Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K11/00—Arrangement in connection with cooling of propulsion units
  • B60K11/08—Air inlets for cooling; Shutters or blinds therefor
  • B60K11/085—Air inlets for cooling; Shutters or blinds therefor with adjustable shutters or blinds
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
  • B60R19/52—Radiator or grille guards ; Radiator grilles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
  • B60R19/52—Radiator or grille guards ; Radiator grilles
  • B60R2019/525—Radiator grilles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2306/00—Other features of vehicle sub-units
  • B60Y2306/13—Failsafe arrangements
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2410/00—Constructional features of vehicle sub-units
  • B60Y2410/13—Materials or fluids with special properties
  • B60Y2410/136—Memory alloys
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

• Shutter control device for a motor vehicle, and frame comprising such a device
• the invention relates to a shutter control device for a motor vehicle comprising at least one flap and an actuator moving said at least one flap between a closed and open position.
• the invention also relates to a frame comprising such a device.
• motor vehicles have an air inlet in which are arranged heat exchangers.
• This air inlet can be more or less obstructed by flaps which are controlled by an actuator, this depending on the conditions of use of the heat exchangers.
• flaps are used to reduce the drag coefficient and improve cooling and air conditioning performance.
• the flaps may become blocked in the closed position, which obstructs the passage of air towards the heat exchangers, thus causing the engine to overheat.
• the present invention aims to overcome these disadvantages by providing a shutter control device for a motor vehicle comprising at least one flap and an actuator moving said at least one flap between a closed and open position. According to the invention said flap is able to be detached from said actuator in case of failure of the latter.
• the flap is adapted to adopt an open position unlocking the air inlet.
• the air can thus exchange with the fluids flowing in the heat exchangers thus avoiding overheating of the engine and the emergency stop of the vehicle.
• the change of position of the shutters can be caused by various factors such as, for example, the dynamic air pressure or the aspiration of the Moto-Ventilator Group.
• the said flap is adapted to be detached from said actuator reversibly in case of failure of said actuator;
• the device comprises a detaching means comprising a clamp provided with a tensioned electrical wire made of shape memory alloy material solidarisant said actuator with said at least one flap;
• the device comprises a connector that connects a shutter assembly
• the connector included in the device is a movable rod
• the device comprises a driver which controls the rotation of said at least one flap
• the connector is positioned between the trainer and the set of flaps
• the device comprises a return means moving the connector and the flap assembly to an open position
• the device comprises at least one fixed stop blocking the movement of the securing means comprising the clip described above to restrict the rotation of said at least one flap between the two open and closed positions.
• the invention also relates to a frame comprising a device as described above.
• FIG. 1 illustrates a partial perspective view of a frame comprising a device with shutters according to the invention.
• FIG. 2 shows a detailed view of a connector connecting the different components according to the invention.
• FIG. 3 illustrates a schematic representation of the device according to the invention when the actuator is in an operating state without any anomaly according to a first variant embodiment.
• FIG. 4 is a schematic representation of the device according to the embodiment shown in Figure 3 following a failure of the actuator.
• FIG. 5 illustrates a schematic representation of the device according to a second embodiment of the invention when the actuator is in operating state without abnormality.
• FIG. 6 is a schematic representation of the device according to the embodiment shown in Figure 5 following a failure of the actuator.
• FIG. 7 shows a diagram of a third embodiment according to the invention when the actuator is in operating state without abnormality.
• FIG. 8 is a schematic representation of the device according to the embodiment shown in Figure 7 following a failure of the actuator.
• FIG. 9 illustrates a partial schematic representation of the device according to a particular embodiment.
• FIGS. 10a and 10b are detailed views of a clutch of the device of the invention according to two configurations of the same embodiment.
• FIG. 1 1 is a sectional view of the securing means of the device according to the invention. Detailed description of the embodiments
• FIG. 1 illustrates a frame 3 comprising a shutter control device 1 with an actuator 2 which drives a so-called control flap 4 between an extreme open position and an extreme closed position.
