EP1594710A1

EP1594710A1 - Boot door and vehicle fitted with said device

Info

Publication number: EP1594710A1
Application number: EP04712068A
Authority: EP
Inventors: Olaf Weissmuller; Andréas BAUMEIER
Original assignee: Renault SAS
Current assignee: Renault SAS
Priority date: 2003-02-21
Filing date: 2004-02-18
Publication date: 2005-11-16
Also published as: KR20050113187A; CN1750951A; JP2006518304A; WO2004076219A1; FR2851505A1

Abstract

A boot door device (112) for a vehicle, comprising a lock device which can immobilise the boot door (112) on the body shell (100) of the vehicle. The boot door (112) can be controlled when the lock device is unlocked and moved from a closed device to a first standard position enabling the boot to be accessed from the rear for luggage handling, and when the lock device is locked, moved from a closed position to a second position enabling access from the front in order to store a sliding roof (110) of a vehicle; said boot door (112) being rotationally controlled about a transversal axis in order to access the second position. The invention is characterized in that the transversal axis is associated with the lock device of the boot door (112).

Description

TRUNK DOOR DEVICE AND VEHICLE PROVIDED WITH SUCH A DEVICE

The present invention relates to trunk door devices and vehicles equipped with such devices. It relates more particularly to trunk door devices capable of allowing access to part of the trunk of a vehicle for storing a retractable roof. Such structures and associated mechanisms are described and represented in documents DE4445580 and DE4445944. It is described in the first document a rigid roof retractable in a part of the trunk, this roof being articulated by a quadrilateral articulation system. It is described in the second document a trunk door whose mechanism allows an opening towards F front for the storage of luggage and an opening towards the rear to allow the passage of a rigid roof.

The structures presented in these documents have several drawbacks, and for example the number of parts required which adds a weight and a constraining cost and which does not allow reliable repeatability of assembly. The large number of parts used in the various linkages also has a drawback in relation to the stability of the system. In addition, these documents neither take into account the problems posed by the management of the rear shelf during movement of the roof structure, nor the problems of interaction between the vehicle body and the arms of the mechanisms passing through this body.

It is an object of the present invention to provide an improvement of these trunk door devices. The invention also relates to a vehicle equipped with such a device. The present invention will now be described, only by way of example and with reference to the attached figures, among which:

Figure 1 is a side view of a trunk door device with a hinge according to the invention; Figures 2 and 3 are views of the trunk device in different states during a passage of the trunk door from a closed position to a first standard position; Figures 4 and 5 are views of the trunk device in different states when passing from the trunk door from a closed position to a second position.

With reference to these figures, a vehicle comprises a retractable roof device 110. In order to clarify the description which follows, we will define the two extreme positions of the roof 110.

When the roof panel 110 finds itself in abutment on the vehicle frame, and in particular on the upper upright of the windshield, that is to say when the roof 110 performs a function of covering the passenger compartment formed by the driving position and all of the passenger seats, the roof 110 is said to be in the closed position.

When the roof assembly 110 is housed in the storage space dedicated to it at the rear of the vehicle, so that the passenger compartment formed by the driving position and all of the passenger seats is then uncovered , the roof 110 is said to be in the retracted position.

In a configuration with the roof 110 in the closed position, a rear cover structure is located behind the roll bars. Advantageously, it comprises a substantially horizontal rear shelf. On both sides of the shelf, transversely to the vehicle, arms are deployed to support the roof 110. In the top-down position, the rear shelf is similarly located behind the roll bars, substantially horizontal. On either side of the shelf, transversely to the vehicle, in order to hide the space left free by the arms integral with the roof 110 which are now in the storage space dedicated to the roof 110 at the rear of the vehicle, "Flaps", called closing flaps, are moved from a stowed position to a so-called deployed position making it possible to hide the free space. The presence of such flaps is necessary from an aesthetic point of view so that the vehicle in the convertible position has a solid surface, from an aerodynamic point of view to avoid disturbances in the flow of air, and also of a point of view of the tightness of the mechanism present under the tablet. In order to allow the roof 110 to be retracted into the storage space at the rear of the vehicle, the rear shelf changes position and passes successively from an initial position, called the rest position and preferably substantially horizontal, to a position said to be open and preferably substantially vertical in order to provide space for the passage of the roof 110, before finally returning to a substantially horizontal position.

