MXPA01011123A

MXPA01011123A - Power drive mechanism for a motor vehicle liftgate.

Info

Publication number: MXPA01011123A
Application number: MXPA01011123A
Authority: MX
Inventors: Robert B Mooney
Original assignee: Atoma Int Corp
Priority date: 1999-05-05
Filing date: 2000-05-05
Publication date: 2003-04-03
Also published as: CA2370569C; EP1175542B1; BR0010313B1; DE60015117D1; JP4524770B2; EP1175542A1; BR0010313A; DE60015117T2; WO2000068538A1; ATE280305T1; AU4737100A; JP2002544042A; CA2370569A1

Abstract

A power drive mechanism (10) for a motor vehicle liftgate includes a linking arm (18) pivotally connected with the liftgate, a crank arm (12) drivable for pivotal movement and connected with the linking arm (18), and a gear train (20) operatively engaging the crank arm (12). A drive motor (34) is operatively connected with the crank arm (12) through the gear train (20) to provide power assisted opening and closing of the liftgate. The gear train (20) is disengageable from the drive motor (34) to permit manual opening and closing of the liftgate without backdriving the drive motor (34). An actuator (74) is operatively connected with the gear train (20) to move the gear train into and out of engagement with the drive motor. A holding linkage (60, 62) is operatively associated with the gear train (20) to maintain the gear train (20) in engagement during power assisted opening and closing of the liftgate.

Description

CONTROL SYSTEM MECHANISM FOR AN ELEVATION GATE OF AN ENGINE VEHICLE Field of the Invention The invention relates to mechanisms of control systems for the servomotor control of a lift gate of a vehicle.

BACKGROUND OF THE INVENTION Minivans and recreational vehicles frequently have rear lift gates which are pivotally mounted to the vehicle chassis at the rear of the vehicle. The lift gate is pivotally mounted to the chassis by upper bisacaras to allow the gate to move between the open and closed positions. The manually operated lift gates and the servomotor control lift gates are well known. The servomotor control lift gates can be opened and closed manually if a vehicle user so wishes. The lift gates with servomotor control are typically operated in opening and closing directions by an electric motor that is operatively coupled with the lift gate through a series of enclosures. At least one gear is movably mounted for movement between the coupling and uncoupling positions, so that the motor is operatively connected to the lift gate when the gears are engaged so that the lift gate can be moved in the opening and closing directions by The motor is disconnected from the gate when the gears are uncoupled so that the lift gate can be opened and closed manually without restarting the motor. Examples of typical systems include US Pat. Nos. 5,448,856 and 5,563,483. The movable gears may have a tendency to move out of engagement when the motor is either opening or closing the lift gate, depending on the particular geometry. This is undesirable, because the 15 movement of the movable gear can result in the sliding of the gear and / or in the excessive noise of the gear.