• the frame 3 corresponds to a frame with two longitudinal sides and two lateral sides for a given thickness.
• the frame 3 has a rectangular shape so that the longitudinal sides are larger than the lateral sides.
• the shutter control device 1 is located in the inner surface of the frame 3 so that the set of flaps covers the entire inner surface of the frame 3.
• the frame 3 can be made of various rigid materials so as to fix the device 1 in a position, however some elements such as the actuator 2, may be subject to the frame without being included in the inner surface of the flap.
• the frame 3 can adopt other geometric shapes such as a square or a circle and the invention is not limited to the shape of the frame 3.
• the actuator 2 also drives the rotation of so-called secondary flaps 8.
• the actuator 2 drives the control flaps 4 and secondary 8 in the same rotary motion defined around an axis of rotation represented by the axis A.
• control flaps 4 and secondary 8 When the control flaps 4 and secondary 8 are in the open position as shown in Figure 1, namely that they extend in a longitudinal direction (x) and transverse (y) relative to the axes of the vehicle, the entrance of air is released and the outside air flow can pass through the passage of the frame 3 according to the arrow F.
• the control flaps 4 and secondary 8 When the control flaps 4 and secondary 8 are in the closed position, that is to say they extend in a direction transverse (y) and vertical (z) relative to the axes of the vehicle, the air inlet is obstructed and the air can not cross the frame 3.
• the invention is not limited to number of flaps present in the device. Indeed, it is conceivable to have a system with a single flap covering the entire air intake surface. In the device illustrated in FIG. 1, the control flaps 4 and the secondary flaps 8 are connected by a connector 6.
• FIG. 2 is a more detailed representation of the connector 6.
• the connector 6 is made here in the form of a movable rod 7 which moves in a translational movement represented by the axis B with the device represented here is in a configuration where the control flaps 4 and secondary 8 are in an open position.
• the actuator 2 under the effect of a control that can be pneumatic, electrical and / or mechanical actuates the rotation of the control flap 4 along an axis A.
• the control flap 4 is then driven by pivoting at a defined angle for example in a range from 0 to 90 °.
• the shutter can adopt two extreme positions called open and closed.
• Either the shutter terminates its travel in a position where it extends along a plane defined by the longitudinal (x) and transverse (y) axes, as represented in FIG. 2, this position corresponding to the open position in which the air circulates through the frame 3.
• Either the flap ends in a position where it extends along a plane defined by the transverse (y) and vertical (z) axes, that is to say that the flap ends its run perpendicular to the open position. This position corresponds to the closed position in which the shutter obstructs the frame and where the air does not flow through the frame 3.
• the control flap 4 can end its race in a configuration between these two extreme positions.
• the invention proposes that the flaps extend in any plane defined by the marks (x, y, z) and adopts a position between the two extreme open positions, allowing the passage of air, and closed, preventing the passage of air, through the frame 3.
• the flaps can change position for example by pivoting, translation, or by sliding.
• control flap 4 following its rotation caused by the actuator 2, causes the translation of the connector element 6, in this case the moving rod. 7, downwards or upwards along the vertical axis (z) of the vehicle.
• control flap 4 corresponds to any flap lying between the actuator 2 and the connector 6, while the so-called secondary flap 8 corresponds to any flap located between the connector 6 and the frame 3.
• the connector 6 causes the simultaneous opening of the control flaps 4 and secondary 8 of the device thereby widening the air inlet of the front face of the vehicle and thereby promote the exchange between the air and the heat exchangers located behind the frame 3.
• the movable rod 7 corresponds to a room for securing the different shutters in a simple and inexpensive way using few parts.
• the pivoting of the control flaps 4 and secondary 8 can be performed in both directions around the axis of rotation A.
• the movable rod 7 can be driven in both directions or here upwards or towards the bottom.
• the device represented in FIG. 2 illustrates an actuator 2 secured to the movable rod 7 thus causing its translatory movement without passing through a control flap 4.