Advantageously when the roof 110 is in the closed position or in the retracted position, the rear shelf has an angle with the horizontal plane, so that the rear portion of the shelf is lower than the front portion of the shelf. The movement of the rear shelf when the roof 110 is retracted can take place as follows:

In the closed position, the substantially horizontal shelf is pinched in its rear part by the rear part of the roof 110. When the opening of the roof 110 is controlled by the driver, a control unit controls a first movement of the boot door 112 to free the storage space dedicated to the roof 110 in the rear part of the vehicle. While the trunk door 112 continues to pivot towards the rear of the vehicle, along a transverse axis of the vehicle, the roof 110 is set in motion by a hydraulic action of a jack. ordered. By a cam system, the rotational movement of the roof 110 generates a rotational movement of the tablet. In order to allow the rear shelf to be released from the clamping carried out by the roof 110, the rear shelf makes a first downward rotation movement of the vehicle, along a transverse axis of the vehicle. When the rear part of the roof 110, which previously pinched the tablet, is located at a lower vertical level than that of the tablet, the tablet performs a second rotational movement, this time towards the top of the vehicle, according to the same transverse axis. This second rotational movement takes place until the tablet finds itself in abutment in a substantially vertical position. While the tablet is in this stop position, the roof 110 continues its retraction in the storage space dedicated to it and now causes the rotation of the closing flaps.

The folding of the shelf is then controlled by the folding of the trunk door 112. A mechanical cable, for example of the type of bicycle brake cables known as the Bowden cable, transmits a force generated by the closing mechanism of the trunk door 112 to a device connected to the tablet. When the folding of the boot door 112 is ordered by the control unit, that is to say when the roof 110 is not yet fully retracted, a simultaneous movement of the rear shelf is generated by the link by cable, so as to return the rear shelf, now grafted with the two closing flaps, in a substantially horizontal position.

The movement of the rear shelf to allow the passage of the roof 110 from a retracted position to a closed position is symmetrically the same. The tablet is first brought into abutment in a substantially vertical position, then brought back into a substantially horizontal position. These movements are created by the rotation of the roof 110 returning to a closed position and by the action of the Bowden cable transmitting the movements of the boot door 112 to the tablet. As seen above, when the roof 110 is in the retracted position, it is necessary to have closing flaps on either side of the rear shelf for aesthetic, aerodynamic and sealing needs. When the roof 110 is in the closed position, these same closing flaps cannot be in this position, because they would hinder the passage of the arms associated with the roof 110. In the closed position, these flaps are therefore slid under the rear shelf. The principle of the movement of the flaps is as follows:

The shutters remain slid under the shelf when the roof 110 is in the closed position, and when this roof 110 begins to be driven in a rotational movement. They remain slid in this position until the shelf is in abutment in a substantially vertical position. In this position, the rotation of the roof 110 along a transverse axis of the vehicle causes the cams to move the flaps. In order to pass from a position slid under the tablet to a position next to the tablet by forming a plane with this tablet, the movement of the flaps must be both a movement of release from under the tablet and a movement of translation for reach the same height as the shelf. Advantageously, these two movements are carried out simultaneously by a helical rotation. It will be understood that these two movements can be carried out successively by a movement of rotation then of translation, or by two movements of translation.

The respective movements of the closing flaps and of the shelf are therefore generated by a common rotation mechanism based on the initial rotational movement of the roof 110.

