch formed on

  one of these elements and surrounding the corresponding socket

dante at an angle greater than 1800. In this case, the abutment faces of the other coupling element, which cooperate with said sockets, are formed by the end faces, capable of being engaged in the

  aforementioned notches, and belonging to a circular sector

  part of this other coupling element.

The sockets are preferably made in a ma-

  elastic rubber-like material. Instead of these sockets, it is also possible to use a damping block or any other elastically deformable member so

  similar under the effect of a push tending to the

  cer. In another embodiment with organ

  elastically deformable, one of the coupling elements

  ment has a cylindrical recess of the same axis, against

  the side wall of which an elastic member is applied

that curved, tending to deform elastically outwards, this element extending in an arc of a circle less than 360 and having its ends folded inwards in the radial direction, to form the two abutment faces of the element considered. The elastic member forms with the cylindrical side wall of the recess, a friction and slip clutch, which can transmit only a predetermined maximum torque. According to an extremely simple embodiment, this elastic member is constituted by a leaf spring, the ends of which are folded towards

the interior in a radial direction.

  The object of the invention mechanism may have, in yet another embodiment, abutment faces on its two coupling elements which are inclined relative to radial planes passing through the axis of rotation common to these two elements . The deformable member, on which the stop faces of the

one of the coupling elements, in this case must

  der an elasticity effect oriented in the radial direction, always relative to said axis of rotation. When the

  inclined abutment faces of the two coupling elements

meet, those provided on the organ

  deformable are deflected in the radial direction, which assu-

  re the absorption of energy at the moment of impact. The abutment faces, turned in pairs towards one another, are preferably formed by cams

by lugs projecting radially inward

  laughing or outward. For example, the deformed organ

  ble has outward-facing lugs which can separate from the turned cams upon impact

  inward, belonging to the other coupling element

  moreover, passing beyond these cams. In this case, the deformable member is preferably constituted by at least one arm, which can bend elastically, which extends in a substantially corconferential direction around a hub, with which it forms one of the coupling elements. This elastic arm is easily housed in the annular space available between the hub and the cylindrical side wall of a recess in the other coupling element, on which the abovementioned cams project inwards. The space considered is

sufficient to design a particular embodiment

  link, in which one of the coupling elements comprises

  carries two elastic arms extending in directions

circumferentially opposite positions and ending respectively in two diametrically opposite lugs,

facing outwards; the other coupling element

then may have diametrically cams

  opposite two by two, facing inward. Ener-

  kinetic properties of the rotating parts are not necessary

highly absorbed at one time, by only one of these cams; on the contrary, several cams can be successively active Anyway, the invention will be better understood

  using the following description, with reference to

schematic appended drawing representing, by way of example

  ples nonlimiting, some embodiments of this control mechanism: Figure 1 is a side view, partially in

section, of a control mechanism in accordance with the invention

tion intended for a device for locking a door

motor vehicle te;

  Figure 2 is a longitudinal sectional view, pas-

  by the axis, of a first embodiment of

the cam coupling usable in the mechanism se-

lon Figure 1; Figure 3 is a cross-sectional view along line III-III of the coupling shown in Figure 2; Figure 4 is a longitudinal sectional view, passing

by the axis, of a second embodiment of the ac-

cam coupling usable in the mechanism according to Figure 1; Figure 5 is a cross-sectional view, along line V-V, of the coupling shown in Figure 4;

  Figure 6 is a longitudinal sectional view, pas-

  sant by the axis, of a third embodiment of the cam coupling usable in the mechanism according to Figure 1; Figure 7 is a cross-sectional view along line VII-VII of the coupling shown in Figure 6; Figure 8 is a view and longitudinal section, passing through the axis, of a fourth embodiment of the cam coupling usable in the mechanism according to Figure 1; and Figure 9 is a cross-sectional view along line IX-IX of the coupling shown in Figure 8. Figure 1 shows an electrical control mechanism for the locking device of a

2-458654

  motor vehicle door, with an electric motor 1 coupled to a push rod 5 via a gear transmission 3. The push rod 5 carries, at its free end, an eyelet 7 in which one of the ends of a cable 8 working in compression, which by its other end actuates a locking device, not shown, belonging to a door lock of a motor vehicle.

  electric 1 and the push rod 5 are mounted, ma-

sliding with respect to the rod 5, in a casing 9 which houses the gear transmission 3-The latter converts the rotational movement of the shaft 11 of the electric motor 1 into a translational movement of the push rod 5. On the drive shaft 11 is wedged a pinion 13, engaged with a toothed wheel 15. This toothed wheel 15 is coupled to a pinion 19, mounted on the same axis 18, by means of a cam coupling 17 having a certain clearance, which will be described in detail below, and the pinion 19 is engaged with a rack 21 linked to the push rod 5. A fixed finger, carried by the casing 9, is introduced into a longitudinal groove 23 of the push rod 5, and it cooperates with the end faces 27 of the groove 23 to limit the stroke of said rod 5 in the direction of

sliding.