• the actuator 2 controls the rotation of a lever 24 which causes the translation of the moving rod 7.
• the shutter control device for a motor vehicle comprises at least one control flap 4 or secondary 8 and an actuator 2 moving said at least this control flap 4 or secondary 8 between a closed and open position.
• this control flap 4 or secondary 8 is able to be disconnected from the actuator 2 in the event of failure of said actuator 2.
• FIG. 3 illustrates an embodiment of the device in which the control flap 4 is in an open position and without failure of the actuator 2, the actuator 2 being integral with the control flap 4.
• FIG. 4 represents the embodiment illustrated in Figure 3 following a failure of the actuator 2 where the control flap 4 is disengaged from the actuator 2.
• the device 1 comprises an actuator 2 which causes the control flap 4 to rotate.
• the device 1 also comprises a detaching means provided here in the form of a movable core 10 able to move independently of the actuator 2.
• the actuator 2 under the effect of a control driver the displacement, for example by rotation, the movable core 10, the control flap 4 being secured to the movable core 10, it then adopts the same rotary movement.
• the rotation of the control flap 4 is not limited and the flap is able to change position under the influence of the actuator 2.
• control can be pneumatic, electrical or mechanical.
• the core 10, located between the actuator 2 and the control flap 4, can move independently of the actuator 2 so that when the latter is blocked due to a failure, the core 10 remains mobile and is adapted to detach the control flap 4 from the actuator 2.
• the mobile core 10 is, according to the embodiment described in Figures 3 and 4, controlled by a solenoid 12 in a direction represented by a C axis.
• the solenoid 12 may be monostable or bistable.
• the solenoid 12 is continuously supplied by a power supply 13, that is to say an electric current accompanied by electrical controls, enabling it to maintain the mobile core 10 connected between the actuator 2 and the control flap 4.
• the solenoid 12 allows the disengagement of the control flap 4 of the actuator 2. It is the same in the event that an internal case such as a reduction gear case would occur at the gear of the actuator 2. Thus, the solenoid 12 will actuate the mobile core 10 so that the latter can move independently of the actuator and thus disengage the control flap 4 of the actuator 2.
• the solenoid 12 is monostable, this causes the supply of the solenoid 13 to be cut off.
• the solenoid 13 then becomes magnetically unbalanced, and adopts a so-called release position by orienting the mobile core 10 to an extreme position according to the invention.
• the control flap 4 is then disengaged from the actuator 2.
• Embodiments propose to combine the supply of the solenoid 13 to the supply of the actuator January 1, or to provide a supply of the solenoid 13 independent of that of the actuator 2.
• the supply of the solenoid 13 determines the positioning of the movable core 10. In such a case, the supply of the solenoid 13 is independent of that of the actuator 2.
• the solenoid 12 guides the movable core 10 so that it remains attached to the actuator 2 in failure-free mode. In case of failure of the actuator 2, the solenoid 12 will then bring the movable core 10 into a position not secured to the control flap 4.
• the solenoid 12 orients the movable core 10 so that it remains attached to the control flap 4 and it disengages from the actuator 2 if the latter to suffer a failure.
• the control flap 4 When the control flap 4 is disengaged from the actuator 2, it adopts an open position allowing the air to pass through the frame 3.
• the control flap 4 is secured to a connector 6, the latter being secured to a means of return, here a return spring 1 6.
• the return spring 1 6 is held in a compressed position under the action of the frame 3 and the connector 6, here a movable rod 7. It is itself maintained in such a position by the control flap 4 which itself is held in this position under the action of the solenoid 12 and the actuator 2.
• the solenoid 12 is continuously supplied, and maintains the means of separation, here the movable core 10, in connection between the actuator 2 and the control flap 4.
• the device can thus remain in a configuration where the control flap 4 is in a closed position as tee in Figure 3 or any other position defined by the actuator.