BRIEF DESCRIPTION OF THE INVENTION The disadvantages of the prior art can be overcome by providing a control system mechanism in which a gear train can be releasably held or held in the actuation drive during opening and closing of the power assisted gate and can to be released from the coupling drive subsequently to give the user of the vehicle the option to manually open or close the lift gate without actuating the drive motor again. In accordance with one aspect of the invention, a control system mechanism for driving a lift gate for a vehicle is provided. The vehicle has a body controller that controls the operation of the control system mechanism. The gate klO has a coupling assembly or servomotor control bolt capable of coupling with the primary and secondary coupling with a hook on the vehicle to releasably engage the gate and capable of not engaging the servomotor control of the coupling assembly or bolt. He 15 control system mechanism has a mounting bracket, which can be mounted on a "D" pillar of the vehicle. An articulation arm is pivotally connected to the lift gate. A crank arm is pivotally connected which can be assembled in the mounting bracket and 20 pivotally connected to the articulation arm. A gear train is pivotally mounted on said mounting bracket. A drive motor is mounted on the mounting bracket. The drive motor is operatively connected to the crank arm via the gear train. He Gear train is movable between a coupled position and an uncoupled position. The coupled position effects a drive coupling between the drive motor and the crank arm in such a way as to energize the drive motor which rotates the crank arm responsively to effect responsively the opening and closing of the lift gate. The decoupled position, decouples the driving motor from the crank arm allowing the movement of the crank arm without activating the drive motor again. An actuator or servomotor is operatively connected to the gear train and is operable to effect movement of the gear train. A clamping rocker is operatively connected between the gear train and the servomotor to maintain the drive coupling once the servomotor moves the gear train in the engaged position. A switch is mounted on the mounting bracket and is interruptable in response to the movement of the crank arm, indicating the open and closed conditions of the lift gate. An electronic control unit communicates electrically with the control body, the coupling assembly, the drive motor, the commutator and the servo motor.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of an energy servomotor mechanism constructed in accordance with the principles of the present invention, mounted on a "D" pillar of a conventional motor vehicle. is a perspective view of a control system mechanism in an isolation showing an opposite side of the mechanism from the side shown in Figure 1; Figure 10 is an enlarged view of the control system mechanism; 4 is an elevation view of a gear train, a fragment of a crank arm and a switch of the control system mechanism in isolation and showing the gear train in an uncoupled condition, the crank arm in a position closed and the switch or switch in a fully open position; Figure 5 is a view similar to Figure 4, except that it shows the gear train in a coupled condition; na view similar to Figure 5, except that the crank arm is shown in an open position and the switch or switch in a closed position; Figure 7 is a view similar to Figure 6, except that the gear train is shown in an uncoupled condition.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION Shown in Figure 1, a power-operated mechanism or mechanism system, generally designated 10, for the opening and closing with servomotor control of a lift gate of a vehicle. The structure of the vehicle lift gate (not shown) is conventional and is illustrated in U.S. Patent Nos. 5,448,856 and 5,563,483. A typical vehicle lift gate is pivotally mounted to the rear of a mini van or recreational type vehicle by hinges (not shown), mounted between the top of the vehicle lift gate, and a portion 11 of structure 15 of the vehicle. The lift gate has a conventional energy operated latching assembly (not shown), mounted on a central portion of its lower edge that releasably engages an engager properly mounted on the vehicle chassis. When the hitch assembly is released from the hitch, the lift gate can be pivoted or rotated about the hinges from a closed position lower than an open position that raised, to allow access to the interior of the vehicle through the rear portion fc of the vehicle. Typically, a gas damper of conventional construction is mounted between a respective lateral edge of the lift gate and a pillar 17 that extends generally vertically, adjacent (each of which is referred to as a "D" pillar) of the vehicle's chassis. The control system mechanism 10 of the present invention is mounted on the pillar 17"D" of the vehicle on the left side thereof (from the point of view of a vehicle occupant facing forward) and is operatively coupled with the lift gate for 15 provide a closing and opening with servo motor control thereof. The control system mechanism 10 includes a crank arm I, which can be operated by the pivoting movement. The crank arm 12 is pivotally mounted 20 on a mounting bracket 14 for the pivotal movement of servomotor control in the opening and closing directions with respect to it. The mounting bracket or bracket 14 is rigidly secured to an upper portion of the "D" pillar as shown in Figure 1. The bracket or bracket 14 of Assembly is a metal structure preferably made of die-cast zinc or aluminum, although any suitable outside metal may be used, and is secured to the? D "fc pillars by conventional pins such as screws.The crank arm 12 is preferably constructed Die-cast metal, the preferred metal is steel The crank arm 12 is pivotally mounted on the mounting bracket 14 by a support structure 21 extending essentially in the transverse direction of the vehicle.