A continuous movement of rotation of the roof 110 causes two successive movements, the movement of the tablet first then the movement of the closing flaps. Symmetrically along the median axis of the vehicle, the mechanism described below for a left side of the vehicle is the same for the right side. The continuous rotational movement of the roof 110 is generated by a hydraulic control. A cylinder, composed of a body and a piston, is articulated on the body 100, at the end of the body of the cylinder through which the piston opens. Such a joint allows movement of the cylinder body without being too penalizing for the longitudinal thrust of the piston. This movement of the piston generates the movement of two connecting rods connected respectively to the free end of the piston. A first connecting rod is secured to the body 100, ensuring both a guiding of the movement of the piston and a holding of the latter when it is in extension, and a second connecting rod, called the reduction rod, mounted in free rotation on the inner arm of the roof 110, the arm supporting the roof 110 located towards the passenger compartment, makes it possible to transfer the translational movement of the piston into a rotary movement of this inner arm. The reduction rod pulls the inner arm towards the jack when the piston retracts and conversely pushes the inner arm when the piston expands out of the body of the jack. The lower part of the inner arm being rotatably mounted about a fixed axis, called the main axis of rotation, the movement of the inner arm is therefore a rotational movement around this axis. The set of different pivot points formed inter alia by this axis of rotation, the pivot points between the roof structure 110 and the upper parts of the inner and outer arms, and a pivot point between the lower part of the outer arm and the body 100, forms an articulated quadrilateral whose movement is generated by the rotation of the inner arm about the main axis of rotation. The mobility of the roof 110, supported by the articulated quadrilateral, is therefore generated by the substantially longitudinal movement of the piston and takes place via a rotation of the main axis. This main axis of rotation also carries at least a first pulley having a protrusion pe endicular to the axis of rotation and a groove around the periphery of the first pulley. The main axis of rotation also carries at least one cam having a radial protuberance. The inner arm extends to its end towards the interior of the vehicle, this extension being parallel to the main axis of rotation. The relative position of the various elements carried by the main axis of rotation is such that the inner arm is located towards the outside of the vehicle, the cam is located towards the inside of the vehicle and the first pulley is located between the arm and the cam. The extension of the inner arm parallel to the main axis of rotation therefore cuts the plane of rotation of the first pulley and the radial projection of the first pulley has a dimension such that it can be in contact with the extension of the inner arm parallel to the main axis of rotation.

A substantially "L" shaped lever is articulated at one of its ends on the cam and has an orifice allowing the radial protuberance of the cam to pass into an extreme position. The other end of the lever is rotatably mounted around an axis integral with the tablet.

A second pulley is rotatably mounted around a second axis of rotation carried by a housing, which also carries the main axis of rotation. This second pulley has a groove in which a mechanical cable, of the bicycle brake cable type, is inserted. This cable is connected to the opening mechanism of the boot door 112.

The cam is connected to one end of a return spring, the other end of which is secured to the casing. This return spring tends to bring the tablet, via the cam and the “L-shaped lever”, into a substantially horizontal position, when the second pulley, which blocks the radial protuberance of the cam, is actuated by the cable of the door. trunk 112. The cam is then released and returns to contact with the extension of the inner arm by the spring return function.

The extension of the inner arm has first and second surfaces capable of cooperating simultaneously with a third surface of the projection of the first pulley and with a fourth surface of the cam. These third and fourth surfaces are arranged so that, in a rest position when the shelf is lowered and the roof 110 closed, not being in a plane parallel to the plane defined by the first and second surfaces of the extension of the inner arm. The cam is thus offset in the rest position relative to the first pulley so that during the retraction of the roof 110, and therefore of the rotation of the inner arm, the second surface of the extension of the inner arm comes all of first in contact with the fourth surface of the cam and first of all causes the rotation of the cam around the main axis of rotation. The rotation of this cam causes on the one hand the displacement of the “L-shaped lever” and therefore of the tablet in a vertical position, and on the other hand the displacement of the radial protuberance of the cam which then engages in a groove of the second pulley.