  The electric motor 1 is a direct current and permanent magnet motor, with two directions of rotation,

  whose mass of inertia of the rotor is used as energy

  potential for actuation of the locking device. The play of the cam coupling 17 makes it possible to start the electric motor 1, without the push rod 5 being immediately moved. This rod does not start to move until after total compensation.

  the clearance of the cam coupling 17.

  Figures 2 and 3 show a first form of

  realization of this cam coupling. This one

  takes two coupling elements 31 and 33, mounted

  rotating, one in relation to the other, on the same axis.

  The element 31 is a disc provided at its periphery with a toothing 35 which is engaged with the output pinion 13 of the electric motor 1, while the element 33 is linked in rotation with a pinion of the same axis 37, provided for

  engage with the rack 21. The coupling element

  plement 33 and housed inside a cylindrical recess

  that 39 formed in the coupling element 31, over a fraction of the axial dimension of the latter. On his

  side opposite the pinion 37, the element 33 has a pro-

  long tubular 41, serving as a bearing for the element

31.

  Although generally cylindrical in shape, the recess 39 has a portion 43 projecting radially inwards from its cylindrical lateral surface, and constituting a cam. This cam 43 has two radial abutment faces 45 and 47, which are turned in circumferentially opposite directions. The element

  coupling 33 has the shape of a circular sector

  area, limited by two radial abutment faces 49 and 51,

  turned one towards the other circumferential-

  lement. Cam 43 takes place between the faces of bu

  tees 49 and 51, with greater angular spacing

  laughing, of a certain angle value cX, to space-

  angular between the abutment faces 45 and 47. The element

  ment 31 can therefore describe a rotation of am-

  plitude equal to the value cx between its two stop positions, in which it cooperates with the element 33 to transmit a torque to it. The "unladen" rotation of the element 31, between its two stop positions is determined in such a way that at the end of this rotation, the electric motor 1 has reached a

  sufficient speed so that, by the mere moment of inert-

  tie of its rotor, the locking device can

be activated.

  Figures 4 and 5 show a second embodiment of the cam coupling involved in the

2,458,654%

  mechanism of figure 1. This coupling consists in-

  core of two coaxial elements 61 and 63, mounted one inside the other. The coupling element 61 is

  always a fitted disc, at its periphery which surrounds the other

  be element 63, a toothing 65 which is engaged with the output pinion 13 of the electric motor 1; the coupling element 63 is linked in rotation with a pinion of

  same axis 67, intended to engage the rack

  1st 21. This element 63 is, as before, housed inside a cylindrical recess 69 formed in

item 61.

  In the recess 69 is also disposed a leaf spring 70, which extends against a fraction less than

  3600 of the cylindrical side wall of said recess.

  The ends of this curved spring blade, which tends

  to deform elastically outward, are re-

  folded inwards in a radial direction, and form

  two abutment faces 72 and 75, turned in directions

  circumferentially opposite. Alternatively, instead of an elastic blade, one can provide a member

  similar elastic in spring steel wire.

  The coupling element 63 has the shape of a circular sector, and it has two abutment faces

  substantially radial 77 and 79, turned one in the direction

  tion of the other circumferentially. The spacing an-

  gular between the abutment faces 72 and 75 is less than the angular spacing between the abutment faces 77 and 79. Thus the two faces 72 and 75 are engaged, with a play of a certain angular value oc, between the two sides 77 and 79. The game is determined in such a way

  so that, when this play is compensated, the mo-

  electric tor 1 has reached a speed allowing,

  by the only moment of inertia of its rotor, it activates

  locking device. The leaf spring 70 forms, with the cylindrical side wall of the recess 69, a friction clutch, capable of transmitting without slipping the torque provided by the motor, it

  but capable of absorbing the kinetic energy of ro-

  engine tor when push rod 5 or other

  part of the locking device comes to a stop.

  Figures 6 and 7 show a third embodiment of the cam coupling involved in the mechanism of Figure 1. This coupling further comprises two elements 71 and 73 and, as in the forms

  described above, the delivery element

  plement 71 is a disc provided, at its periphery, with a toothing 78 which is engaged with the output pinion 13 of the electric motor 1, while the other coupling element 73 is linked in rotation with a pinion of

  same axis 80, intended to engage the rack

1st 21.