, Crank arm 12 is secured to the support structure > 21 by rivets 23. The crank arm 12 is connected to a hinge arm 18. One end of a rigid hinge arm 18 is pivotally mounted on the crank arm 15 and the opposite end of the articulation arm 18 is pivotally connected to the adjacent lateral edge of the lift gate. The pivotal connection between the articulation arm 18 and the lift gate is separated from the hinges and the axis of rotation of the gate. 20 elevation. The movement of the arm of the crank 12 in open and closed directions acts through the articulation arm 18 to move the gate in its opening and closing directions. A gear train, generally designated 20, operatively engages the crank arm 12. The preferred embodiment of the gear train 20 includes a plurality of gears, including a servomotor gear fc 24, internal and external drive gears 26 and 28, 5 respectively. A drive motor 34 is operatively connected to the crank arm 12 through the gear train 20 and is operable to automatically open and close the lift gate. A motor gear 22 is rotatably mounted on the bracket or bracket of the motor. > assembly 14 by an axle 32 which is operatively connected in a conventional manner to the drive motor 34, which is preferably a reversible high-torque electric motor. The drive motor 34 can be 15 electrically energized to effect bidirectional rotation thereof. The gear 24 of the servomotor is rotatably mounted in a mounting or support bracket 36. The support assembly 36 includes internal support elements. 20 and external 38 and 40 respectively, and the servomotor gear 24 is mounted between them by a pin or rivet 42. The support elements or bracket 38, 40, are preferably made of steel and are rigidly secured together with the rivets 39.

The internal drive gear 26 and the external drive gear 28 are coupled together and rigidly secured to a common shaft 44 which is rotatably mounted on the mounting bracket 14 to allow the gears 26, 28 to rotate with with respect to the mounting bracket or bracket 14. The bracket assembly 36 is pivotally positioned on the central axis 44 for movement about it, between the coupled and uncoupled positions. The pivoting movement of the bracket assembly 36 is independent of the rotational movement of the internal and external drive gears 26, 28. The gears 22, 24 within the gear train 20 are decoupled to allow manual closing and opening of the lift gate without again actuating the drive motor 34. The pivoting movement of the support assembly 36 about the central axis 44 with respect to the mounting bracket or bracket 14 moves the servomotor gear 24 in and out of the gear, the coupling transmitting the torsion with the gear 22 of the motor. When the gears 22, 24 are decoupled, the pivotal movement of the crank arm 12 which originates during the opening and closing of the door handle, does not rotate the motor gear, which protects the drive motor 34. A gear of sector 30, is rigidly linked to crank arm 12 by conventional rivets 37. The sector gear 30 has a series of teeth at the inner or concave circumferential edge thereof. The gear of | outer drive 28 is in a coupling that transmits the torque, meshed with the sector gear 30. The rotation of the outer drive gear 28 acts through the gear of sector 30 to move the crank arm 12. The outer gear 28 remains in mesh geared to the gear of sector 30 through 10 of the full range of the pivoting movement of the crank arm 12. The pivoting movement of the bracket assembly 36 between the coupled and uncoupled positions is controlled by the movement of a drive rocker 46 in the form of 15 of U, which is pivotally mounted in the recess portion thereof to the mounting bracket 14 through a pin 48. The rocker arm 46 of the servomotor is a structure of The metal preferably made of steel and has integral upper and lower arms 50, 52, extending from a portion of the U-shaped body 53. The rocker arm 46 of the servomotor is operatively connected to the bracket assembly 36 through a pin. 55 operably mounted on a roller 54 in the upper arm 50. The roller 54 engages in a coiled manner to a first and second flanges 56, 58, respectively, integrally formed in an arm in the internal support element 38. The pin 55 extends through the slot 57, which extends parallel to and between the flanges 56, 58. The roller 54 enters against a flange 56. or 58 during the pivotal movement of the rocker arm 46 of the servomotor to rotate the support assembly 36 with respect to the mounting bracket 14 about the central axis 44 between the coupled and uncoupled positions. The rocker arm 46 of the servomotor or actuator is operatively associated with a clamping rocker comprising a clamping rocker 60 and a rigid, elongated connecting rocker 62. The connecting rocker 62 which is pivotally mounted between the lower arm 52 and an upper portion of the clamping rocker 60 by conventional rivets 64. The clamping rocker 60 is operatively associated with the gear train 20 to maintain the gears 22, 24 in engagement with one another during the automatic operation of the lift gate. An edge portion of the clamping rocker 60 is pivotally mounted to an edge portion of the supporting assembly 36 by a pin 65. The clamping rocker 60 is a metal structure preferably made of steel and is provided with a groove 60. defining a plurality of notches there, including a top notch 68 * * and a lower fastening groove 70. A fastening pin 72 is rigidly secured to the mounting bracket 14 and is received within the slot 66. The clamping rocker 60 fc slidably engages the pin 72 to guide 5 the movement of the clamping rocker 60 with respect to the pin 72 between the clamping and releasing positions. The movement of the rocker arm 46 of the servomotor is effected by an actuator or servomotor 74, better observed in Figure 2, which shows the side of the mounting bracket 14 10 which is in contact with the "D" pillar when the control system mechanism 10 is mounted on a vehicle. The servomotor comprises a motor and a gear train, which are conventional and are enclosed within an L-shaped protective plastic housing 78, mounted on the support 15. Assembly 14. The servomotor 74 is operatively connected to the gear train 20 and is operable to couple and uncouple the gears 22, 24 from the gear train. He The servomotor includes a conventional reversible electric motor and a gear train (not shown) that couples a shaft 76, 20 rigidly connected to the rocker arm 46 extending through an exact slot (not shown) in the mounting bracket 14. When the motor in the servomotor 74 drives the shaft 76, the servomotor assembly 46 rotates between its coupling and uncoupling positions.

