Friction-based counterweight mechanism

Abstract

Friction-based counterweight mechanism (15) for coupling with a shutter flap (14) to assist the opening and closing of the shutter flap (14) for at least one section of a path between a fully closed position and a fully open position of the shutter flap (14), wherein the counterweight mechanism (15) comprises: an elongated element (40) positioned on a longitudinal axis (41) extending between the proximal (56) and distal end (54) of the counterweight mechanism (15), wherein the elongated element (40) has a circumferential surface (49, 50) and a proximal end (56) for coupling with either the closure flap (14) or a body (11) of a vehicle (10), a runner element (45) with a body (46) and at least one friction element (48) attached to the body (46), wherein the runner element (45) is positioned on the longitudinal axis (41) for a back-and-forth movement along this axis and for forming a contact between the at least one friction element (48) and the circumferential surface (49, 50), wherein the contact serves to generate a frictional force between the circumferential surface (49, 50) and the friction element (48), and a support element (52) coupled at a proximal end (56) to the runner element (45) for coupling at a distal end (54) to the body (11) of the vehicle (10) or the closure flap (14), wherein the support element (52) serves to guide the reciprocating movement, wherein the support element (52) is a leadscrew (140) coupled to the body (46) to provide the rotation of the runner element (45) about the longitudinal axis (41), and the frictional force is variable based on the direction of rotation of the leadscrew (140).

Description

AREA

[0001] This disclosure relates to a friction-based counterweight system for a closure flap. BACKGROUND

[0002] Some vehicles are equipped with a closing flap, such as a tailgate, which is driven between an open position (position 2) and a closed position (position 1) using an electric drive system. Holding systems have been proposed to equip such vehicles with the ability to assist the operator of the closing flap in maintaining a third position (or position 2) in a holding position during opening and closing operations, thus counteracting the weight of the closing flap itself. Without these holding systems, the closing flap can fall back down at the upper end of its operational opening range due to the weight of the flap exerting a closing torque greater than the opening torque provided by the electric drive system.Such proposed holding systems are in some cases complex and expensive and cannot provide adequate fail-safe modes (in the event of an electric motor malfunction or power loss) while maintaining reasonable manual effort from the operator. Furthermore, a need is recognized to provide a counterweight mechanism that can efficiently adjust the counterweight force to customer requirements for different weights and configurations (e.g., different centers of gravity) of the closing flap, including the ability to provide a third position for holding or stop-and-hold functionality of the closing flap.

[0003] Further disadvantages of current holding systems include aspects of their expansive shapes that consume valuable vehicle cargo space, the requirement to have additional lifting support systems in tandem, such as gas springs and other counterweight mechanisms, an unacceptable impact on manual opening and closing efforts requiring greater manual force from the operator at the flap handle, undesirable force peaks that do not provide smoother manual force / torque curves, the requirement to use power from the vehicle battery to maintain the third position in the holding position, and / or temperature effects that lead to variable manual effort required from the operator due to fluctuations in ambient temperature.

[0004] It is recognized that continuously applied forces in a counterweight mechanism can be problematic due to variations in geometry and / or operator positioning during the full lifting and lowering cycle of a gate flap, including the ability to provide the third holding position where desired.

[0005] Further disadvantages of current holding systems include aspects of their protruding shapes that consume valuable vehicle cargo space, the requirement for additional lifting assistance systems in tandem, such as gas springs and other counterweight mechanisms, an unacceptable impact on manual opening and closing effort, requiring greater manual force from the operator at the flap handle, undesirable force peaks that do not provide smoother manual force / torque curves, the requirement to use vehicle battery power to maintain the third position in the holding position, and / or temperature effects that lead to variable manual effort from the operator due to fluctuations in ambient temperature. In contrast to current systems, a friction-based counterweight mechanism is provided for coupling with a locking flap.to assist in opening and closing the closure flap for at least one segment of a path between a fully closed position and a fully open position of the closure flap, wherein the counterweight mechanism comprises: an elongated element positioned on a longitudinal axis extending between the proximal and distal ends of the counterweight mechanism, the elongated element having a circumferential surface and a proximal end for coupling with either the closure flap or a vehicle body; a runner element having a body and at least one friction element attached to the body, the runner element being positioned on the longitudinal axis for reciprocating movement along this axis and for forming contact between the at least one friction element and the circumferential surface,wherein the contact serves to generate a frictional force in a first area along the longitudinal axis and in a second area along the longitudinal axis; and a support element coupled at a proximal end to the runner element for coupling at a distal end to, accordingly, a vehicle body or the closing flap, wherein the support element serves to guide the reciprocating movement. The friction-based counterweight mechanism can be designed as part of a preload strut, such as a shock absorber.

[0006] EP 1 826 047 A2 discloses an electromechanical strut for moving a pivoting tailgate between an open position and a closed position relative to a motor vehicle body. The electromechanical strut comprises a housing that is connected either to the tailgate or to the motor vehicle body. An extendable shaft is slidably mounted on the housing. The extendable shaft is connected to the other part of the tailgate and to the motor vehicle body. A drive mechanism comprises a rotatable drive screw. The drive mechanism converts the rotary motion of the drive screw into a linear motion of the extendable shaft to move the extendable shaft between a retracted position, corresponding to the closed position of the tailgate, and an extended position, corresponding to the open position of the tailgate.A force spring comprises one end connected to the extendable shaft and another end connected to the housing to create a mechanical counterweight to the weight of the tailgate. SUMMARY

[0007] It is an object of the present invention to provide a counterweight mechanism that avoids or mitigates at least one of the disadvantages described above.

[0008] Based on this, a friction-based counterweight mechanism with the features of claim 1 is proposed.

[0009] Further aspects, including operating procedures and other embodiments of the foregoing aspects, will become apparent based on the following description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Reference is made only to the attached drawings, which show: Fig. 1. A side view of a vehicle with a locking flap arrangement is shown. Fig. 2 an alternative embodiment of the vehicle of Fig. 1 is, Fig. 3 is a graphical representation that shows the torque operating data as a function of the degree of opening for a friction counterweight mechanism of the in Fig. The closure flap arrangement shown in 1 shows, Fig. 4 is an exemplary counterweight mechanism with a variable friction device, which is connected to the one in Fig. The closure flap arrangement shown in 1 is arranged in an assembly, Fig. 5 embodiments with alternative cross-section of the in Fig. The counterweight mechanism shown in section 4 demonstrates Fig. 6 an alternative embodiment of the in Fig. The counterweight mechanism shown in section 4 demonstrates Fig. 7a, Fig. 7b further details of the in Fig. The counterweight mechanism shown in section 4 illustrates this. Fig. 8 an exemplary application of the in Fig. The counterweight mechanism for a prestressing strut shown in section 4 is shown. Fig. 9 further details of the in Fig. The prestressing strut shown in section 8 indicates Fig. 10 an exploded view of the prestressing strut of the Fig. 8 is, Fig. 11 an exemplary operation of the in Fig. The counterweight mechanism shown in section 4 demonstrates Fig. Figures 12a, b, c show exemplary changes in frictional force due to variations in at least one friction configuration parameter. Fig. 13 an alternative embodiment of the vehicle with a closure flap arrangement of the Fig. 1 shows, Fig. 14a, b, c, d alternative embodiments of the prestressing strut according to Fig. 10 show, Fig. 15a another alternative embodiment of the one described in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 15b another alternative embodiment of the one described in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 16a, b another alternative embodiment of the one described in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 17a, b another alternative embodiment of the one described in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 18a another alternative embodiment of a front view of a runner element of the in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 18b another alternative embodiment of a front view of a runner element of the in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 18c another alternative embodiment of a side view of a runner element of the in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates Fig. 19 another alternative embodiment of the one described in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 demonstrates and Fig. 20 another alternative embodiment of the in the Fig. 4 and Fig. The counterweight mechanism shown in section 6 is shown. DETAILED DESCRIPTION OF EXAMPLE DESIGNS Examples of the closure flap arrangement 12

[0011] A counterweight mechanism is provided that can be advantageously used with vehicle shutter doors to provide fail-safe opening and closing modes in the event of a power actuator malfunction or disconnection, particularly for land-based, sea-based, and / or air-based vehicles. Other applications of the counterweight mechanism, generally for shutter doors both within and outside of vehicle applications, advantageously include assisting in the optimization of the overall holding forces and manual effort required to operate the shutter door. It is also recognized that the examples of the counterweight mechanism provided below can be advantageously used as the sole means of assisting the opening and closing of shutter doors, or advantageously in combination (e.g., in tandem) with other shutter door preloading elements (e.g.,spring-loaded pivot joints, preload struts, etc.) can be used. In particular, the counterweight mechanism can be friction-based and can be used to provide a holding force (or holding torque) for the closing flap, as further described below. It is further recognized that the counterweight mechanism can be integrated with a preload element 37, such as a spring-loaded compression strut (strut), and / or provided as a component of a closing flap assembly, as further described below. It is recognized that the preload element 37, which includes the friction-based counterweight mechanism, can be implemented as a compression strut (see the . Fig. 8 and Fig. 14a, b, c as exemplary types of compression struts / struts). The compression strut can be of the preload type (e.g., a spring and / or a gas charge providing the preload). The compression strut can be of the electromechanical type (e.g., driven by an optional integrated motor arrangement, with a spring and / or a gas charge providing preload).