• the movable core 10 is oriented under the action of the solenoid 12 to a so-called release position of the control flap 4 which then disengages from the actuator 2
• the return spring 1 6 then no longer undergoes mechanical stresses retaining it in a compressed position and adopts an uncompressed configuration.
• the return spring 1 6 causes the displacement of the connector 6, or moving rod 7, here upwards, thereby causing the rotation of the control flap 4 to an open position as shown in FIG.
• the device therefore has the advantage that, in a situation where the actuator 2 is faulty, allow to return to a configuration where the control flaps 4 and secondary 8 are in the open position without there being needs external intervention. This makes it possible to cool the engine of the vehicle and thus avoids the overheating thereof and the emergency stop.
• Another advantage of the present invention is that, in the situation where the actuator 2 returns to normal operation, for example following a temporary failure, its control electronics enable it to return to a position indexed to that of the mobile core 10 and The movable core 10 under the action of the solenoid 12 then adopts a position where the control flap 4 is secured again to the actuator 2.
• the control flap 4 is therefore able to be secured / disengaged of the actuator 2 in a reversible manner without the need for external intervention by a mechanism that will be explained later.
• FIGS. 5 and 6 show a second embodiment with FIG. 5 describing an embodiment without anomaly and FIG. 6 representing the embodiment according to FIG. 5 following a failure of the actuator 2.
• the uncoupling means also realized in the form of a mobile core 10, is, according to the embodiment illustrated in FIGS. 5 and 6, driven under the action of a clutch 18 in a longitudinal direction represented by an axis C.
• the clutch 18 comprises a spring 20 made of shape memory alloy material and a return spring 22 able to move the movable core 10.
• the clutch 18 is supplied with permanence by a power supply 17.
• the clutch 18 may also comprise a tensioned wire 20 made of a shape memory alloy material and a return spring 22 able to move the movable core 10, the tensioned electrical wire being an equivalent for the spring.
• the clutch 18 comprises a spring 20 made of a shape memory alloy material and a return spring 22.
• the return spring 22 is expanded and the spring 20 made of shape memory alloy material is compressed.
• the spring 20 made of shape memory alloy material and the actuator 2 are continuously supplied. As long as the spring 20 made of shape memory alloy material remains energized current, it retains its compressed shape and keeps the movable core 10 connected between the actuator 2 and the control flap 4 by the opposite force that exerts the return spring 22.
• the spring 20 made of shape memory alloy material will no longer be supplied with current and cooling, it will resume its original length which will cause the separation of the control flap 4 of the actuator 2. It is likewise in the case where an internal case such as a reduction gear case would occur at the gear of the actuator 2. It is also conceivable to propose a device, where the spring 20 made of shape memory alloy material orients the movable core 10 so that it remains attached to the control flap 4 and that it separates from the actuator 2 if the latter fails.
• the device illustrated in Figure 5 comprises a return spring 1 6 in a compressed position under the action of the frame 3 and the connector 6, here the movable rod 7.
• the clutch 18 is fed continuously, and keeps the movable core 10 connected between the actuator 2 and the control flap 4 with the spring 20 made of shape memory alloy material.
• the device can thus remain in a configuration where the flaps are in the closed position as shown in Figure 5 or in any other position defined by the actuator.
• the movable core 10 is oriented by the clutch 18 to a so-called release position of the control flap 4 and disengages from the actuator 2.
• the return spring 1 6 no longer undergoes mechanical constraints that hold it in a compressed position, it then returns to its uncompressed configuration and at the same time causes the rotation of the control flap 4.
• the invention proposes secondary flaps 8 connected to the connector 6 which are driven simultaneously to the control flap 4 to an open position as shown in FIG. 6.
• FIG. 7 shows a third embodiment compatible with the two modes described above, the mode with the solenoid being the only one shown.
• FIG. 7 describes an embodiment without anomaly and FIG. 8 represents the embodiment according to FIG. 7 following a failure of the actuator 2.