And "* An extension spring 88 is mounted between a post 90 on the switch 82 and the support assembly 36 to bypass the support assembly to disengage from the engine gear 22 when the vehicle is in motion or when the gate is manually open or closed Operation The power operation of mechanism 10 of the control system, can be controlled electronically using a conventional electronic control circuit, which is mounted on the vehicle. The gear 24 of the servomotor is not normally in meshed engagement with the gear 22 of the motor. The control circuitry can be programmed, such that when the opening of the lift gate operated by servomotor is started, the actuator or servomotor 74 and the drive motor 34 are energized in sequence. The servomotor 74 moves the servomotor gear 24 in engagement with the motor gear 22 and moves the clamping rocker 60 in secured relationship with the clamping pin 72 to releasably maintain the servomotor gear 24 and the gear 22 of the motor as a whole, during the movement of the energized gate. The drive motor 34 drives through the gear train 20, moves the crank arm 12 in its opening direction. The circuit then disengages the clamping rocker 60 from the clamping pin 72 and moves the gear 24 of the servomotor 6 and the gear 22 of the motor out of the engaged coupling when the door is opened. The energized closing operation fc is essentially the inverse of the opening operation. During closing of the energy operated gate, the gear retainer 60 maintains the gear 24 of the servo motor and the gear 22 of the motor in torsion gear coupling, engaged, to prevent the gears 22, 24 from sliding one with the other. | 10 relationship to the other and reduce or eliminate the noise of the gears. The basic operation of the mechanism 10 of the control system can be understood from FIGS. 4-7. The FIGURES 4-7 show a plurality of structures of the 15 control system mechanism 10 in isolation to show the relative positions of the same before and during the power operation. Figure 4 shows the configuration of the mechanism 10 of the control system before the opening of the lift gate operated by energy through 20 a user of the vehicle. The system described uses a remote control transmitter of conventional proximity device, to initiate the opening and closing of the energized lift gate. To initiate the opening of the lift gate energized when the lift gate is it closes and secures, the vehicle user operates the remote control unit of proximity device, which sends a signal to a body controller located in the vehicle. In response to the signal generated by the key ingot, the body controller sends an electronic control signal to an electronic lift gate control unit 80 mounted on the rear of the vehicle near the mounting bracket 14. The unit 80 of electronic control confirms that the latch assembly is engaged and the lift gate is closed by detecting the position of a ratchet switch and a finger switch on the latch assembly and of a switch 82 on the latch mechanism 10 and then operating an engine and clutch assembly (not shown) associated with the hook assembly on the lift gate to effect the power operated unlocking thereof to release the hook assembly from the hook. The electronic control unit 80 is in electrical communication with the switch 82 via conventional wires 83. The movement of a ratchet and finger during the disengagement tilts the pawl and the finger is switched on the latch assembly during disengagement, which indicates to the electronic control unit 80 that the latch assembly is unlatched.