[0012] With reference to Fig. Figure 1 shows a vehicle 10 with a body 11 having one or more closing flaps 14. An exemplary configuration of the closing flap 14 is a closing flap assembly 12 comprising a friction-based counterweight mechanism 15 (e.g., contained in a preload element 37, configured, for example, as a compression strut or a spring strut) and a closing flap drive system 16 (e.g., comprising an electrically driven motor / drive). For the vehicles 10, the closing flap 14 can be a partition or door typically hinged in front of an opening 13 used for entering and exiting the interior of the vehicle 10 by people and / or cargo, but sometimes also attached by other mechanisms, such as rails. It is also recognized that the closing flap 14 can serve as an access panel or hatch for systems of the vehicle 10, such as…Engine compartments, and can also be used for conventional trunks of vehicles 10 of motor vehicle type. The locking flap 14 can be opened to provide access to the opening 13, or closed to secure or otherwise restrict access to the opening 13. It is also recognized that there can be one or more intermediate holding positions of the locking flap 14 between a fully open position and a fully closed position, as provided at least partially by the counterweight mechanism 15, as further described below. The counterweight mechanism 15 can, for example, assist the preloading movement of the locking flap 14 away from one or more intermediate holding positions, which are also referred to as third-position holds (TPHs) or stop-N-holds once it is positioned therein.It is also recognized that the counterweight mechanism 15 can be provided as a component of the closing flap assembly 12, so that the component of the counterweight mechanism 15 can be separate from the one or more preload struts 37. The functionality of the friction-based counterweight mechanism 15

[0013] The locking flap 14 can be opened manually and / or electronically driven via the locking flap drive system 16, with driven locking flaps 14 being found in minibuses, luxury vehicles, SUVs, and the like. Furthermore, a feature of the locking flap 14 is that, due to the weight of the materials used in its manufacture, some form of power-assisted opening and closing mechanism (or mechanisms) is employed to facilitate the opening and closing operation of the locking flap 14 by an operator (e.g., the vehicle driver). The power-assisted opening and closing mechanism(s) is / are provided by the counterweight mechanism 15, any preload elements 37 (e.g., spring-loaded pivot joints, spring-loaded struts, gas-loaded struts, electromechanical struts, etc.).) and the shutter flap drive system 16, when used as part of the shutter flap assembly 12, is created such that the counterweight mechanism 15 is configured to provide a friction-based holding torque (or friction-based holding force) that acts against the weight of the shutter flap 14 in at least one portion of the opening / closing travel of the plate around the third hold position to assist in maintaining the position of the shutter flap 14 around the third hold position. It is recognized that an electromechanical spring strut has a leadscrew 140 (see the . Fig. 14a, b, c) may have a rotor element 45, which is either actively (i.e., driven) by a (e.g., electric) motor or passively driven, so that the leadscrew is free to rotate appropriately about its longitudinal axis, but is not actively driven by a motor. It is recognized that a rotor element 45 (see the Fig. 4, Fig. 6) can be coupled. It is recognized that the friction-based counterweight mechanism 15 can be configured as an independent counterweight mechanism for the closing flap 14 and / or can be configured as a component of a preload element 37 (e.g., it can be included as an internal component of a strut).

[0014] The counterweight mechanism 15 is configured, for example, to provide a friction-based holding torque (or holding force) acting against the weight of the shutter flap 14 to maintain the open position of the shutter flap 16 in a portion of its travel defined as a holding range of a third (e.g., intermediate) position. As discussed, the friction-based holding torque (or holding force) can be varied over the full range of motion of the shutter flap 14 (e.g., in magnitude), thereby providing the advantage of generating a friction-based holding torque (or holding force) whose magnitude is variable in different portions of the shutter flap 14's full range of motion (see, for example, the Fig. 12a, b, c).

[0015] In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or force) that acts against the opening torque (or force) of any preload elements 17 or the gate drive system 16 in at least one section of the path between the intermediate holding position and the fully closed position. In yet another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or force) that acts against any closing torque (or force) of any preload elements 37 or the gate drive system 16 in at least one section of the path between the intermediate holding position and the fully closed position.As discussed, the friction-based holding torque (or friction-based holding force) can be varied over the full range of motion of the closure flap 14 (e.g. in size), thereby creating an advantage of generating the friction-based holding torque (or friction-based holding force) whose magnitude is variable in different sections of the full range of motion of the closure flap 14 (see e.g. the . Fig. 12a, b, c).

[0016] In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or friction-based force) that acts against the opening torque (or opening force) of any preload elements 37 or the gate drive system 16 in at least one section of the path between the intermediate holding position and the fully open position. In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or friction-based force) that acts against any closing torque (or closing force) of any preload elements 37 or the gate drive system 16 in at least one section of the path between the intermediate holding position and the fully open position.As discussed, the friction-based holding torque (or friction-based holding force) can be varied over the full range of motion of the closure flap 14 (e.g. in size), thereby creating an advantage of generating the friction-based holding torque (or friction-based holding force) that is variable in size in different sections of the full range of motion of the closure flap 14 (see e.g. the . Fig. 12a, b, c).

[0017] In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or force) that acts against the opening torque (or force) of any preload elements 37 or the gate drive system 16 in at least one section of the path between the fully open and fully closed positions. In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or force) that acts against the closing torque (or force) of any preload elements 37 or the gate drive system 16 in at least one section of the path between the fully open and fully closed positions.As discussed, the friction-based holding torque (or friction-based holding force) can be varied over the full range of motion of the closure flap 14 (e.g. in size), thereby creating an advantage of generating the friction-based holding torque (or friction-based holding force) that is variable in size in different sections of the full range of motion of the closure flap 14 (see e.g. the . Fig. 12a, b, c).

[0018] In Fig. 3 is an exemplary initial curve against the center of gravity of the closure flap with the axis of rotation 18 (see Fig. 1) The measured torque T (the magnitude) against the degree of opening D (0 D represents the fully closed position, while 80 D represents the fully open position) is shown for the torque T measured when the shutter flap 14 is positioned at a position of degree of opening D. It is indicated that curve C1 represents the measure of the torque T over a degree of opening D contributed solely by the weight of the shutter flap 14, curve C2 represents a total counterweight torque T (contributed, for example, by the preload element(s) 37 and / or the shutter flap actuation system 16) over a degree of opening D without any contribution from the friction-based counterweight mechanism 15, and curve C3 represents a total counterweight torque T (contributed, for example, by the preload element(s) 37 and / or the shutter flap actuation system 16) over a degree of opening D without any contribution from the friction-based counterweight mechanism 15.(contributed by the preload element(s) 37 and / or the flap drive system 16) over a degree of opening D with a contribution from the friction-based counterweight mechanism 15. As can be seen, the frictional force FR (see . Fig. 4) The friction-based counterweight mechanism 15 is configured between the closed position (measured at 0D) and the open position approaching 40D to contribute little to no substantial frictional force FR. Between approximately 40D and 80D, curves C2 and C3 diverge because the friction-based counterweight mechanism 15 is configured to generate the frictional force FR and thereby provide the complement of the frictional force FR, which is equivalent to the frictional torque T, to promote the combined counterweight torque T (including the torque T of the frictional force FR) being greater than the weight of the closure flap 14 itself, as provided by curve C1.To be clear, curve C2 represents the counterweight torque T without the inclusion of the friction-based counterweight mechanism 15. Therefore, the counterweight torque T provided along curve C2 is less than the weight torque T of the shutter 14 provided along curve C1 as the degree of opening increases from approximately just to 60D to the fully open position and further to approximately 80D. It is recognized that the shutter 14, as such, would sag for any degree of opening greater than approximately 60D if the friction-based counterweight mechanism 15 were not included as part of the shutter assembly 12 (which is represented by curve C2).

[0019] As indicated below, the frictional force FR generated by the friction-based counterweight mechanism 15 (see Fig. 4) be configured to switch between one or more sections between the fully open position and the fully closed position (in dashed lines) of the closure flap 14 (see Fig. 1) to vary in size.

[0020] As can be seen, curve C1 lies open below curve C2 between 0D and approximately 20D, representing that the torque T provided by the weight of the closing flap 14 is greater than the total counterweight torque T (contributed, for example, by the preload element(s) 37 and / or the closing flap drive system 16). Therefore, the closing flap 14 is preloaded to the closed position unless an additional opening torque is provided by manual effort from the vehicle operator and / or an additional opening torque is provided by a kickstart spring 53 (see Fig. 7b) is provided, as is known in the art. Once the 20D open position is reached, curve C2 is greater than curve C1 until approximately the 58D open position is reached, at which point curves C2 and C1 intersect (designated by "THP"), which defines the holding point of the third position (where, for example, the total counterweight torque and the plate weight torque are balanced) for the exemplary configuration of the shutter flap 14. Any positioning of the shutter flap 14 beyond the approximately 58D open position would cause the shutter flap 14 to sag (fall back down to the closed position) because the torque T provided by the weight of the shutter flap 14 is greater than the total counterweight torque T (which, for example,by the preloading element(s) 37 and / or the flap drive system 16), whereby the flap 14 is therefore preloaded back to the closed position unless an additional opening torque is created by manual effort by the operator of the vehicle to assist in maintaining the flap 14 against movement back to the holding point THP of the third position.

[0021] Alternatively and advantageously for curve C3, as soon as the torque T created by the weight of the shutter flap 14 begins (at about 40 D) to counteract the total counterweight torque T, the resistance friction torque created by the counterweight mechanism 15 is added to the total counterweight torque T (which is contributed, for example, by the preload element(s) 37 and / or the shutter flap drive element 16) to equal the total counterweight torque T (which is contributed, for example, by the preload element(s) 37 and / or the shutter flap drive element 16).to maintain the torque T provided by the weight of the shutter flap 14 (contributed by the preload element(s) 37, the friction counterweight mechanism 15, and / or the shutter flap drive system 16) greater than the torque T provided by the weight of the shutter flap 14, thereby preventing the shutter flap 14 from dropping into the open positions within a holding range of the third position (shown by the hatched area TPR between curves CC and C1) between approximately 40°D and fully open at approximately 80°D. As such, it can be seen that when the friction-based counterweight mechanism 15 is used, the provided total counterweight torque T is prevented from becoming less than the torque T provided by the weight of the shutter flap 14, thus advantageously preventing the shutter flap 14 from dropping beyond the D degrees open upper range of movement.

[0022] In addition to the foregoing, in a further example the counterweight mechanism 15 is configured to provide a friction-based torque (or friction-based force) that acts against the closing torque (or closing force) created by the weight of the closure flap 14 in at least one section of the path between the intermediate holding position and the fully closed position.In another example, the counterweight mechanism 15 is configured to provide a friction-based torque (or friction-based force) that acts against the closing torque (or closing force) created by the weight of the closure flap 14 in at least one section of the path between the fully closed position and the fully open position.