• the device 1 comprises an actuator 2 which controls the rotation of a lever 24.
• the device 1 also comprises a detaching means made here in the form of a movable core 10 able to move independently of the actuator 2.
• the device also comprises a connector 6 which secures the secondary flaps 8 to the lever 24 and a return spring 1 6 which actuates the connector 6, and indirectly the secondary flaps 8, to a closed position where the air can no longer pass through the passage of the frame 3.
• the lever 24 is integral with the actuator 2 and causes the rotation of the secondary flaps 8, it corresponds in this embodiment to the equivalent of the control flap 4. In the closed position shown in Figure 7, the actuator 2 under the effect of an electronic control driver the rotation of the movable core 10, the lever 24 being secured to the movable core 10, then adopts the same rotational movement.
• the lever 24 drives the connector 6 which then adopts a translational movement.
• the rotation of the lever 24 and the secondary flap 8 is not limited and therefore the secondary flap 8 is able to change position under the influence of the actuator 2.
• the secondary flap 8 is secured to a connector 6. the last being subject to a 6.
• the return spring 1 6 is held in a compressed position under the action of the frame 3 and the connector 6, or the movable rod 7.
• the connector 6 is held in such a position by the lever 24 which itself is held in this position under the action of the solenoid 12.
• the solenoid is fed continuously, and keeps the mobile core 10 connected between the actuator 2 and the lever 24.
• the device can thus remain in a configuration where the secondary flaps 8 are in the closed position or in any other position defined by the actuator 2.
• the movable core 10 adopts a release position of the lever 24.
• the lever 24 then disengages from the actuator 2.
• the return spring 16 has not then more mechanical constraints holding it in a compressed position and moves the movable rod 7 (here upwards) and causes, at the same time, the simultaneous rotation of the secondary flaps 8 to an open position.
• a particular non-illustrated embodiment proposes that the return spring 16 causes the moving rod 7 to move downwards.
• FIG. 9 shows a fourth embodiment.
• the actuator 2 and the control flap 4 have a protrusion 28 and 30 respectively.
• the two protuberances are secured without being connected by a clamp 26, of complementary shape to the two protuberances 28 and 30, allowing the joining of the two protuberances 28 and 30.
• the clip 26 has a tensioned wire 20 made of a shape memory alloy material which holds the clip 26 in a constricted or engaged configuration as long as the clip 26 is supplied with electric current. This maintains the two protuberances 28 and 30 integral as shown in Figure 10a.
• the actuator 2 under the impulse of an electronic control will cause the rotation of the protrusion 28. This then causes the rotation of the gripper 26 driving which simultaneously the rotation of the protrusion 30.
• the flap of control 4 being secured to the protrusion 30, will also rotate between an open or closed position.
• the electrical wire 20 made of shape memory alloy material As long as the electrical wire 20 made of shape memory alloy material remains energized current, it retains its compressed shape and holds the clamp 26 in connection with the protuberances 28 and 30 as shown in Figure 10a. In the event of a malfunction of the actuator 2, the electrical wire 20 made of shape memory alloy material is no longer powered and cools. It resumes its original length and no longer exerts mechanical stresses on the clamp 26 which then disengages the protuberances 28 and 30 as shown in Figure 10b. The return spring 22 thus allows the disengagement of the protrusion 30, and therefore the control flap 4, the protrusion 28 and the actuator 2.
• protuberances 28 and 30 are shown in Figure 9 as stars. However, it is possible to envisage protuberances having other geometrical shapes such as squares, triangles, circles with abutments or any other geometrical polygon.
• the two protuberances are secured without being connected by two magnetized half-shells, each being of complementary shape to the two protuberances, allowing the joining of the two protuberances.
• the half-shells are similar to solenoids which, depending on the electric current, will either be attracted to one another or be pushed in the opposite direction, especially in the case of malfunction of the actuator.
• the half-shells remain in a confined configuration or engaged as long as they remain supplied with electric current. This keeps the two protuberances together.