In response to the signals from the switch from the hook assembly, the electronic control unit 80 energizes the drive motor 34 to cause it to rotate? slowly in an opening direction to approximately the 5 ten percent of its duty cycle and then, at a predetermined amount of time thereafter (typically about 30 milliseconds), energizes the motor of the actuator or servomotor in the servomotor 74 to cause it to rotate in a direction of engagement of the gear. He The servomotor is in electrical communication with the remote control unit 80 through conventional wires 91. The actuator or servomotor 74 is energized for a predetermined period of time (typically about 35 Q milliseconds), which causes the rocker 46 of the The servomotor rotates in a gear coupling direction (clockwise in FIGS. 4-7). As the rocker arm 46 turns, the bracket assembly 36, the rocker arm 60 and the rocker arm 62 move to engage the gear 20 24 of the servomotor in engagement with the gear 22 of the motor and closes them in mesh engagement as shown in FIGURE 5. More specifically, as the servo motor assembly 46 rotates (clockwise from the point of view of FIG. FIGURE 4), roller 54 enters eccentrically against the first wall portion 56 of the internal support element 38 for rotating the bracket assembly 36 about the central axis 44 (counterclockwise in FIGURE 4) and moving the gear 24 of the servomotor or actuator in coupling engaged with the slowly rotating motor gear 22. The pivoting movement of the rocker arm 46 of the servomotor acts through the connecting structure 62 and in bracket assembly 36 simultaneously (ie, simultaneously with the movement of the bracket assembly 36), causing the clamping rocker 60 to rotate about the pin. 65 and thus moves relative to the clamping pin 72 until the clamping pin 72 is generally positioned within the clamping groove 70, which closes or secures the bracket assembly 36 in place. The gear 24 of the servomotor or actuator is thereby secured in meshed engagement with the gear 22 of the motor until the rocker arm 46 of the servomotor is rotated in the reverse direction. This configuration of the mechanism 10 of the control system is shown in Figure 5. When the gear 24 of the servomotor or actuator engages with the gear 22 of the engine, the drive motor 34 drives the gears 22, 24, 26, 28, 30 in an opening direction to cause the crank arm 12 to move in its opening direction. It can be appreciated that when the lift gate is in movement in the opening direction, the holding rocker 60 is not required to maintain the servo motor gear 24 and the gear 22 of the motor in meshed engagement. As the lift gate opens, the crank arm 12 rotates about an axis defined by the support structure 21 in a clockwise direction (from the point of view of FIGS. 4-6). The drive gears 10 inside and outside 26, 28 rotate in a clockwise direction and the gear 24 of the servomotor and the gear 22 of the motor rotate respectively in the clockwise and counterclockwise directions of the hands. The forces exerted on the servomotor gear 24 15 and the gear 22 of the motor tend to move them together as the gate opens. Those skilled in the art , will understand that because the gear 22 of the motor is rigidly mounted on the shaft 32 that extends through and is positioned so that it can rotate, within a 20 opening (not shown) in the mounting bracket 14, but movement with respect to the mounting bracket 14 is prevented in a direction generally perpendicular to its axis of rotation (i.e., it is restricted to rotational movement with respect to the mounting bracket on the sides of the opening), and because the gear 24 of the servomotor is rotatably mounted on the rivet 42, which is free to move with respect to the mounting bracket 14 (because the bracket assembly 36 on which rivet 42 is mounted, is pivotally mounted about the central axis 44), the rotational movement of the gear 22 of the motor in the clockwise direction, tends to rotate the bracket assembly 36 in the opposite direction to the clock hands with respect to the mounting