[0023] As discussed above, the counterweight mechanism 15 is also configured to provide an opening torque (also referred to as an opening force) that acts against the weight of the closure flap 14 to preload the closure flap 14 to the open position. Therefore, it is considered advantageous that the counterweight mechanism 15 is configured to provide a resistance-based opening torque (or resistance-based opening force) that acts against the weight of the closure flap 14 to preload the closure flap 14 to the open position (e.g., away from the fully closed position and preloaded to the open position), and can also create a closing torque (also referred to as a closing force) that acts with the weight of the closure flap 14 to close the closure flap 14 to the closed position (e.g.,(away from the fully open position and preloaded towards the closed position). A discussion of how the resistance elements of the counterweight mechanism 15 are configured is provided below. The configuration of the closure flap arrangement 12

[0024] Regarding vehicle 10, the locking flap 14 can be a tailgate, as in Fig. 1 shown, or it can be any other type of closure flap 14, such as an upward-swinging vehicle door (i.e., what is sometimes called a gull-wing door) or a conventional type of door hinged at a forward-facing or rearward-facing edge of the door, thus allowing the door to swing (or slide) away from (or towards) the opening 13 in the body 11 of the vehicle 10. Sliding door embodiments of the closure flap 14 and convertible door embodiments of the closure flap 14 are also considered, such that sliding doors can be a type of door that is opened by horizontal or vertical sliding, whereby the door is either mounted on a track or hangs from a track, creating a larger opening 13 for the equipment to be loaded and unloaded through the opening 13 without obstructing access.Convertible doors are a type of door that sits on top of the vehicle 10 and opens in some way to provide access for the vehicle's occupants through the opening 13 (e.g., a car's convertible top, an aircraft's convertible top, etc.). Convertible doors can be connected to the vehicle's body 11 at the front, side, or rear of the door (e.g., hinged to a defined pivot axis and / or connected for movement along a track), as the application allows.

[0025] Once again in Fig. Figure 1 is merely an example in the context of a vehicle application of a locking flap. The locking flap 14 is movable between a closed position (shown in a dashed outline) and an open position (shown in a solid outline). In the illustrated embodiment, the locking flap 14 pivots between the open and closed positions about a pivot axis 18, which is preferably configured as horizontal or otherwise parallel to a support surface 9 of the vehicle 10. In other embodiments, the pivot axis 18 may have any other orientation, such as vertical or extending outwards at an angle from the support surface 9 of the vehicle 10. In still other embodiments, the locking flap 14 may move in a manner other than pivoting; for example, the locking flap 14 may...can be moved along a predetermined track or can be subjected to a combination of translation and rotation between the open and closed positions.

[0026] In Fig. 1. As discussed above, the examples of the counterweight mechanism 15, which are set forth below for the closure flap arrangement 12, can be used as the only means of opening and closing support to prevent the closure flaps 14 from sinking themselves (see Fig. 2), or they can be used in combination (e.g. in tandem or otherwise integrated) with one or more other locking flap preload elements 37 (e.g. spring-loaded pivot joints, shock absorbers such as gas springs or spring-loaded shock absorbers, etc.) which provide a primary connection of the locking flap 14 to the vehicle body 11 at a pivot connection 18, 38 (see Fig. 1) create. In the general operation of the closure flap 14, the closure flap drive system 16 can be coupled to a distal end of a connecting rod 35 (also referred to as a lever mechanism, lever arm, or lever element), which is used to connect the closure flap 14 to the vehicle body 11 as a secondary connection of the closure flap, so that the closure flap preload element 37 and the connecting rod 35 can be pivotally attached to the closure flap 14 at spaced locations, as shown. In this way, the other end of the connecting rod 35 pivotally connects the closure flap 14 to a pivot connection 36. It is recognized that the connecting rod 35 itself can be configured, if desired, as a non-preloading element (e.g., a solid rod) or as a preloading element (e.g., a gas- or spring-assisted extension strut).

[0027] Once again in Fig. 1. One or more optional locking flap preload elements 37 can be provided, which force the locking flap 14 to the open position at any point along at least one section of the path between the open and closed positions and which assist in holding the locking flap 14 in the open position. The locking flap preload elements 37 can, for example, be extension gas springs that are pivotably connected at their proximal end to the locking flap 14 and at their distal end to the vehicle body 11. In the embodiment shown, there are two preload elements 37 (one on the left side of the vehicle 10 and one on the right side of the vehicle 10), but in the view shown, one preload element 37 is hidden by the other. For an example, see Fig. 13, the friction-based counterweight mechanism 15 can be coupled to the closing flap 14 on one side as a preload element 37 with motor drive, such that a support element 52 is a leadscrew 140 (see the Fig. 14a, Fig. 14b), which is actively driven by a motor arrangement 136, wherein a second counterweight mechanism 15 is contained in a differently configured preload element 37 on the other side of the shutter flap 14, so that the second counterweight mechanism 15 is passively operated by the movement of the shutter flap 14.

[0028] As the closure flap 14 moves between the open and closed positions, the torques (or forces) exerted on the closure flap 14 by the preload elements 37 and by the weight of the closure flap 14 itself change. In one embodiment, the closure flap 14 can have any position between the open and closed positions in which the torque (or force) exerted on the closure flap 14 by the preload elements 37 cancels out the torque (or force) exerted on the closure flap 14 by the weight of the closure flap 14 (i.e., the torque or force of the preload element(s) 37 acts against the weight of the closure flap 14).Beyond this point (which may be referred to as an equilibrium point or otherwise as the intermediate holding position), the torque (or force) exerted by the preloading elements 37 can overcome the torque (or force) exerted by the weight of the closure flap 14, consequently resulting in a net torque (or force) away from the closed position, thus preloading the closure flap 14 towards the open position (i.e., the torque or force of the preloading element(s) 37 acts against the weight of the closure flap 14).At this point, the torque (or force) exerted by the weight of the closure flap 14 can overcome the torque (or force) exerted by the preloading elements 37, consequently resulting in a net torque (or force) towards the closed position, thus preloading the closure flap 14 towards the closed position. However, even as the closure flap 14 moves towards the closed position, the torque or force of the preloading element(s) 37 acts against the weight of the closure flap 14. In this way, the effect of the preloading element(s) 37 is to provide a torque or force that always acts against the weight of the closure flap 14 (i.e., always provides a closing torque or force). It is recognized that the “3.Position Hold” can also be referred to as an “intermediate holding position” or a “stop and hold position”.

[0029] In addition to the operation of the optional locking flap preload elements 37 described above, one or more counterweight mechanisms 15 can be added to the preload elements 37 (as in Fig. 1 shown) or in replacement of the prestressing elements 37 (as in Fig. 2 is shown) is provided. Regarding Fig. 1. For example, one or more counterweight mechanisms 15 may be provided, which act to maintain the movement of the locking flap 14 to the closed position or otherwise to prevent the movement of the locking flap 14 to the closed position, i.e., to assist in holding the locking flap 14 in the open position (e.g., the intermediate holding positions and / or the fully open position). The one or more counterweight mechanisms 15 may, for example, be coupled to or otherwise attached to the vehicle body 11 and pivotably connected to the locking flap 14.

[0030] When the closure flap 14 moves between the open and closed positions, the torques (or forces) exerted on the closure flap 14 by each counterweight mechanism 15, the preload elements 37, and the weight of the closure flap 14 itself can vary. In one embodiment, the closure flap 14 can have any position between the open and closed positions at which the combined torque (or force) exerted on the closure flap 14 by each counterweight mechanism 15 and the preload elements 37 cancels out the torque (or force) exerted on it by the weight of the closure flap 14.Above this point (which may be referred to as an equilibrium point or otherwise as the intermediate holding position), the combined torque (or force) exerted on the shutter flap 14 by each counterweight mechanism 15 and the preload elements 37 can overcome the torque (or force) exerted by the weight of the shutter flap 14 itself, consequently resulting in a net torque (or force) away from the open intermediate position and consequently restricting the movement of the shutter flap 14 to the closed position.At this point, the torque (or force) exerted by the weight of the closure flap 14 can overcome the combined torque (or force) exerted on the closure flap 14 by each counterweight mechanism 15 and the preloading elements 37, consequently resulting in a net torque (or force) towards the fully closed position and consequently preloading the closure flap 14 away from the open intermediate position. Exemplary configurations of the counterweight mechanism 15

[0031] In Fig. Figure 4 shows an exemplary configuration of the friction counterweight mechanism 15, which includes an elongated element 40 (e.g., a rod, a tube, etc.) defining a longitudinal axis 41. The elongated element 40 can have a number of different regions 42, 44 along the longitudinal axis 41. It is recognized that these different regions 42, 44 have different friction force configuration parameters, such as, but not limited to: a different diameter (the diameter or element width in region 42 could, for example, differ from the diameter or element width in region 44); a different roughness of the circumferential or contact or surface 50, which contributes to the variability of the coefficient of friction between the surface 50 in the different regions 42, 44 and a runner element 45, as further described below (the surface roughness in region 42 could, for example, differ from the diameter or element width in region 44);the surface roughness in area 44 may differ); a different contact surface between the runner element 45 and the contact surface 50 (the contact surface in area 42 could, for example, differ from the contact surface in area 44); and / or a different contact pressure between the runner element 45 and the contact surface 50 (the contact pressure in area 42 could, for example, differ from the contact pressure in area 44). It is recognized that the selection of the geometric configuration and / or the material of the contact surface 50 of the elongated element 40 and / or the friction elements 48 of the runner element 45 can be chosen to result in a variability of the frictional force FR (e.g., in magnitude) generated by the friction-based counterweight mechanism 15 when the attached closure flap 14 moves between the open and closed positions. A support element 52 can be attached to the closure flap 14 (see . Fig. 1) or the vehicle body 11 is coupled at a distal end (e.g. Fig. 7a, Fig. 10) and be coupled at a proximal end to the runner element 45, and consequently provide for the relative movement of the runner element 45 along the axis 41. Alternatively, the support element 52 can be provided as a leadscrew 140 (e.g. Fig. 14a, Fig. 14c), which is coupled to one end of the runner element 45 (e.g. Fig. 14c), so that the runner element 45 at the end of the leadscrew 140 rotates about the axis 41, and / or is coupled (e.g. by a threaded bore 161) through the runner element 45 (e.g. Fig. 14a). It is also recognized that the runner element 45 does not rotate on the leadscrew 140, but rather the runner element 45 moves linearly along the longitudinal axis 41 and linearly along a body of the leadscrew 140 when the leadscrew 140 rotates about the longitudinal axis 41 and within the threaded bore 161.

[0032] In Fig. Figure 4 merely shows an example of a variation of the frictional force FR (e.g. in size) generated by varying the diameter of the elongated element 40, although it is recognized that the different areas could be configured alternatively, as described above and below, to provide the variability (e.g. in size) of the generated frictional force FR.