  Element 73 is housed inside a recess

  cylindrical 81 formed in element 71, the side wall

  cylindrical rale of the recess 81 having four cams 83 separated by angular intervals of 90, therefore diametrically opposite two by two. The two sides 85 and 87 of each cam 83 diverge and form an angle with respect to the radial direction. Instead of the four cams 83, a higher even number of cams can be provided, these being able to

  for example being six or eight in number.

  The coupling element 73 has a hub 89 made integral with the pinion 80, and provided with a radial fin 91. This fin 91 is extended itself by two elastic arms 93 and 95 of curved shape,

  extending in opposite circumferential directions

  tially, and having at their free ends,

  which are diametrically opposed, respective lugs

  97 and 99 facing outwards. The active sides

  inclined lugs of lugs 97 and 99 converge in

  direction from the outside and are on the path

  circular roof of the cams 83. The two pins 97 and 99

  cooperate respectively with two diametral cams 83

  opposite sides of the coupling element 71. The force

  radial elastic of the elastic arms 93 and 95 is chosen

  sie such that the cam coupling considered is capa-

  ble to transmit the torque supplied by the electric motor, but cannot transmit the additional torque due to inertia, when stopping against a

  stop. In the latter case, the pins 97 and 99 are se-

  parent of cams 83 and pass beyond these cams, thanks to

  this to the bending of the elastic arms 93 and 95. The space-

  angular between the two active faces of each

  pins 97 and 99 is less than the angular spacing

  area between sides 85 and 87 facing one

  tion of the other circumferentially belonging to two consecutive cams 83. You get a game

  allowing an idle rotation ', whose angular value

  OC area is determined in such a way that, when this clearance is compensated, the electric motor 1 has reached a sufficient speed for obtaining

  the desired inertial drive.

  Figures 8 and 9 show a fourth embodiment of the cam coupling involved in the mechanism of Figure 1. This coupling comprises two elements 101 and 103 mounted to rotate one by

  relative to the other, on the same axis.

  plement 101 is a disc provided at its periphery with a toothing 105 which is engaged with the output pinion

  13 of the electric motor 1, while the coupling element

  plate 103 is linked in rotation with a pinion-107 pre-

  seen to engage the rack 21. The element

  ment 103 is housed inside a cylindrical recess

  that 109 formed in the element 101, over a fraction of the axial dimension of the latter. On its side opposite the pinion 107, the element 103 has an extension

  tubular 111, serving as a bearing for element 101.

  On the cylindrical side wall of the recess 109 are formed two notches 113 and 115, which open in circumferentially opposite directions. These notches 113 and 115 have a bottom substantially in the shape of an arc of a circle, surrounding at a greater angle.

  at 180 a socket, respectively 117 and 119, made of material

  rubber-like elastic line, the axis of which is parallel

  lele to the axis of rotation common to the coupling elements-

  sockets 101 and 103. The sockets 117 and 119 are accessible, in circumferential direction, through the open sides of the respective notches 113 and 115, and they form stops for end faces 121 and 123,

  turned one towards the other circumferential-

  which belong to part 125 in general form

  circular sector line, integral with a hub 127

  linked to the pinion 107 and forming, with this hub 127, the element

  coupling 103. The angular spacing between

  the end faces 121 and 123 is greater than the space-

  angular ment between the regions forming stops of the sockets 117 and 119. The coupling element 101 can thus be rotated freely, at a certain angle cX, relative to the coupling element 103, before transmitting to the latter a torque.This "No load" rotation is determined in such a way that at the end of it, the electric motor 1 has reached a sufficient speed so that, by the sole

  moment of inertia of its rotor, the locking device

the age can be activated.

  The elastic bushings 117 and 119 constitute

  damping elements capable of absorbing energy

  in particular to slow down and stop the rotor of the mo-

  electric tor, when one of the elements of the trans-

  mission or the locking device, for example the finger 25, comes into abutment. A closing plate

  129, integral with the coupling element 103, covered

  Finally, checks the recess 109 of the coupling element 101 and provides protection for the internal parts.

  other embodiments may also be for-

  views of a similar protective closure plate.

  As is obvious, and as already follows from the above, the invention is not limited to only

245S654

  embodiments of this control mechanism which have been described above, by way of examples; on the contrary, it embraces all the variants comprising

equivalent means.