• the actuator under the influence of an electronic control will cause the rotation of the protuberance. This then causes the rotation of the half-shells which cause that simultaneously the rotation of the protuberance.
• the control flap being integral with the protuberance, will also rotate between an open or closed position.
• the device 1 comprises three stops 32, 34 and 36 blocking the movement of the movable core 10 to restrict the rotation of the trainer, that is to say the control flap 4 or the lever 24, between the two extreme positions open and closed.
• the movable core 10 has a movable stop 36 on its outer surface. Depending on the degree of inclination of the trainer, the movable core 10 pivots under the action of the actuator 2 thus causing rotation of the movable stop 36 as well as that of the trainer which is integral with the movable core 10.
• solenoid 12 or the clutch 18 has two fixed stops 32 and 34.
• the movable stop 36 has on the movable core 10, pivots between two extreme positions.
• the movable stop 36 comes into contact with the fixed stop 34, the latter maintains the movable stop 36 and therefore the movable core 10 and the trainer, that is to say the control flap 4 or the lever 24, in a fixed position.
• the control flaps 4 or secondary 8 are in an open position.
• the control flaps 4 and secondary 8 are in a closed position.
• the movable stop 36 is defined so as to limit the movement of the control flaps 4 and secondary 8 between an open position, where the control flaps 4 and secondary 8 will ensure the maximum air passage through the frame 3, and a closed position or the control flaps 4 and secondary 8 will completely obstruct the air intake in the frame 3 thereby sealing the device.
• a limit may, for example, be defined by a rotation of the mobile core in a range from 0 to 90 °. This has the advantage of preventing the flaps from going beyond their two extreme positions.
• the solenoid 12 or the clutch 18 also comprises a spiral spring 38 which makes it possible to return the mobile core 10 to a reference state and more particularly to bring the abutment 36 back into contact with the stop 34.
• the driver being detached from the mobile core 10, adopt an open position by the force exerted by the return spring 1 6.
• the actuator 2 fails when the control flap 4 is in the closed position, the movable core 10 remaining fixed to the actuator 2, the movable stop 36 remains in contact with the stop 32.
• the trainer for its part, adopts an open position, that is to say a position where the movable stop 36 is in position. contact with the stop 34.
• the spiral spring 38 is able to return the movable core 10 to a position where the stop 36 comes into contact with the stop 34.
• Such an embodiment allows the device 1 to reposition itself in its initial configuration without intervention external, the control electronics of the actuator 2 to return to an angular position indexed to that of the control flap 4.
• Such an embodiment allows the device to reposition itself in an initial configuration and return to a mode of operation without abnormality without external intervention. This is particularly interesting in situations where the failure of the actuator 2 is due to a temporary failure. According to this assumption, the driver can continue to roll by the separation of the control flap 4 of the actuator 2. If the actuator 2 comes to work again, the control flap 4 is able to become firmly attached to the actuator 2 without the user needs to intervene.
• the invention proposes a configuration in which the spiral spring 38 is disposed on the actuator 2, in particular for the embodiments of the invention where the mobile core 10 remains attached to the control flap 4 and separates from the actuator 2 following a failure of the actuator 2.
• the spiral spring 38 allows the actuator 2 to return to an angular position indexed to that of the movable core 10 during the resumption of operation of the actuator 2.
• the device is then able to reposition itself in its initial configuration without external intervention, thanks to the stops 32, 34, 36 and the spiral spring 38.
• the invention also relates to a frame 3 comprising a device as described above.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

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• 2015
  • 2015-05-12 CN CN201580080789.9A patent/CN107995898A/zh active Pending
  • 2015-05-12 US US15/572,956 patent/US10293681B2/en not_active Expired - Fee Related
  • 2015-05-12 EP EP15728759.0A patent/EP3322610A1/de not_active Withdrawn
  • 2015-05-12 WO PCT/EP2015/060415 patent/WO2016180476A1/fr active Application Filing

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