[0033] Furthermore, in Fig. Figure 4 shows a varying cross-sectional dimension (e.g., area 42 of a first diameter and area 44 of a second diameter) for the exemplary friction force variation parameter of changes in the diameter of the elongated element 40, such that the first area 42 has a larger cross-sectional dimension (e.g., a larger diameter) than the cross-sectional dimension of the second area 44. The intended result of the increase in diameter is to increase the friction force FR (e.g., in magnitude) compared to area 44 when the runner element 45 moves in area 42 (see Figure 4). Fig. 12a, where the frictional force FR is greater in region 44 than in region 42). The change in the frictional force FR as such between regions 42 and 44 can also be caused by changes in other friction parameters (e.g., a change in the friction parameter between regions 42 and 44 other than the diameter, such as a change in the contact area, a change in the coefficient of friction due to a change in surface roughness, and / or a change in contact pressure, but not limited to these). Fig. Figure 12b shows a varying cross-sectional dimension (e.g., area 42 of a first diameter and area 44 of a second diameter) for the exemplary friction force variation parameter of changes in the diameter of the elongated element 40, such that the first area 42 has a smaller cross-sectional dimension (e.g., a smaller diameter) than the cross-sectional dimension of the second area 44. The intended result of reducing the diameter is to decrease the friction force FR (e.g., in magnitude) compared to area 44 when the runner element 45 moves within area 42 (see Figure 12b). Fig. 12b, where the frictional force FR is lower in region 44 than in region 42). The change in the frictional force FR (e.g., in magnitude) between regions 42 and 44 may also be caused by changes in other friction parameters (e.g., changes in friction parameters between regions 42 and 44 other than diameter, such as changes in contact area, changes in the coefficient of friction due to changes in surface roughness, and / or changes in contact pressure, but not limited to these). Fig. Figure 12c shows a varying cross-sectional dimension (e.g., area 42 of a first diameter, area 44 of a second diameter, and a third area 43) for the exemplary friction force variation parameter of changes in the diameter of the elongated element 40, such that the first area 42 has a smaller cross-sectional dimension (e.g., a smaller diameter) than the cross-sectional dimension of the second area 44, and the third area 43 also has a smaller dimension than the second area 44. The intended result of increasing and then decreasing the diameter is to increase and then decrease the friction force FR (e.g., in magnitude) as the runner element 45 moves from area 42 to area 44 and then to area 43 (see Figure 12c). Fig. 12c), where the frictional force FR is greater in region 44 than in regions 42 and 43. The change in the frictional force FR between regions 42, 43, and 44 can also be caused by a change in other friction parameters (e.g., a change in the friction parameter between regions 42, 43, and 44 other than the diameter, such as a change in the contact area, a change in the coefficient of friction due to a change in surface roughness, and / or a change in contact pressure, but not limited to).

[0034] The example of changing the diameter of the elongated element 40, which is described in Fig. Figure 4 is shown with reference. The runner element 45 (e.g., a cage), which has a body 46 and one or more friction elements 48 (e.g., a leaf spring), is positioned on the elongated element 40 and configured to move back and forth (e.g., TR) along the longitudinal axis 41 of the elongated element 40. The friction element(s) 48 can be configured as fixed in position on the body 46, while also being able to move relative to the body 46 in response to variations in the cross-sectional dimension (e.g., diameter) in relation to any other selected friction parameter of the different areas 42, 44 of the elongated element 40 in response to variations in the cross-sectional dimension (e.g., diameter). It is recognized that the cross-sectional dimension can have any desired shape, e.g., circular (e.g., a diameter, as shown), quadrilateral (e.g., square, rectangular), ovoid, or others, as exemplified in Figure 4. Fig. 5 is shown.

[0035] In the Fig. In the example shown in Figure 4, the elongated element 40 supports the runner element 45 on an outer circumferential surface 49 (the runner element 45 is positioned, for example, on the outer surface of the elongated element 40 for back-and-forth movement). Fig. Figure 6 shows an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported on an inner circumferential surface 50 of the elongated element 40, configured as a hollow tube (the runner element 45 is, for example, positioned on the inner surface of the elongated element 40 for reciprocating motion). Various configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, which includes both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48. In the embodiment shown in Fig. In the example shown in Figure 6, a movement from area 44 to area 42 would result in a decrease in the frictional force FR (e.g., of the magnitude) due to an increase (i.e., a change) in the friction configuration parameter (e.g., the diameter of the element width) of areas 42, 44 of the elongated element 40.

[0036] When the runner element 45 moves along the elongated element 40 TR, the friction element(s) are therefore in contact with the surface 50 of the elongated element 40, consequently generating a frictional force FR (see the Fig. 4 and Fig. 6) due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, a selected contact area) between the friction element(s) 48 and the surface 50. In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The frictional force FR is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) is expected to have a greater frictional force FR than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized that the frictional force FR generated between the contact between the friction element(s) 48 and the surface 50 can vary along the longitudinal axis 41 of the elongated element 40 if the cross-sectional dimension (e.g., the diameter) is varied (or if any two or more of the friction configuration parameters are varied).

[0037] In the Fig. 7a, Fig. 7b, Fig. Figure 8 shows the counterweight mechanism 15, with the elongated element 40 omitted for clarity. The runner element 45, with the friction element(s) 48, is positioned on a support element 52. The support element 52 is attached at a distal end 54 to the closing flap 14 (see Figure 8). Fig. 1) or the vehicle body 11 is coupled and is coupled at a proximal end 56 to the runner element 45. Complementarily, the elongated element 40 is coupled to the vehicle body 11 or to the closing flap 14. When the support element 52 is moved as such along the longitudinal axis 41, the attached runner element 45 is moved along the elongated element 40 (see Fig. 4). A proximal end 58 (see Fig. 4) The elongated element 40 can, for example, be rigidly coupled to the vehicle body 11, while the distal end 54 of the support element 52 can be rigidly coupled to the closure flap 14 (see Fig. 7b). When the locking flap 14 is moved as such between the open and closed positions (see Fig. 1) The distance between the proximal end 58 of the elongated element 40 and the distal end 54 of the support element 52 changes, thereby providing the reciprocating motion of the runner element 45 along the longitudinal axis 41 of the elongated element 40. When the runner element 45 moves (or tends to move), the friction element(s) 48 generates the frictional force FR. It is recognized that the frictional force FR can be defined as dry friction, which resists the longitudinal (and / or rotational) relative motion of two solid surfaces in contact. Dry friction is subdivided into static friction (“friction at rest”) between stationary surfaces and kinetic friction between moving surfaces.Therefore, the frictional force FR generated between the friction element(s) 48 and the surface 50 would be a static friction force FR if the closure flap 14 is held stationary in the holding area THR of the third position (see . Fig. 3) Alternatively, the frictional force FR generated between the friction element(s) 48 and the surface 50 would be a sliding friction force FR if the closure flap 14 moves both inside and outside the holding area THR of the third position between the open and closed positions (see Fig. 3).

[0038] In addition to the foregoing, the magnitude of the frictional force FR can be influenced by factors such as, but not limited to: the type of materials in contact (which define the magnitude of the coefficient of friction between the friction element(s) 48 and the surface 50) and their surface type or coatings (the different areas 42, 43, 44 may, for example, have different surface coatings that exhibit different coefficients of friction with the friction elements 48); the extent of the contact surface between the friction element(s) 48 and the surface 50, such that a larger surface area is proportional to a greater frictional force FR (some areas 42, 43, 44 of the elongated element may, for example, have different surface coatings that exhibit different coefficients of friction with the friction elements 48);be configured such that the respective circumferential surface 49, 50 in the respective area 42, 44 is in contact with a larger or smaller number – a different number of friction element(s) 48 – compared to another of the areas 42, 43, 44, and consequently creates a change in surface contact between the different areas 42, 44; and / or the normal pressure (or the load – e.g., the normal force), as represented, for example, by the change in cross-sectional dimension between different areas 42, 43, 44 (e.g., a greater normal force between the surface of the leaf springs 48 and the surface 50 for area diameter 44 compared to area diameter 42 for the area 42). Fig. 4 Counterweight mechanism shown 15. The normal force can be defined as the net force that presses two parallel surfaces together; its direction being perpendicular to the surfaces (i.e., the surface of the friction element 48 which is in contact with the surface 50 of the elongated element 40).

[0039] Furthermore, it is recognized that the direction of the frictional force FR against surfaces 48, 50 is opposite to the motion that surfaces 48, 50 would experience in the absence of friction. Consequently, in the static case, the frictional force FR is precisely what it needs to be to prevent motion between surfaces 48, 50; thus, the frictional force FR balances the net force that tends to cause such motion. In this case, the Coulomb approximation creates a threshold for this force FR above which motion would begin (i.e., the flap 14 would drop), rather than providing an estimate of the actual frictional force FR. This maximum frictional force FR is known as the follow-through friction.Furthermore, it is recognized that the frictional force FR is always exerted in a direction that opposes the movement (for sliding friction) or the potential movement (for static friction) between the two surfaces (the contact between the friction element 48 and the surface 50).

[0040] It is also recognized that the coefficient of friction (COF) is often a dimensionless scalar value that describes the ratio of the frictional force FR between two bodies (e.g., surface 50 and friction element 48) to the force pressing them together (i.e., the normal force). The coefficient of friction depends on the materials used for the surfaces in contact. Coefficients of friction can range from close to zero to greater than one. For surfaces at rest relative to each other, the COF is the coefficient of static friction. This static COF is usually larger than its kinetic counterpart. For surfaces in relative motion, the COF is the coefficient of kinetic friction.

[0041] In Fig. Figure 15a shows an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported by the support element 52 (or the leadscrew 140) on an inner circumferential surface 49 of the elongated element 40, which is configured as a hollow tube (the runner element 45 is positioned, for example, for reciprocating motion on the inner surface 49 of the elongated element 40). Other configurations of the runner element 45 and the elongated element 40 for the friction counterweight mechanism 15 are considered, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48. The friction elements 48 can be a pair of blocks 48, which are preloaded by one or more preload elements 51 (e.g.,a spring, which is used jointly between the pair of blocks 48, is pre-loaded away from each other and in contact with the circumferential surface 49, 50, since it is located within the body 59 of the runner element 45. It is recognized that the body 59 can be coupled to the leadscrew 140 (see the . Fig. 14a, Fig. 14c, Fig. 14d) and / or may be coupled to one or more sections of the housing 112, 114 (see the Fig. 14b, Fig. 14c).