While the retraction of the roof 110 continues, that is to say that the rotation of the inner arm around the main axis of rotation continues, the first surface of the extension of the inner arm now comes into contact with the third surface of the first pulley and generates a rotation of the first pulley around the main axis of rotation. A cable of the bicycle brake type is fixed in the groove of this first pulley and the rotation of this first pulley generates a traction force on this cable, traction force which is reflected at the other end of the cable on a piloting mechanism. closing flaps. This mechanism for controlling the closing flaps is fixed to the tablet and consists of an axis integral with the tablet and a cylinder carrying the closing flap. The movement of the cylinder with respect to the axis is a helical rotation movement which allows the shutter to be released from under the shelf and at the same time makes it possible to restore the shutter to a substantially equivalent vertical level. The helical rotation movement of the closing flaps is therefore initiated by the rotation of the first pulley carried by the main axis of rotation.

It will be understood that the movement of the closing flaps begins during the retraction of the roof 110, while the tablet is substantially in position. vertical. This movement of the shutters ends when the roof 110 is already retracted and the trunk door 112 returns to its initial position. The assembly formed by the first pulley, the intermediate support and the cam being in abutment against the extension of the inner arm, the return to position of the rear shelf is initiated by the movement of the boot door 112. A cable connects the mechanism of this boot door 112 to the second pulley and allows the radial protuberance of the cam to be released, by creating a rotary movement of the second pulley. The now authorized movement of the cam and therefore of the "L-shaped lever" allows the tablet to return to a substantially horizontal position. This substantially horizontal position is reached in abutment by the contact of the tablet on a pin integral with the casing.

When the driver commands the roof 110 to be closed, the operation proceeds symmetrically in the same way. The opening of the trunk door 112 and the setting in motion of the articulated assembly supporting the roof 110 generate the positioning of the rear shelf in a substantially vertical position and generate the release of the stops produced by the first and second surfaces extension of the inner arm on the third surface of the first pulley and fourth surface of the cam. A spring system placed between the axis and the cylinder used for the helical rotation of the closing flaps then makes it possible, when the pressure exerted by the cable on the cylinder no longer exists, that is to say when the first pulley is released following the rotation of the main axis, to return the flaps to the position under the shelf to allow the passage of the arms supporting the roof structure 110.

The closed position of the roof 110, in which the articulated assembly supporting the roof 110 has a lower part under the body structure 100 and an upper part linked to the roof 110 and therefore above this body structure 100, and the retracted position of this roof 110, in which the articulated assembly is entirely located under the body structure 100, involves the creation an orifice in the body structure 100 to allow passage of the articulated assembly. These orifices cannot be discovered when the roof 110 is in the retracted position for aesthetic, aerodynamic or sealing reasons. Advantageously, the inner arm supporting the roof 110 has a bent shape near its lower end. This bent shape is complementary to a cam, specific to a hatch, not shown and located in the structure of the vehicle, in an area substantially close to the shelf. When the roof 110 is animated in order to return to a closed position, the lower part of the inner arm comes into contact with the cam of the hatch and generates a rotation of this cam and of an associated plate and therefore an opening of the hatch. The inner arm and the outer arm can then pass through this hatch to support the roof 110. A return spring is linked to the cam of the hatch so that, when the roof 110 is retracted, and therefore when the part lower of the inner arm is no longer in contact with the cam, this cam returns to its rest position and generates the obturation of the hatch by a return of the plate associated with the cam in its rest position.

The present invention also relates to a mechanism for the boot door 112. A vehicle whose rigid roof 110 can be retracted into a storage space dedicated to the rear of the vehicle must have a boot door 112 with particular kinematics.

Initially, the trunk door 112 must allow standard opening, in order to store luggage in the trunk. For this, the trunk door 112 is rotatably mounted about a transverse axis in the part of the trunk door 112 located furthest forward of the vehicle, when this trunk door 112 is in the closed position: access to the trunk is then made, when the trunk door 112 is opened, from the rear of the vehicle.

Secondly, when the driver requests the roof 110 to be retracted, the roof 110 comes to be stored in a storage space which is dedicated in the trunk area. The trunk door 112 must therefore open to allow passage to the roof 110 and a standard opening does not allow this. The trunk door 112 must then pivot about a second transverse axis of rotation, in the rearmost part of the trunk door 112 of the vehicle, when this trunk door 112 is in the closed position: access to the trunk is then made, when the trunk door 112 is open, from the front of the vehicle and therefore allows the passage of the roof 110 and its associated mechanism.