bracket 14, thereby tends to move the servomotor gear 24 in engagement with the motor gear 22. As the crank arm 12 moves in the opening direction, the hinge arm 18 is pivotally mounted between the crank arm 12 and the left edge of the lift gate, moving the lift gate upwardly to its open position as Gas dampers (not shown) are elongated. The structure and operation of gas shock absorbers is conventional and well known. Each gas damper includes an elongated structure that is a deviation of the spring to move telescopically outwardly of a second elongated structure to provide a spring deflection thrust force as the first elongate structure moves. outside. The speed of outward movement is limited in a well-known manner, typically by a restricted flow of a gas within the buffer. It is well known that before the spring biasing movement of the gas damper begins, however, the first structure must move out of the second element at a predetermined distance. The articulation arm 18 and the crank arm 12 push the lift gate upwardly during an operation of opening the gate energized almost the entire range upwards of the movement of the lift gate. Because there is only one control system mechanism 10 associated with the lift gate, a large torsional force is applied to the mounting bracket 14 during the opening and closing of the gate. As the crank arm 12 moves in the opening direction, the electronic control unit 80 increases the energy of the drive motor 34 after a predetermined number of revolutions of the motor shaft, of the drive motor 34 to completely energize the cycle of service and the articulation arm 18 moves the lift gate to its open position. As the lift gate opens, the electronic control unit 80 monitors the Hall effect count (in a manner conventional) generated by the movement of the lift gate (or, alternatively, the electronic control unit 80 may be configured to monitor the flow of the drive motor 34) to detect obstructions in the path of the lift gate. It will be assumed that no obstructions are encountered as the lift gate opens (or closes). As the drive motor 34 rotates in the opening direction, the electronic control unit 80 counts the revolutions of the drive motor shaft 34 and when a predetermined count is reached, the electronic control unit 80 de-energizes the drive motor. 34 and the gas damper (which extend almost completely when the drive motor 34 is de-energized) allow the lift gate to be moved to its fully open position. A comparison of Figures 5 and 6 shows that the crank arm 12 moves in the clockwise direction (from the point of view of FIGS. 4-7) of its fully closed position (shown in FIGURE 5) , to its fully open position (FIGURE 6), switch 82 is in oscillating connection. More specifically, as the crank arm 12 is moved to its fully open position by the gas shock absorbers, a switch arm 84 is rigidly mounted on the crank arm 12 by rivets 85, moves in contact with a switch structure 86 of the switch 82 mounted in fixed relation to the mounting bracket 14 and then further movement of the switch arm 84 (and crank arm 12) subsequently presses the switch structure 86 to the oscillating connection of the switch 82 to indicate to the electronic control unit 80 that the lift gate is in the fully closed position. The electronic control unit 80 in response energizes the motor of the actuator or servomotor to drive the same in a decoupling direction for a predetermined period of time to decouple the gear 24 from the servomotor of the motor gear 22 and move the clamping rocker 60 with with respect to the clamping pin 72, so that the clamping pin 72 is placed in the upper release position, to allow the servomotor gear 24, to move in a pivoting manner away from the motor gear 22 to the position shown in FIG. The servo motor gear 24 is disengaged from the motor gear 22 when the lift gate is opened, thereby allowing the user of the vehicle to manually close the lift gate of the vehicle without restarting the motor. The lift gate is held in its fully open position by the gas dampers.