[0042] When the runner element 45 moves along the elongated element 40 TR (when it is pushed / pulled by the support element 52 or the leadscrew 140), the friction element(s) 48 are therefore in contact with the surface 50 of the elongated element 40, consequently causing the generation of a frictional force FR due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, also referred to as normal force, and / or a selected contact area, etc.) between the friction element(s) 48 and the surface 50. In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The frictional force FR is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) The frictional force FR is expected to be greater in magnitude than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized that the frictional force FR generated between the contact between the friction element(s) 48 and the surface 50 can vary in magnitude along the longitudinal axis 41 of the elongated element 40 if the cross-sectional dimension (e.g., the diameter) is varied (or if any one or two or more of the friction configuration parameters are varied). During the movement of the runner element 45, the opposing brake blocks 48 can slide between each of them over and within the slots of the body 59. The spring 51 is compressed during the assembly process of the runner element 45 and consequently contributes to the selection and configuration of the magnitude of the frictional force FR generated between the blocks 48 and the surface 50. This frictional force FR can, for example,a function of the relative translational and / or relative rotational motion (in the case of a rotating runner element 45 - e.g. under the influence of the power spindle 140 according to the . Fig. 14a, d) between the surface 50 and the runner element 45 if the surface 50 has a variable internal cross-sectional dimension, such as a variable internal diameter (see Fig. 6) One advantage of this friction braking mechanism, which is in Fig. As shown in Figure 15, the friction surfaces of the blocks 48 and the circumferential surfaces 49, 50 enclose each other, which can reduce the contact stresses and wear of the mating parts and helps to generate the relatively large frictional forces with the small space of the runner element 45. Furthermore, it is recognized that the blocks 48 of the in Fig. The embodiment of the runner element shown in 15 can be configured as shown in Fig. 4 is shown, such that the elongated element 40 supports the runner element 45 on an outer circumferential surface 49 (the runner element 45 is positioned, for example, on the outer surface 50 of the elongated element 40 for the back-and-forth movement), whereby the blocks 48 would be preloaded (e.g., via one or more springs 51) towards each other and consequently towards the outer circumferential surface 49, on which the body is attached for the movement along (and optionally around).

[0043] In Fig. 15b is an alternative embodiment of the friction counterweight mechanism 15 according to Fig. Figure 15a shows the runner element 45, which is supported by the support element 52 (or the leadscrew 140) on an inner circumferential surface 50 of the elongated element 40, which is configured as a hollow tube (the runner element 45 is, for example, positioned for reciprocating movement on the inner surface 49 of the elongated element 40 when it is pushed / pulled by the support element 52 or the leadscrew 140). Other configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction element 48. The friction elements 48 can be a pair of blocks 48 held in place by one or more preload elements 51 (e.g.,a spring which is used jointly between the pair of blocks 48) away from each other and in contact with the circumferential surface 49,50 are preloaded, as they are attached internally to the body 59 of the runner element 45.

[0044] In the Fig. Figures 16a and 16b show an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported by the support element 52 (or the leadscrew 140) on an inner circumferential surface 50 of the elongated element 40, which is configured as a hollow tube (the runner element 45 is, for example, positioned for reciprocating movement on the inner surface 49 of the elongated element 40 when it is pushed / pulled by the support element 52 or the leadscrew 140). Various configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48.The friction elements 48 can be a pair of leaf spring inserts 48 which are preloaded away from each other and in contact with the circumferential surface 49, 50 by one or more spring bodies 51, as they are attached internally to the body 59 of the runner element 45.

[0045] When the runner element 45 moves along the elongated element 40 TR, the friction element(s) is / are therefore in contact with the surface 50 of the elongated element 40, consequently causing the generation of a frictional force FR1, FR2 between the friction element(s) 48 and the surface 50 due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, which is also referred to as a normal force, and / or a selected contact area, etc.). In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The frictional force magnitude FR1, FR2 is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) is expected to expect that the frictional force magnitude FR1, FR2 would be greater than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized as such that the frictional force magnitude FR1, FR2, which is generated between the contact between the friction element(s) and the surface 50, can be variable along the longitudinal axis 41 of the elongated element 40 when the cross-sectional dimension (e.g. the diameter) is varied (or any one or any two or more of the friction configuration parameters are varied).

[0046] During the movement of the rotor element 45, the opposing leaf spring inserts 48 can be located within the slots of the body 59. The spring 51 is compressed during the assembly process of the rotor element 45 and consequently contributes to the selection and configuration of the magnitude of the frictional force FR1, FR2 generated between the leaf spring inserts 48 and the circumferential surface 49, 50. This frictional force magnitude FR1, FR2 can, for example, be a function of the relative translational and / or rotational motion (in the case of a rotating rotor element 45 – e.g., under the influence of the power spindle 140). Fig. 14) between the surface 50 and the runner element 45 if the surface 50 has a variable inner diameter (see Fig. 6) It is stated that the magnitude FR1 of the frictional force would be smaller than the magnitude FR2 of the frictional force based on the different linear (e.g., stroke) directions of motion TR1 and TR2. Regarding direction TR1, the friction between surface 50 and surface 55 would cause the opposing leaf spring inserts 48 to be forced towards each other and into their respective slots against the preload provided by spring 51. This is in contrast to direction TR2, where the friction between surface 50 and surface 55 would cause the opposing leaf spring inserts 48 to be forced away from each other and out of their respective slots (and consequently operate with the preload provided by spring 51) to generate a greater normal force (and consequently a corresponding magnitude FR2 of the frictional force) between surfaces 50 and 55 than that for the opposite direction of motion TR1.The one in the . Fig. The friction-based counterweight mechanism 15 shown in Figures 16a and 16b creates different magnitudes of frictional force FR1 and FR2 depending on the relative linear direction of movement of the runner element 45 along the longitudinal axis 41 (i.e., the direction of movement TR1 is opposite to the direction of movement TR2). It is further recognized that the leaf spring inserts 48 in the Fig. The embodiment of the runner element shown in 16a, b can be configured as shown in Fig. 4 is shown, such that the elongated element 40 supports the runner element 45 on an outer circumferential surface 49 (the runner element 45 is positioned, for example, for the back-and-forth movement on the outer surface 50 of the elongated element 40), whereby the leaf spring inserts 48 (e.g., via one or more springs 51) would be preloaded towards each other and consequently towards the outer circumferential surface 49, on which the body is attached for the movement along (and optionally around).

[0047] In the Fig. Figures 17a and 17b show an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported by the support element 52 (or the leadscrew 140) on an inner circumferential surface 49 of the elongated element 40, which is configured as a hollow tube (the runner element 45 is configured, for example, for reciprocating movement on the inner surface 49 of the elongated element 40 when it is pushed / pulled by the support element 52 or the leadscrew 140). Other configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48.The friction elements 48 can be a pair of inserts 48 which are preloaded away from each other and in contact with the circumferential surface 49, 50 by one or more spring bodies 51, as they are attached internally to the body 59 of the runner element 45.

[0048] When the runner element 45 moves along the elongated element 40 TR, the friction element(s) 48 are therefore in contact with the surface 50 of the elongated element 40, consequently causing the generation of a frictional force FR1, FR2 due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, also referred to as normal force, and / or a selected contact area, etc.) between the friction element(s) 48 and the surface 50. In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The magnitude FR1, FR2 of the frictional force is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) is expected to expect that the magnitude FR1, FR2 of the frictional force would be greater than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized as such that the magnitude FR1, FR2 of the frictional force generated between the contact between the friction element(s) 48 and the surface 50 can be variable along the longitudinal axis 41 of the elongated element 40 when the cross-sectional dimension (e.g., the diameter) is varied (or any one or any two or more of the friction configuration parameters are varied).

[0049] During the movement of the runner element 45, the opposing inserts 48 can be located within the slots of the body 59. The spring 51 is compressed during the assembly process of the runner element 45 and consequently contributes to the selection and configuration of the magnitude FR1, FR2 of the frictional force generated between the inserts 48 and the circumferential surface 49, 50. This frictional force magnitude FR1, FR2 can, for example, be a function of the relative translational and / or rotational motion (in the case of a rotating runner element 45 – e.g., under the influence of the power spindle 140). Fig. 14) between the surface 50 and the runner element 45 if the surface 50 has a variable inner diameter (see Fig. 6) It is stated that the magnitude FR1 of the frictional force would be smaller than the magnitude FR2 of the frictional force based on the different linear (e.g., stroke) directions of movement TR1 and TR2. Regarding the direction TR1, the friction between surface 50 and surface 55 would cause the opposing inserts 48 to be forced against the preload provided by the spring 51 about their respective pivot points 57 towards each other and into their respective slots.This is in comparison to direction TR2, where the friction between surface 50 and surface 55 would cause the opposing leaf spring inserts 48 to be forced away from each other and out of their respective slots about their respective pivot points 57 (and consequently operate with the preload provided by the spring 51) to generate a greater normal force (and consequently a corresponding frictional force FR2) between surfaces 50 and 55 than that for the opposite direction of movement TR1. The... Fig. The friction-based counterweight mechanism 15 shown in Figures 17a and 17b creates different magnitudes of frictional force FR1 and FR2 depending on the relative linear direction of motion of the runner element 45 along the longitudinal axis 41 (i.e., the direction of motion TR1 is opposite to the direction of motion TR2). It is further recognized that the inserts 48 of the Fig. The embodiment of the runner element shown in 17a, b can be configured as shown in Fig. 4 is shown, such that the elongated element 40 supports the runner element 45 on an outer circumferential surface 49 (the runner element 45 is positioned, for example, for the back-and-forth movement on the outer surface 50 of the elongated element 40), whereby the leaf spring inserts 48 (e.g., via one or more springs 51) would be preloaded towards each other and consequently towards the outer circumferential surface 49, on which the body is attached for the movement along (and optionally around).