The trunk door 112 is set in motion by a set of three main elements, namely a lock device comprising a hinge 118 called a "swan neck" and two side mechanisms symmetrically disposed on each side of the trunk door 112. Only the lateral mechanism on the left side of the vehicle will be described, the corresponding lateral mechanism on the right side being found by symmetry.

This lateral mechanism is composed of a plate 122 secured to the body 100, an intermediate frame 116 articulated on this plate 122, a first pneumatic system 120 one end of which is fixed to the plate 122 and the other end of which is connected to the intermediate chassis 116, and a hinge system located between the intermediate chassis 116 and the trunk door 112 and formed of connecting rods and a second pneumatic system. The plate 122 makes it possible to group, on the same part, different functionalities such as an articulation of the intermediate chassis 116, immobilization means offering the possibility of locking this chassis in the ready-to-assemble position, the fixing of the first pneumatic system 120 controlling the movement of the intermediate frame 116. This plate 122 is made of a light material, is thin and can advantageously have a triangular shape.

The intermediate frame 116 is itself made up of a single piece, substantially in the shape of a “double L”. A first part, called the articulation part, is mounted on the plate 122 by a pivot link along an axis substantially transverse to the vehicle and perpendicular to the plane of the plate 122. This first articulation part also carries the free end of the first pneumatic system 120, the translational movement of the piston generating, by virtue of this connection in free rotation and the point d articulation of the chassis on the plate 122, a rotational movement of the intermediate chassis 116 about an axis transverse to the vehicle and perpendicular to the plane of the plate 122. The intermediate chassis 116 has a first bent portion which connects the first part of articulation to a second part, called transfer. This second transfer part and the first articulation part has a substantially right angle. At the other end of the second transfer part, a second bent portion is extended by a third part, called the support part, substantially parallel to the first articulation part. This third support part has different points of articulation on which the different connecting rods of the articulation system are fixed, a system located between the third support part of the intermediate frame 116 and a support plate secured to the boot door 112. L the free end of the piston of the second pneumatic system is also fixed to the third support part of the chassis, the cylinder body of the second pneumatic system being connected to the support plate secured to the boot door 112. During a conventional opening of the boot door 112 for luggage storage, the piston of the second pneumatic system, compressed when the boot door 112 is closed, relaxes as soon as the lock of the boot door 112 is unlocked. The span of this piston then generates an opening of the trunk door 112, accompanied by the connecting rods of the articulation system connected to the third support part of the intermediate chassis 116. In such an opening, the intermediate chassis 116 does not move and remains fixed relative to the plate 122 by the action of the immobilization means mounted on this plate 122. A pin mounted on the chassis, for example at the level of the second part curved, may have for this purpose a complementary form of a system of hooks of the immobilization means. In this so-called rest position, the arrangement of the assembly formed by the plate 122 and the chassis is such that advantageously the first articulation part and the third support part of the intermediate chassis 116 are substantially oriented horizontally and the second transfer part is substantially oriented vertically. In order to ensure that the chassis is hooked in the lock to return to a rest position, a pulley can be fixed on the intermediate chassis 116 and serve as guidance by its complementarity with a groove produced on the plate 122. Advantageously, this pulley assembly / groove is produced at the ends of the plate 122 and the frame remote from their common point of articulation.

Safe hooking of the chassis relative to the plate 122 is necessary so that the opening of the trunk door 112 for storing luggage is effected by an articulation resting on a substantially horizontal and rigid structure. It is also advantageous for the manufacturer during assembly of the vehicle, since the assembly formed by the plate 122 and the chassis hooked in the lock can thus be supplied ready to mount without having any dispersion between each assembly on the vehicle. The repetitivity presented by such a system then saves time and an interesting quality of assembly for manufacturers.