The operation of the system for closing the lift gate is essentially the inverse of the opening operation. When the power shutdown is initiated with the proximity device, the electronic control unit 80 first energizes the drive motor 34 to rotate in a closing direction and then energizes the motor of the actuator or servomotor on the servo motor rocker arm 46 to rotate. in the coupling direction in a manner similar to that described above. The motor of the actuator or servomotor is energized for a predetermined period of time to couple the gear 24 of the servo motor and the gear 22 of the motor and move the clamping rocker 60 simultaneously to its clamping position in which the clamping pin 72 is engaged. placed in the holding grooves 70. As the lift gate moves in its closing direction, the gear 24 of the servomotor and the gear 22 of the motor move in the clockwise and counterclockwise directions, respectively, and this tends to move them away from each other. The drive motor 34 moves the lift gate of the vehicle in the closing direction until the hook assembly on the vehicle lift gate impacts the vehicle hook, which moves the catch from an open position to a hooked position high school. The movement of the ratchet in the secondary engaged position is oscillatingly connected to the switch 82 within the latching assembly which causes an electrical signal to be sent to the electronic control unit 80. In response to this switching signal, the electronic control unit 80 de-energizes the drive motor 34 and energizes the motor of the actuator or servomotor for rotational movement in its decoupling direction for a predetermined period of time to move the gear 24 of the servomotor out of engagement with the gear 22 of the motor. Also in response to the oscillating connection of the switch 82, the electronic control unit 80 energizes the conventional engagement motor and the clutch assembly operatively associated with the engagement assembly to rotate the pawl to its primary latched position, thereby moving the latch. liftgate of the vehicle to its hooked and fully closed position. It can be appreciated that the gear 24 of the actuator or servomotor is normally out of engagement with the gear 22 of the engine so that the lift gate of the vehicle can be manually opened and closed without again actuating the drive motor 34. This reduces wear in the drive motor 34, so it increases its service life and decreases the amount of manual force that the user has to apply to the lift gate to open and close it. It will be understood that the aforementioned specific embodiment has been provided to illustrate the structural and functional principles of the present invention and is not intended to be limiting. On the contrary, the present invention is proposed to encompass all modifications, substitutions and alterations within of the scope of the appended claims. It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention. Having described the invention as above, the content of the following is claimed as property: twenty