[0050] In the Fig. Figures 18a, b, c show an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported by the support element 52 (or the leadscrew 140) on an inner circumferential surface 50 of the elongated element 40, which is configured as a hollow tube (the runner element 45 is configured, for example, both for reciprocating movement on the inner surface 49 of the elongated element 40 and for rotation about the longitudinal axis 41 when pushed / pulled by the leadscrew 140). Other configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, including both different cross-sectional shapes D1, D2, D3 and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48. The friction elements 48 can be one or more preloaded arms 48 (where, for example,(Only 4 are shown as examples) which are pre-loaded outwards and in contact with the circumferential surface 49, 50 by one or more pre-tensioning elements 51, since they are attached internally to the body 59 of the runner element 45. In this example, the pre-loaded arms 48 can have a cam-shaped surface 55 and each be pre-loaded about a pre-loading point 61 of the body 59.

[0051] When the runner element 45 moves spirally along the elongated element 40 and around the longitudinal axis 41 TR, the friction element(s) 48 are in contact with the surface 50 of the elongated element 40, causing the generation of a frictional force FR1, FR2 between the friction element(s) 48 and the surface 50 due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, also referred to as normal force, and / or a selected contact area, etc.). In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The magnitude FR1, FR2 of the frictional force is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) It is expected that the magnitude FR1, FR2 of the frictional force would be greater than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized that the magnitude FR1, FR2 of the frictional force, as such, which is generated between the contact between the friction element(s) 48 and the surface 50, can be variable along the longitudinal axis 41 of the elongated element 40 if the cross-sectional dimension (e.g., the diameter) is varied (or any one or any two or more of the friction configuration parameters are varied).

[0052] During the movement of the runner element 45, the preloaded arms 48 can be located within the slots of the body 59. The spring component 51 (e.g., the more effective leaf spring) of the preloaded arms 48 is compressed during the assembly process of the runner element 45 and consequently contributes to the selection and configuration of the magnitude FR1, FR2 of the frictional force generated between the preloaded arms 48 and the circumferential surface 49, 50. This frictional force FR can, for example, be a function of the relative rotational motion (in this case, of a rotating runner element 45 – e.g., under the influence of the power spindle 140). Fig. 14) between the surface 50 and the runner element 45. It is stated that the magnitude FR1 of the frictional force, based on the different directions of rotation R1 and R2, would be smaller than the magnitude FR2 of the frictional force. With respect to the direction R1, the friction between the surface 50 and the surface 55 would cause the preloaded arms 48 to be forced towards each other and into their respective slots against the preload created by the spring component 51.This is in comparison to the direction of rotation R2, where the friction between surface 50 and surface 55 would cause the preloaded arms 48 to be forced away from each other and out of their respective slots (and consequently, with the preload created by the spring component 51, to preload the arms 48 away from the body location 61) to generate a greater normal force (and consequently a greater magnitude FR2 of the frictional force) between surfaces 50 and 55 than that for the opposite direction of rotation R1. The friction-based counterweight mechanism 15 as such, which is in the . Fig. As shown in Figures 18a, b, c, different magnitudes of the frictional force FR1, FR2 are created depending on the direction of rotation of the movement of the runner element 45 about the longitudinal axis 41 (i.e., the direction of movement R1 is opposite to the direction of movement R2). It is further recognized that the preloaded arms 48 of the embodiment of the runner element, which are shown in the Fig. As shown in 18a, b, c, they can be configured as shown in Fig. 4 is shown, such that the elongated element 40 supports the runner element 45 on an outer circumferential surface 49 (the runner element 45 is positioned, for example, for the back-and-forth movement on the outer surface 50 of the elongated element 40), whereby the preloaded arms 48 (e.g., via one or more spring components 51) would be forced to the body location 61 and consequently to the outer circumferential surface 49, on which the body is attached for the movement along (and around).

[0053] In Fig. Figure 19 shows an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported by the leadscrew 140 on an inner circumferential surface 50 of the elongated element 40, configured as a hollow tube (the runner element 45 is configured, for example, for reciprocating movement on the inner surface of the elongated element 40 when pushed / pulled by the leadscrew 140). Other configurations of the runner element 45 and the elongated element 40 are considered for the friction counterweight mechanism 15, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48. The friction elements 48 are attached to the body 59 for contact with the circumferential surfaces 49, 50.

[0054] When the runner element 45 moves along the elongated element 40 TR1, TR2, the friction element(s) 48 are therefore in contact with the surface 50 of the elongated element 40, consequently causing the generation of a frictional force FR1, FR2 due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, also referred to as normal force, and / or a selected contact area, etc.) between the friction element(s) 48 and the surface 50. In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The frictional force FR1, FR2 is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) It is expected that the frictional force FR1, FR2 would be greater than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized that the frictional force FR1, FR2, as such, which is generated between the contact between the friction element(s) 48 and the surface 50, can be variable along the longitudinal axis 41 of the elongated element 40 if the cross-sectional dimension (e.g., the diameter) is varied (or any one or two or more of the friction configuration parameters are varied).

[0055] This quantity FR1, FR2 of the frictional force can, for example, be a function of the relative translational and / or relative rotational motion (in the case of a rotating rotor element 45 - e.g. under the influence of the power spindle 140). Fig. 14) between the surface 50 and the runner element 45, if the surface 50 has a variable internal cross-sectional dimension, such as a variable internal diameter (see Fig. 6) The friction-based counterweight mechanism 45 can also include a pair of plates 72, 74, such that a preload element 51 (e.g., a spring) biases the rotating surface 73 of the rotating plate 72, which is positioned in a fixed position (on the longitudinal axis 41), due to the rotation of the rotor element 45 about the longitudinal axis 41 when the power spindle 140 is rotated by the drive mechanism (motor arrangement) 136 (see Fig. 14), against a fixed position (on the longitudinal axis 41) of the rotationally stationary surface 75 (which, for example, does not rotate) of the plate 74. If the runner element 45 moves in a linear direction TR1, the compression of the preload element 51 would decrease (for example, the length of the preload element 51 would increase), and consequently the clamping of the plates 72, 74 against each other by the preload element 51 would decrease, which would lead to a decrease in the magnitude FR1 of the frictional force if the runner element 45 continues to move in the linear direction TR1. Conversely, if the runner element 45 moves in the opposite linear direction TR2, the length of the preload element 41 would shorten (for example,the compression of the preload element 51 increases) and consequently the clamping of the plates 72, 74 against each other by the preload element 51 increases, which would lead to an increase in the magnitude FR2 of the frictional force if the runner element 45 continues to move in the linear direction TR2. The position of the runner element 45, as such, dictates the relative extension or compression of the preload element 51 and consequently makes the frictional force FR1, FR2 a function of the relative position of the runner element 45 along the longitudinal axis 41. The relative rotational movement of the surfaces 73, 75 with respect to each other (due to the rotation of the runner element 45 by the drive of the power spindle 140) in combination with the length of the preload element 51 due to the position of the runner element 45 on the longitudinal axis 41, as such, influences the frictional force magnitude FR1, FR2, which is generated by the translational and rotational movement of the runner element 45 with respect to the longitudinal axis 41.

[0056] In Fig. Figure 20 shows an alternative embodiment of the friction counterweight mechanism 15, which has the runner element 45 supported on an inner circumferential surface 50 of the elongated element 40, configured as a hollow tube (the runner element 45 is, for example, positioned on the inner surface 49 of the elongated element 40 for reciprocating motion). Various configurations of the runner element 45 and the elongated element 40 for the friction counterweight mechanism 15 are considered, including both different cross-sectional shapes and different inner and / or outer circumferential surfaces 49, 50 for contact with the friction elements 48. The friction elements 48 are attached to the body 59 for contact with the circumferential surface 49, 50. Alternatively, the body 59 would not have the friction elements 48 in contact with the circumferential surface 49, 50 (e.g.,due to changes in the cross-sectional dimension of the elongated element 40, due to the absence of friction elements 48 on the body 59, etc.).

[0057] Under the influence of the friction elements 48, the friction element(s) 48 is / are in contact with the surface 50 of the elongated element 40 when the runner element 45 moves along the elongated element 40 TR1, TR2, whereby, due to the combined configuration of the friction configuration parameters (e.g., a selected coefficient of friction, a selected contact pressure, which is also referred to as a normal force, and / or a selected contact area, etc.), the generation of a frictional force FR1, FR2 between the friction element(s) 48 and the surface 50 is caused. In a cross-sectional area 42 with a larger cross-sectional dimension for the outer surfaces 50 (see Fig. 4) The magnitude FR1, FR2 of the frictional force is expected to be greater than in a cross-sectional area 42 with a smaller cross-sectional dimension. Alternatively, in a cross-sectional area 42 with a smaller cross-sectional dimension for the inner surfaces 49 (see Fig. 6) It is expected that the magnitude FR1, FR2 of the frictional force would be greater than in a cross-sectional area 42 with a larger cross-sectional dimension. It is recognized that the frictional force FR1, FR2 generated between the contact between the friction element(s) 48 and the surface 50 can be variable along the longitudinal axis 41 of the elongated element 40 if the cross-sectional dimension (e.g., the diameter) is varied (or if any one or two or more of the friction configuration parameters are varied).

[0058] This frictional force FR1, FR2 can, for example, be a function of the relative translational and / or the relative rotational motion (in the case of a rotating rotor element 45 - e.g. under the influence of the power spindle 140). Fig. 14) between the surface 50 and the runner element 45, if the surface 50 has a variable internal cross-sectional dimension, such as a variable internal diameter (see Fig. 6) The friction-based counterweight mechanism 45 can also include the plates 72, 74, 76, such that one or more preload elements 51 (e.g., a spring) bias the rotating surface(s) 73 of the rotating plate(s) 72, 76 due to the rotation of the runner element 45 about the longitudinal axis 41 when the power spindle 140 is rotated by the drive mechanism 136 (see Fig. 14) against the rotationally stationary surface(s) 75 (which, for example, do not rotate) of the plate 74. If the runner element 45 moves in the linear direction TR1, the compression of the preloading element 51 would decrease (for example, the length of the preloading element 51 would increase) and consequently the clamping of the plates 72, 74, 76 against each other by the preloading element 51 would decrease, which would lead to a decrease in the magnitude FR1 of the frictional force if the runner element 45 continues to move in the linear direction TR1. If, on the other hand, the runner element 45 moves in the opposite linear direction TR2, the length of the prestressing element 51 would shorten (e.g., the compression of the prestressing element 51 would increase) and consequently the clamping of the plates 72, 74, 76 against each other by the prestressing element 51 would increase, which would lead to an increase in the magnitude FR2 of the frictional force if the runner element 45 continues to move in the linear direction TR2.The linear position of the runner element 45, as such, dictates the relative expansion or compression of the preload element 51 and consequently makes the magnitude FR1, FR2 of the frictional force a function of the relative position of the runner element 45 along the longitudinal axis 41. The relative rotational movement of the surfaces 73, 75 with respect to each other (due to the rotation of the runner element 45 by the drive of the power spindle 140) in combination with the length of the preload element 51 due to the position of the runner element 45 on the longitudinal axis 41, as such, influences the magnitude of FR1, FR2 of the frictional force generated by the translational and rotational movement of the runner element 45 with respect to the longitudinal axis 41.