When the trunk is opened by rotation of the trunk door 112 around the second transverse axis of rotation in the rearmost part of the trunk door 112, that is to say when the door is reopened chest 112 to allow retraction of the roof 110, the intermediate frame 116 is unhooked from the lock of the plate 122. The first pneumatic system 120 is fixed on the plate 122, advantageously in the lower part of this plate 122, the free end of the piston being, as described above, connected to the intermediate frame 116. The piston of the first pneumatic system 120, compressed when the intermediate chassis 116 is in a rest position, relaxes as soon as the lock of the plate 122 no longer retains the pin of the intermediate chassis 116. The span of this piston, then its piloting by hydraulic pressure, then generates a rotation of the intermediate frame 116 along an axis of rotation peφendicular to the plate 122 and therefore substantially parallel to the second transverse axis of rotation. In this configuration, the control of the second pneumatic system, located between the third support part of the chassis and the support plate secured to the boot door 112, is such that the second pneumatic system remains compressed. The connecting rods of the articulation system located between the third support part of the intermediate frame 116 and the support plate secured to the boot door 112 in this case remain at rest and do not articulate. The system transmits the rotational movement of the intermediate chassis 116 to the trunk door 112, which experiences a rotational movement around a transverse axis specific to the trunk door 112 and different from the intermediate chassis 116.

This rotational movement is carried out around a transverse axis which advantageously passes through the lock of the boot door 112. This lock therefore has a particular structure in order to take into account the reopening of the boot along this second transverse axis of rotation passing through the lock and do not generate any force in the lock, which would be the case with a conventional lock and a trunk door 112 which moves while remaining hung. This lock rests on a structure advantageously formed of two parts, a fixed frame integral with the body structure 100 of the vehicle and a hinge 118 called "swan neck" which moves in a slide of the frame. The curved shape of the slide and the shape of the corresponding hinge 118 generates a movement of this hinge 118 equivalent to a rotational movement around a transverse axis comparable to the second transverse axis of rotation around which the trunk door 112 is in rotation . The upper part of the swan neck hinge 118 carries the keeper and the bolt of the lock which will correspond to a zone arranged in the lower part 124 of the boot door 112. Thanks to the curved connection between the frame and the hinge 118, the two elements of the lock brought to the times by the body 100 and the trunk door 112 can tilt in a coordinated manner. The movement of the hinge 118 "swan neck" corresponds to the movement of the trunk door 112 in lower proportions. This combination of movements allows a rotational movement of the trunk door 112 without generating any force on the lock in contact with this trunk door 112. The opening of the trunk door 112 for the retraction of the roof 110 therefore rests , among others, on two lateral systems and a lock system, comprising a hinge 118 "swan neck", independent. In each of the lateral systems, the intermediate chassis 116 is formed in one piece, which gives a gain in room, and therefore in weight and money, and better stability of each lateral system. The synchronization of the movements of the two lateral systems is carried out by sending an equivalent pressure command in the first pneumatic systems. Such syiichronization thus makes it possible to dispense with a mechanical appendage connecting the two lateral systems. It should be noted that, advantageously, the trunk door 112 may have a predetermined flexibility to adapt to the movements of the independent lateral systems.