Claims

CLAIMS 1. A power-driven mechanism or control system mechanism for power-assisted opening and closing of a pivoting liftgate mounted on a motor vehicle, characterized in said control system mechanism comprising: articulation that is pivotally connected to the lift gate; a crank arm that is pivotally mounted on the vehicle and pivotally connected to the hinge arm; a gear train pivotally mounted; a driving motor operatively connected to said crank arm through the gear train, said gear train being movable between a coupled position and an uncoupled position, said coupled position effecting a driving coupling between the driving motor and the driving arm. crank, in such a way that energizes said drive motor by rotating said crank arm to responsively perform said opening and closing of said lift gate and said uncoupled position uncouples the drive motor from the crank arm, allowing movement of the crank arm without driving the drive motor again; an actuator or servomotor operatively connected fc to the gear train and operable to effect the movement of said gear train; and a clamping joint, operatively connected between said gear train and said actuator or servomotor, to maintain the drive coupling once the actuator or servomotor moves the gear train | 10 to the coupled position. 2. A control system mechanism as defined in claim 1, characterized in that said clamping joint comprises a clamping rocker and a connection rocker, said clamping rocker connected 15 pivotally with the bracket assembly and said connection rocker, said actuator or servomotor includes a rocker . drive unit pivotally mounted, connected to the bracket assembly and the clamping rocker arm. 3. A control system mechanism, as defined in claim 2, characterized in that the control system mechanism further comprises a fixedly mounted pin and said holding rocker includes a slot having a retaining notch, said rocker The sliding member slidably receives said pin in said slot to guide the movement of the clamping beam, such that when the clamping joint engages with said pin, it is in the clamping groove, said clamping articulation is biased to maintain the engaged position of the gear train. 4. A control system mechanism, as defined in claims 1 or 3, characterized in that said control system mechanism further includes a switch that communicates electrically with said actuator or servomotor and is operatively associated with said crank arm, such that movement of the crank arm to an open position engages said switch to responsively cause the actuator or servomotor to move the gear train to an uncoupled position. A control system mechanism, as defined in claim 4, characterized in that said gear train comprises a bracket assembly that can be rotated by mounting a plurality of gears in drive engagement with at least one other of said plurality of gears, and a spring that deflects said gear train to said decoupled position. 6. A control system mechanism, as defined in claim 5, characterized in that said crank arm has a sector gear having a series of teeth on an inner circumferential surface thereof, said series of teeth are in engaged engagement with at least one of the plurality of gears. fc 7. A command system mechanism as defined 5 in claim 6, characterized in that said control system mechanism further comprises a mounting bracket, in which the crank arm, the drive motor, the pin and the actuator or servomotor are assembled, said mounting bracket being configured to join the vehicle. 8. A control system mechanism as defined in claim 7, characterized in that said mounting bracket is die-cast, using a metal selected from the group comprising aluminum and zinc. 9. A control system mechanism for 15 provide power assistance to open and close a lift gate mounted pivotably in a . vehicle, said motor vehicle includes a body controller for the operation control of said control system mechanism, the lift gate includes a mounting 20 of servomotor control coupling, capable of the primary and secondary coupling coupling with a hook on the vehicle for releasably hooking said lifting gate, and of the non-engaging movement of the servomotor control of said coupling assembly, saying mechanism of control system characterized in that it comprises: a mounting bracket, which can be mounted on a "D" pillar of said vehicle; fc an articulating arm connected 5 pivoting with lift gate; a crank arm that can be pivotally mounted to the mounting bracket or bracket and pivotally connected to the articulation arm; a gear train pivotally mounted in said mounting bracket or bracket; a drive motor mounted on said mount or mounting bracket, said drive motor operatively connected to the crank arm through said gear train, said gear train being movable between a coupled position and an uncoupled position, said position coupled engages a drive coupling between the drive motor and the crank arm, in such a way that energizes said drive motor by turning the crank arm actively to responsively perform the opening and closing of said lift gate and said decoupled position uncouples the drive motor from the crank arm, allowing the movement of said crank arm without again actuating the drive motor; an actuator or servomotor operatively connected with said gear train and being operable to effect the movement of said gear train; an operative clamping link fc connected between said gear train and said actuator or 5 servomotor for maintaining the drive coupling once the actuator moves said gear train in the engaged position; a switch mounted on said bracket or mounting bracket and that can be switched in response to the movement of the crank arm, indicating the open and closed conditions of the lift gate; and an electronic control unit electrically communicating with said body controller, said latching assembly, said driving motor, said switch and said actuator or servomotor. A control system mechanism as defined in claim 9, characterized in that said clamping joint comprises a clamping rocker and a connecting rocker, said clamping rocker connected 20 pivotably to the corbel assembly and said connection rocker, the actuator or servomotor includes an actuator rocker mounted in a pivoting manner, pivotally connected to said bracket or support assembly and said clamping rocker. 11. A control system mechanism as defined in claim 10, characterized in that said control system mechanism further comprises a fixedly mounted pin and said clamping rocker includes a slot having a retaining notch.said clamping rocker slidably receives said pin in said groove to guide the movement of said clamping rocker, such that when the clamping articulation engages said pin, it is in said clamping groove, said clamping articulation is deflected to maintain said coupled position of said gear train. 12. A control system mechanism as defined in claim 9, characterized in that said vehicle further comprises a gas damper assembly that articulates the lift gate to the vehicle and said electronic control unit, de-energizes the engine of drive after the lift gate has been opened sufficiently to allow the assembly of the gas damper to continue opening said lift gate. A control system mechanism as defined in claim 9, characterized in that said gear train comprises a bracket or support mount that rotatably mounts a plurality of gears in drive engagement with at least one of said plurality. from gears, and a spring that deflects said gear train to said decoupled position. A control system mechanism as defined in claim 9, characterized in that said crank arm has a sector gear having a series of teeth on an inner circumferential surface thereof, said series of teeth being in meshed engagement with at least one of said plurality of gears. 15. A control system mechanism as defined in claim 9, characterized in that said mounting bracket is die-cast from a metal selected from a group comprising aluminum and zinc.