[0059] It is generally recognized that the configuration of the circumferential surface 49, 50 (e.g., different diameters, different distances / different cross-sectional areas between opposing surfaces / walls of the circumferential surface 49, 50, different coefficient(s) of friction) can determine the magnitude FR of the frictional force when the runner element 45 moves (e.g., linearly, rotatingly, or both linearly and rotatingly) along the elongated element 40. Similarly, it is recognized that the configuration of the surface 55 of the friction elements 48 (e.g., the exertion of a normal force against the circumferential surface 49, 50 due to the differently configured preload element(s) 51 of the body 59, different coefficient(s) of friction of the surface 55, etc.) can determine the magnitude FR of the frictional force when the runner element 45 moves (e.g.,The runner element 45 moves (e.g., linearly, rotationally, or both linearly and rotationally – which is also referred to as spirally) along the elongated element 40. It is also recognized that the configuration (e.g., the shape, type, orientation, size, etc.) of the friction elements 48 can determine the magnitude FR of the frictional force when the runner element 45 moves (e.g., linearly, rotationally, or both linearly and rotationally) along the elongated element 40.

[0060] It is further recognized that the magnitude FR of the frictional force is due to: the linear relative motion between the surfaces 50, 55 (e.g. linear friction, as for example for the in Fig. 10 shown prestressing strut 37); the relative rotational movement between the surfaces 50, 55 (e.g. rotational friction, as it occurs, for example, in the runner element 45 according to the Fig. 16a, b, Fig. 17a, b is generated); and / or the relative spiral motion between the surfaces 50, 55 (e.g. spiral friction, as is e.g. in the electromechanical strut 37 according to Fig. 14a is generated when the runner element 45 rotates) can be generated.

[0061] It is further recognized that the generated quantity FR of the frictional force against the stroke position of the runner element 45 along the longitudinal axis 41 of the elongated element 40 can be variable due to changes in the diameters of the circumferential surfaces 49, 50 at different locations along the longitudinal axis 41, changes in the distance(s) between opposing surfaces / walls of the circumferential surfaces 49, 50 at different locations along the longitudinal axis 41, and / or different coefficients of friction at different locations along the longitudinal axis 41. Examples of the variability of the quantity FR of the frictional force against the stroke position of the runner element 45 are shown in the Fig. 4 and Fig. 6 and Fig. 12a, b, c shown.

[0062] It is further recognized that the generated quantity FR of the frictional force against the stroke position of the runner element 45 along the longitudinal axis 41 of the elongated element 40 can be constant due to the consistency of the diameters of the circumferential surface 49, 50 at different locations along the longitudinal axis 41, the consistency of the distance(s) between opposing surfaces / walls of the circumferential surface 49, 50 at different locations along the longitudinal axis 41 and / or the consistency of the coefficient(s) of friction at different locations along the longitudinal axis 41.

[0063] It is further recognized that the generated magnitude FR of the frictional force against the relative direction of movement of the runner element 45 along the longitudinal axis 41 of the elongated element 40 can be variable due to differences in the normal force exerted between the surfaces 50, 55 by the cooperation of the friction elements 48 and the circumferential surface 49, 50, based on the configuration of the direction-dependent operation of the friction elements 48 relative to each other. For example, the pair of friction elements 48 can be pre-loaded with a greater magnitude TR in one direction of movement compared to the opposite direction of movement along the longitudinal axis 41 (and consequently forced into contact with the surface 50 with a greater force). Examples of this variability in the magnitude FR of the frictional force against the stroke position of the runner element 45 are, for example, in the Fig. 16 and Fig. 17 shown.

[0064] It is further recognized that the generated frictional force FR against the relative direction of rotation of the movement of the runner element 45 about the longitudinal axis 41 of the elongated element 40 can be variable due to the differences in the normal force exerted between the surfaces 50, 55 by the cooperation of the friction elements 48 and the circumferential surface 49, 50, based on the configuration of the rotation-direction-dependent operation of the friction elements 48 relative to each other. For example, the pair of friction elements 48 can be pre-loaded with a greater magnitude in one direction of rotation R compared to the opposite direction of movement away from each other along the longitudinal axis 41 (and consequently forced into contact with the surface 50 with a greater force). Examples of this variability in the magnitude FR of the frictional force against the rotational direction R of the runner element 45 are, for example, in the Fig. 18a, b, c shown. Examples of the counterweight mechanism contained in the prestressing element 37 15

[0065] In Fig. Figure 8 shows a prestressing element 37, referred to as a prestressing strut, with a body 59 having a first end 60 for connecting to a closure flap 14 (or a vehicle body / frame 11) and a second end 62 for connecting to a vehicle body / frame 11 (or a closure flap 14) depending on the orientation of the configuration of the prestressing element 37 when it is in the closure flap system 12 (see Figure 8). Fig. 1) is installed. In this configuration, the counterweight mechanism 15 includes, by way of example, the elongated element 40, which is positioned in an interior 64 of the body 59, and the runner element 45, which is coupled to the proximal end 56 of the support element 52. The distal end 54 of the support element 52 is coupled to the second end 62 (e.g., via an optional element—a spring) of the preload element 37 (e.g., the strut), while the proximal end 48 of the elongated element 40 is coupled to the other end 60. Areas 42 and 44 with differing cross-sectional dimensions are shown by way of example. However, it is also recognized that any of the other influencing factors mentioned above could also be varied, either additionally or alternatively (e.g., each area has the same cross-sectional dimension but a different surface treatment—one area is, for example,of a rougher surface quality than the other, consequently different values ​​of the respective coefficient of friction are provided between areas 42, 44).

[0066] As shown, the preload element 37 is a strut that incorporates an elastic element of a spring 68 to create a counterweight torque T (see Fig. 3) during operation of the closing flap 14 when moving between the open and closed positions (see Fig. 1). In Fig. Figure 9 shows further details of the elongated element 40, which is coupled to the end 60 of the preload strut 37 by an optional element 70 (e.g. a connecting piece), wherein the spring 68 of the preload strut 37 is positioned around the friction counterweight mechanism 15, the runner element 45 is in contact with the friction elements 48 with the surface 50, the support tube 52 is connected to the runner element 45 to guide the reciprocating movement of the runner element 45 along the elongated element 40, and the body 59 of the preload strut 37 acts as a housing for the spring 68 and the friction counterweight mechanism 15.

[0067] In Fig. Figure 10 shows the exemplary prestressing strut 37 for accommodating the friction counterweight mechanism 15. The body 59 of the prestressing strut consists of a number of body elements 80 to accommodate the expansion and compression of the body 59 during operation of the closing flap 14 between the open and closed positions (see Figure 10). Fig. 1) to promote, whereby the body 59 acts as a protective housing for the internal components (e.g., the spring 68) of the preload strut 37 and the enclosed friction counterweight mechanism 15. The body 59 may include the optional body elements 80 of a sheath tube 82, a sliding tube 84, a sliding sheath 86, a filling tube 88, and the end caps 90. Internally, the spring 68 may be mounted between the end caps 92 via the optional spring seats 94. A sequence of keyways 100 on the sliding tube 84 is also shown, configured to interact with matching keyways 102 on the sheathing tube 82, to consequently prevent rotation between the component parts of the prestressing strut 37 when the prestressing strut is operated between the open and closed positions of the locking flap 14.

[0068] In Fig. 11 is the prestressing strut 37 in an extended position (when the locking flap 14 is, for example, fully open and / or is in the holding area THR of the third position - see Fig. 3) and in a compressed position (e.g. when the locking flap 14 is in the closed position - see Fig. 1) shown, illustrating the back-and-forth movement of the runner element 45 along the elongated element 40 and the extension / contraction of the spring 68 (e.g., the preload element) contained in the body 59 (e.g., the housing).

[0069] In the Fig. 13 and Fig. Figures 14a, b, c, and d show an embodiment of the friction-based counterweight mechanism 15 for the motor vehicle 10. An electromechanical strut 37, as an exemplary preload element 37, comprises a lower housing 112, an upper housing 114, and an extendable shaft / rod 35. A pivot bracket 18, located at one end of the lower housing 112, can be pivotally attached to a section of the vehicle body 11, defining an internal cargo area in the vehicle 10. A second pivot bracket 38 is attached to the distal end of the extendable shaft 116 with respect to the upper housing 114 and is pivotally mounted to the tailgate 14 of the vehicle 10.

[0070] In Fig. Figure 14 shows the interior of the lower housing 112 in more detail as an example. The lower housing 112 creates a cylindrical side wall 122 that defines a chamber 124. A pivot bracket 18 is attached to an end wall 126 of the lower housing 112 proximal to the vehicle body 11. The upper housing 114 creates a cylindrical side wall 40 (also referred to as an elongated element) that defines a chamber 34 open at both ends. The cylindrical side wall 40 (also referred to as an elongated element) has a circumferential surface 49 (as part of the friction-based counterweight mechanism 15) for engagement with the runner element 45 (which is also part of the friction-based counterweight mechanism 15). A distal end wall 128 of the lower housing 112 includes an opening 130, so that chamber 124 and chamber 134 are connected to each other.The upper housing 114 may have a smaller diameter than the lower housing 112. However, it is also considered that the lower housing 112 and the upper housing 114 may be formed as a single cylinder or truncated cone. Other form factors for the lower housing 112 and the upper housing 114 will occur to those skilled in the art. The upper housing 114 may be formed as a single piece with the lower housing 112 or may be attached to the lower housing 112 by conventional means (e.g., threaded couplings, welded connections, etc.). An optional motor-gearbox assembly (motor assembly) 136 is located in the chamber 124 and may be an integral component of the electromechanical strut 37 (e.g., located within the housings 112, 114, as shown, or alternatively, located outside the housings 112, 114—which is not shown).