The roof mechanisms 110 and the trunk door 112 can be mounted on the vehicle as follows. The base of a vehicle, namely all of the body structures 100 of the vehicle, excluding opening and roof 110, arrives on an assembly line. A first assembly formed inter alia by the plate 122 and the intermediate frame 116, clipped onto the plate 122, is mounted on the lateral flanks inside the boot area. This set also includes the second pneumatic system and the articulation system formed of connecting rods, as well as the support plate intended to be secured to the boot door 112. The assembly is delivered to the assembly line with the plate 122 and the frame clipped, with the articulated system folded and the second pneumatic system connected at the level of its cylinder body to the support plate and clipped at the end of its piston also on the support plate. This end of the piston is intended, at the end of assembly, to be fixed to the third support part of the intermediate frame 116. It is firstly clipped onto the support plate to facilitate handling by the operator, and is then unclipped and positioned on the chassis as soon as the side doors are installed. It should be noted that the fact that the plate 122 / chassis assembly arrives on the clipped assembly line makes it possible to fix the assembly without dispersion between each assembly. The support plate is then secured to the boot door 112 when the latter arrives on the assembly line. The mechanism of the trunk door 112 is then almost installed. Only the first pneumatic system 120 is missing, which must be mounted between the first articulation part of the chassis and the plate 122. This first pneumatic system 120 is delivered on the assembly line with the roof 110. The roof 110 is indeed delivered on the assembly line with at least the hydraulic distribution box, the first pneumatic system 120 left and right, the shelf, the closing flaps and the mechanism associated with this shelf and these flaps. The fact that a hydraulic assembly is thus delivered in one block allows the operator to carry out an easy assembly of the hydraulic cables. Once the roof 110 is in place, the operator only has to fix the hydraulic distribution box in the trunk and connect it to a control unit so that the hydraulic pressure controls necessary for setting in motion the roof 110 and boot mechanisms can be transmitted from the control unit to the pneumatic systems. The operator must also fix the first pneumatic system 120 between the chassis and the plate 122, by fixing the cylinder body to the plate 122, advantageously in the lower part of this plate 122, and by rotating the free end of the piston on the first articulation part of the chassis. The operator must also connect, by a bicycle brake type cable, the boot door mechanism 112 and the tablet mechanism delivered with the roof 110. Synchronized control of the roof openings 110 and the boot door 112 is ensured among other things by this connection.

Table of references in accordance with Figures 1 to 5

100 Vehicle body

110 Roof

112 Trunk door

114 Articulated system

115 Lateral mechanism

116 Intermediate chassis

118 Swan neck hinge

120 First pneumatic system

122 Platinum

124 Lower part of the boot lid

Claims

1. Trunk door device (112) for a vehicle, comprising a lock device capable of immobilizing the trunk door (112) on the body (100) of the vehicle, the trunk door (112) being able to be controlled on the one hand, the lock device being unlocked, from a closed position to a first standard position allowing access to the boot from the rear for handling luggage and on the other hand, the lock device being locked, d a closed position to a second position allowing access from the front for storing a retractable roof (110) of the vehicle, said trunk door (112) being driven in rotation, to access said second position, around 'a transverse axis, characterized in that this transverse axis belongs to the boot door lock device (112).

2. Device according to claim 1, characterized in that the lock device is formed, on the body side (100), of a frame secured to the body (100) of the vehicle, a hinge (118) "swan neck" mounted on said frame and carrying the bolt and strike plate of the lock, and, on the trunk door side (112), of an area provided in the lower part (124) of the trunk door (112).

3. Device according to claim 2, characterized in that the hinge (118) "swan neck" is set in motion when the trunk door (112) is controlled between its closed position and its second position, the fixed frame.

4. Device according to claim 3, characterized in that said movement of the hinge (118) "swan neck" is a rotational movement about a substantially transverse axis.

5. Device according to claim 4, characterized in that a curved slide is formed in the frame, the hinge (118) being guided in this slide.

6. Device according to claim 5, also comprising two independent lateral mechanisms which assist the rotational movement of the trunk door (112), characterized in that the trunk door (112) has a determined flexibility, this flexibility allowing control of the trunk door (112) jointly by the lateral mechanisms and the transverse axis of rotation belonging to the lock device.

7. “Gooseneck” mechanism suitable for use in a vehicle device in accordance with one of the preceding claims

8. Method for controlling a trunk door for retracting or deploying a roof (110) of a vehicle, preferably a rigid roof (110), this method comprising: o lifting the trunk door (112 ) by actuators connected directly to the lateral portions of this trunk door (112), * the rotation of the trunk door (112) around a locking device mounted at the rear, this device preferably comprising a mechanism " swan neck "capable of being articulated during the lifting operation.

9. Steering method according to the preceding claim, characterized in that the majority of the weight of the trunk door (112) is supported by the mechanism "swan neck" during the lifting operation

10. A vehicle comprising a trunk door device (112) according to one of the preceding claims.