Claims (14)

- CLAIMS -   1.- Control mechanism for an iron device   fitting and / or locking of a vehicle door, in particular of a motor vehicle, with a motor (1) whose shaft (11) is coupled to a gear transmission   ges (3) which converts the rotational movement of the   bre (11) of the motor (1) in a translational movement of a drive member (5) slidably mounted in the   casing (9) of said transmission (3), and with a coupling   cam bearing (17) having a certain clearance, operating in the two drive directions and interposed in the transmission between the output shaft (11) of the motor (1) and the aforementioned drive member (5), characterized in that the cam coupling (17) is inserted in the rotationally driven part of the transmission (3) and comprises two mounted coupling elements (31,33; 61,63; 71,73; 101,103) rotating relative to each other, on the same axis, inside the transmission casing (9), in that each of the two elements   coupling (31.33; 61.63; 71.73; 101.103) present   at least two angularly spaced abutment faces,   turned in opposite circumferential directions-   ment, and in that the two abutment faces of one of the coupling elements (31; 61; 73; 101) have an angular spacing less than the angular spacing   between the two abutment faces of the other coupling element   plement (33; 63; 71; 105) and are arranged between these two   last faces, on the circular trajectory of these   this. 2.- Mechanism according to claim 1, characterized in that one of the two coupling elements (33; 63;   73; 103) is housed coaxially inside a recess-   ment (39; 69; 81; 109) formed in the other delivery element   plement (31; 61; 71; 101), over a fraction of the dimension axial of the latter.   3.- Mechanism according to claim 2, characterized   in that the coupling element arranged outside-   ment (31; 61; 71; 101) is provided at its periphery with a uhe   teeth (35; 65; 78; 105), while the coupling element-   internally arranged (33; 63; 73; 103) is linked in   rotation with a pinion of the same axis (37; 67; 80; 107).   4.- Mechanism according to claim 2 or 3, characterized in that a part constituting cam (43) protrudes vets inside from the side wall   cylindrical of the recess (39) of the coupling element-   outside (31), and in that the coupling element   inner ment (33) is a circular sector whose radially oriented faces (49 and 51) cooperate with said cam (43).   5.- Mechanism according to any one of the claims.   I to 3, characterized in that the abutment faces of one of the two coupling elements (61; 73; 101) are   provided on at least one elastically deformed member   ble (70; 93.95; 117,119), capable of transmitting the full of rotation.   6. Mechanism according to claim 5, characterized in that the elastically deformable members consist of sockets (117,119) of elastic material, radially deformable, the walls of which   lateral form the abovementioned abutment faces.   7.- Mechanism according to claim 6, characterized in that each elastic bush (117,119) is housed, with its axis parallel to the axis of rotation of the two coupling elements (101,103), in a notch   (113,115) formed on one of these elements (101) and in-   turning the corresponding socket (117,119) at an angle greater than 180, and in that the abutment faces of the other coupling element (103) are constituted by the end faces (121,123) capable of being engaged in the aforementioned notches (113,115), and belonging to a circular sector (125) making   part of this other coupling element.   8.- Mechanism according to any one of the claims   cations 5 to 7, characterized in that the deformed organ   ble mentioned above is made of an elastic material of like rubber.   9. Mechanism according to claim 5, characterized in that one of the coupling elements (61) has a cylindrical recess (69) of the same axis, against the side wall of which is applied a curved elastic member (70 ), tending to deform elastically outwards, this element extending in an arc of   circle less than 360 and having its ends re-   bent inwards in a radial direction, for   sea the two abutment faces (72.75) of the element   stunned. 10.- Mechanism according to claim 9, characterized   in that the aforesaid elastic member (70) is made up   killed by a leaf spring, the ends of which are re-   folded inwards in a radial direction.   11.- Mechanism according to claim 5, characterized   in that the abutment faces of the two ac elements   coupling (71,73) feels inclined with respect to radial planes passing through the axis of rotation common to   these two elements (71,73), and in that the organ de-   formable (93.95) has an elastic elasticity effect   tee in radial direction, always in relation to said audit rotation axis.   12.- Mechanism according to claim 11, character-   in that the abutment faces, turned in pairs towards one another, are constituted by cams or by protruding lugs (83, 97, 99)   radially inward or outward.   13.- Mechanism according to claim 12, character-   laughed in that the deformable member consists of at least one arm (93, 95), which can flex elastically, which extends in a substantially circumferential direction around a hub (89), with which it forms one of the coupling elements (73).   14.- Mechanism according to claim 13, character-   that one of the coupling elements (73) 245é654   has two elastic arms (93,95) extending in circumferentially opposite directions and ending respectively in two diametrically opposed lugs (97,99), facing outwards, and in that the other coupling element ( 71) comprises cams (83) diametrically opposite in pairs, turned towards the inside.