[0071] The optional motor-gearbox assembly 136 can include a motor 142, a clutch, a planetary gear set, and a power spindle 140 (alternatively referred to as a leadscrew 140) that can be used to transport or otherwise guide the rotor element 45 along the longitudinal axis 41. The motor 142 can be located within the chamber 124 near the end wall 126. The motor 142 can be a bidirectional DC motor. Electrical power and directional control for the motor 142 can be provided via electrical cables connected through openings (not shown) in the end wall 126 in the vehicle body 11. The clutch is connected to an output shaft on the motor 142. The clutch can provide selective engagement between the output shaft of the motor 142 and the planetary gear set. The clutch is an electromechanical gear coupling that engages the planetary gear set, e.g.When the motor 142 is activated, and the clutch is engaged, torque is transmitted from the motor 142 through the planetary gear set. When the clutch is disengaged, no torque is transmitted between the motor 142 and the planetary gear set, thus limiting the occurrence of reverse drive if the tailgate 14 is closed manually. The planetary gear set can, for example, be a two-stage planetary gear set that provides torque multiplication for the power spindle 140. The power spindle 140 extends into the upper housing 114. As such, it is recognized that if the motor assembly 136 is present, the leadscrew 140 can be driven, i.e., actively rotated by the rotary motion of the motor assembly 136, which is coupled to the leadscrew 140.Alternatively, in the case where the motor arrangement 136 is not present, the leadscrew 140 can rotate about the longitudinal axis 41 under the influence of the friction present between the rotor element 45 and the leadscrew 140 in the bore 161, i.e., be passively rotated by the linear movement of the rotor element 45 as it rotates about the leadscrew 140.

[0072] The extendable shaft 35 creates a cylindrical side wall 154, which defines a chamber 156, and can be mounted concentrically between the upper housing 114 and the power spindle 140. As previously described, the pivot bracket 38 is attached to the distal end of the extendable shaft 35. The proximal end of the extendable shaft 35 is open. A nut 45 (also referred to as the runner element 45) is fitted around the proximal end of the extendable shaft 35 with respect to the lower housing 112 and is coupled to the power spindle 140 to convert the rotary motion of the power spindle 140 into the linear motion of the extendable shaft 35 along the longitudinal axis 41 of the power spindle 140.The drive nut 45 can include keyways extending into opposing coaxial slots provided inside the elongated element 40 to prevent the nut 45 from rotating as it moves along the longitudinal axis 41. Alternatively, the nut 45 can be configured without the keyways, thus being free to rotate as it moves along the longitudinal axis 41, without deviating from the scope of the invention. An integral outer rim 164 on the upper housing 114 can create a surrounding seal between the chamber 134 and the exterior. As shown in... Fig. As shown in Figure 4, the runner element 45 can have a sequence of friction elements 48, which are attached with respect to the body 59, for engagement (e.g. preloaded) with the circumferential surface 49 of the elongated element 40.

[0073] A spring housing 138 is provided in the lower housing 112 and is defined by the cylindrical side wall 122, the end wall 128, and a flange 166. Within the spring housing 138, a power spring 68 is wound around the power spindle 140 as an elastic element, creating a mechanical counterweight to the weight of the tailgate 14. The power spring 68, preferably made of a steel strip, assists in lifting the tailgate 14 in both its driven and undriven modes of the electromechanical strut 37. One end of the power spring 68 is attached to the power spindle 140, while the other end is attached to a section of the cylindrical side wall 122. When the extendable shaft 35 is in its retracted position, the power spring 68 is tightly wound around the power spindle 140.When the power spindle 140 rotates to extend the extendable shaft 35, the power spring 68 unwinds in accordance with the movement of the runner element 45 along the elongated element 40 (which causes the friction elements 48 to contact the circumferential surface 49), releasing its stored energy and transmitting an axial force through the extendable shaft 35 to assist in lifting the tailgate 14. When the power spindle 410 rotates to retract the extendable shaft 16, the power spring 68 is recharged by rewinding around the power spindle 140 in accordance with the movement of the runner element 45 along the elongated element 40 (which causes the friction elements 48 to contact the circumferential surface 49).

[0074] In the Fig. 14a, Fig. 14b is also shown that the counterweight mechanism 15 can have the runner element 45 which is connected to the lower housing 112 and / or the upper housing 114, such that the runner element 45 moves along the surface 50 which is provided by the other of the housings 112, 114 adjacent to the runner element 45.

[0075] It is recognized that the differently configured preload elements 48 discussed above can be used independently of one another when they are mounted in the body 59 of the runner element 45 for a specific preload element 37 (e.g., a strut). The runner element 45, for example, only features the leaf spring inserts 48 according to the Fig. 16a, b, only shows blocks 48 after the Fig. 15a, b, etc. Alternatively, two or more differently configured preload elements 48, discussed above, can be combined with one another and consequently be mounted together in the body 59 of the runner element 45, and / or they can be configured in separate respective bodies 59 mounted for the same elongated element 40 (i.e., two or more runner elements 45, each having differently configured friction elements 48 for the same elongated element 40, positioned at different locations along the longitudinal axis 41). For example, it is recognized that any of the configurations of the friction element 48 that are mounted in the Fig. Figures 1 to 20 are shown, with any other configuration of the friction element 48 shown in the Fig. Figures 1 to 20 show that the number of combinations of the different friction elements 48 (e.g., two or more) is considered to be limited only by the developer's imagination when considering the various embodiments of the different configurations of the friction element 48 shown in the figures. Fig. Numbers 1 to 20 are shown.

[0076] In light of the foregoing, the friction-based counterweight mechanism 15 can be incorporated into a number of different form factors of the preload element 37. An example is the strut without the leadscrew 140 (see Fig. 10), whereby the runner element 45 consequently moves only linearly along the longitudinal axis 41. Another example is the shock absorber with the leadscrew 140 (see Fig.10), e.g. with or without the motor arrangement 136 coupled to the rotor element 45, wherein the rotor element 45 consequently moves both linearly along the longitudinal axis 41 and rotating about the longitudinal axis 41 (i.e., a spiral relative motion).

Claims

[1] Friction-based counterweight mechanism (15) for coupling with a shutter flap (14) to assist the opening and closing of the shutter flap (14) for at least one section of a path between a fully closed position and a fully open position of the shutter flap (14), wherein the counterweight mechanism (15) comprises: an elongated element (40) positioned on a longitudinal axis (41) extending between the proximal (56) and distal end (54) of the counterweight mechanism (15), wherein the elongated element (40) has a circumferential surface (49, 50) and a proximal end (56) for coupling with either the closure flap (14) or a body (11) of a vehicle (10), a runner element (45) with a body (46) and at least one friction element (48) attached to the body (46), wherein the runner element (45) is positioned on the longitudinal axis (41) for a back-and-forth movement along this axis and for forming a contact between the at least one friction element (48) and the circumferential surface (49, 50), wherein the contact serves to generate a frictional force between the circumferential surface (49, 50) and the friction element (48), and a support element (52) coupled at a proximal end (56) to the runner element (45) for coupling at a distal end (54) to the body (11) of the vehicle (10) or the closure flap (14), wherein the support element (52) serves to guide the reciprocating movement, wherein the support element (52) is a leadscrew (140) coupled to the body (46) to provide the rotation of the runner element (45) about the longitudinal axis (41), and the frictional force is variable based on the direction of rotation of the leadscrew (140). [2] Friction-based counterweight mechanism (15) according to claim 1, wherein the lead screw (140) drives the runner element (45) both along and about the longitudinal axis (41). [3] Friction-based counterweight mechanism (15) according to claim 1, wherein the contact serves to generate the frictional force as a first frictional force quantity in a first region (42) along the longitudinal axis (41) and the frictional force as a second frictional force quantity different from the first frictional force quantity in a second region (44) along the longitudinal axis (41), wherein the first region (42) is spaced apart from the second region (44) along the longitudinal axis (41). [4] Friction-based counterweight mechanism (15) according to claim 1, wherein the runner element (45) is coupled to a distal end (54) of the lead screw (140), or wherein the runner element (45) is coupled to a body (46) of the lead screw (140) via a threaded bore. [5] Friction-based counterweight mechanism (15) according to claim 1, wherein the lead screw (140) is actively driven by a motor arrangement (136). [6] Friction-based counterweight mechanism (15) according to claim 1, further comprising the closure flap (14) coupled to the counterweight mechanism (15) on one of its sides, such that the support element (52) is a lead screw (140) actively driven by a motor arrangement (136), and comprising a second counterweight mechanism (15) coupled to another side of the closure flap (14), such that the movement of the closure flap (14) passively actuates the second counterweight mechanism (15). [7] Counterweight mechanism (15) according to claim 1, further comprising a housing (112, 114) with a proximal end (56) for coupling the counterweight mechanism (15) to either the locking flap (14) or the body (11) of the vehicle (10) and with a distal end (54) for coupling the counterweight mechanism (15) to either the body (11) of the vehicle (10) or the locking flap (14), wherein the elongated element (40) is mounted in the housing (112, 114) and is positioned on a longitudinal axis (41) extending between the proximal and distal ends (54) of the housing (112, 114), wherein the proximal end of the elongated element (40) is coupled to the proximal end of the housing (112, 114), and with a support element (52) coupled at a proximal end to the runner element (45) and at a distal end to the distal end of the housing (112, 114), which serves to guide the back-and-forth movement. [8] Counterweight mechanism (15) according to claim 7, which further comprises an elastic element (68) that is installed in the housing (112, 114) between the proximal end of the housing (112, 114) and the distal end of the housing (112, 114), wherein the elastic element (68) is configured to provide a counterweight force in the form of a preload strut element to assist in opening and closing the closure flap (14). [9] Counterweight mechanism (15) according to claims 3 and 6, wherein the first region (42) further comprises a first friction configuration parameter which is different from a second friction configuration parameter of the second region (44), such that a change in the first and second friction configuration parameters by the at least one friction element (48) when the runner element (45) moves from the first region (42) to the second region (44) results in a change in the friction force magnitude. [10] Counterweight mechanism (15) according to claim 9, wherein the first friction configuration parameter is a width dimension of the elongated element and the second friction configuration parameter is another width dimension of the elongated element (40). [11] Counterweight mechanism (15) according to claim 9, wherein the elongated element (40) has a third area (43) along the longitudinal axis (41) for generating the frictional force through contact.

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