Motor vehicle door actuation device

Abstract

The invention relates to a door actuation device (1), the actuation device (1) comprising a handle (12) rotating relative to a support, an actuating lever coupled to the handle (12), a counterweight (13) coupled to the actuating lever and rotatably free (ROT), a stirrup (11) located opposite the counterweight (13), the stirrup (11) having a groove (15) oriented towards the counterweight (13), the groove (15) housing a ball (14) freely movable in translation (TR) within the groove (15), such that, if an acceleration of the actuation device (1) oriented along a transverse axis (Y) is less than a threshold value, then the ball (14) is located at a distal end (142) of the counterweight (13), and if said acceleration is greater than the threshold value, then the ball (14) interacts with the counterweight (13) so as to block the rotation (ROT) of said counterweight (13).Figure to be published with the abbreviation: Fig. 1.

Description

Title of the invention: Motor vehicle door actuation device

[0001] The technical context of the present invention is that of passive safety in motor vehicles, and in particular the protection of occupants in the event of a side impact. More generally, the technical context of the present invention is that of doors for motor vehicles. More specifically, the invention relates to a device for operating a door of a motor vehicle.

[0002] During side impacts, particularly those performed during automotive qualification tests involving a barrier impact against a side door of a motor vehicle, or during a side impact between two motor vehicles, it is imperative that the side doors do not open. Indeed, if a side door were to open spontaneously during or following such a side impact, there would be a major risk of occupants being ejected from the passenger compartment, or a risk of objects entering the passenger compartment. These situations are undesirable and lead to penalties on the scores obtained during these qualification tests.

[0003] To this end, systems designed to prevent accidental opening are known, that is, opening not resulting from human intervention but solely from a force or acceleration exerted on the door handle during a side impact. This acceleration is predominantly oriented along the transverse axis. In particular, external opening controls equipped with systems called "anti-G systems" are known, which lock the door handle during a side impact and thus prevent the handle from moving due to inertial forces caused by the impact itself.

[0004] Generally, known door actuation devices comprise:

[0005] - a gripping handle mounted to rotate about an axis and relative to a support for the actuation device;

[0006] - an actuating lever coupled to one end of the gripping handle opposite the axis, the actuating lever is configured to operate a door locking mechanism;

[0007] - a counterweight coupled to a portion of the distal actuating lever of the handle gripping - called coupling part, the counterweight being mobile in rotation relative to the coupling part;

[0008] - a rotational stopping device for the counterweight, the rotational stopping device being mounted rotatably relative to the support and configured, through its movement rotation, to stop the rotation of the counterweight in a predetermined angular configuration.

[0009] The rotation stop member of the counterweight is often associated with a locking blade in the form of a flexible blade which is pre-stressed in the locked position of the actuation devices, corresponding to the situation of a closed door.

[0010] In the event of a side impact against a motor vehicle door equipped with such a known actuation device, the support of the actuation device follows a lateral movement induced by the side impact itself. Due to inertial resistance, the actuation device does not directly follow the movement of the support, ultimately leading to an "inertial pull" of the actuation lever and finally causing the door handle to be actuated.

[0011] Indeed, during a lateral impact, that is to say at the beginning of the sequence following the lateral impact, the counterweight's rotational locking device pivots around its axis of rotation. Due to the dimensions of the rotational locking device and that of the counterweight, as well as their balancing, the rotational locking device pivots before the counterweight rotates, thus allowing said rotational locking device to perform its function with respect to said counterweight and to block its rotation: the known actuation device is therefore, for the moment, blocked and the door handle is not pulled.

[0012] The stopping device thus forms an irreversible blocker.

[0013] The present invention does not relate to such irreversible blockers. On the contrary, the present invention addresses the field of reversible blockers.

[0014] Patent DE19858415A1 is known, in particular, and describes a safety barrier integrated into a vehicle door lock that ensures the door lock remains secure against opening during various accidental impacts. By using a rolling body, such as a ball, capable of moving in response to gravitational forces, the barrier automatically adjusts the locking mechanism, preventing the door handle from operating during impacts. A spring or gravity restores the mechanism after the impact. Furthermore, a release mechanism ensures continuous effectiveness by adjusting the rolling body with normal use of the door handle.

[0015] US patent 11187018B2 is also known, describing a door handle assembly for a motor vehicle, the assembly comprising a reconfigurable locking system. The door handle includes a retaining device that guides a movable metal ball within the handle between a rest position and a locked position, where it prevents unintentional locking during impact events. A locking structure, such as a locking protrusion, ensures the handle returns to its initial position after being pulled outward.

[0016] The drawback of these known solutions lies in their complexity and the specific configuration of the door handle. In particular, a ball bearing is used to move the locking mechanism or to move along elements of the door handle, in the event of an impact or accident, to trigger the locking action.

[0017] The present invention aims to provide a new door actuation device in order to address at least largely the previous problems and to lead to other advantages.

[0018] Another object of the invention is to simplify the design of such an actuation device equipped with a reversible locking system.

[0019] Another object of the invention is to reduce the manufacturing costs of such an actuation device.

[0020] According to a first aspect of the invention, at least one of the aforementioned objectives is achieved with a device for actuating a motor vehicle door, the actuating device comprising:

[0021] - a gripping handle mounted to rotate about an axis and relative to a support for the actuation device;

[0022] - an actuating lever coupled to one end of the gripping handle opposite the axis, the actuating lever is configured to operate a door locking mechanism;

[0023] - a counterweight coupled to a portion of the distal actuating lever of the handle gripping - called coupling part, the counterweight being mobile in rotation relative to the coupling part;

[0024] - a stirrup located opposite the counterweight during its rotational movement, the stirrup comprising a groove oriented towards the counterweight, the groove housing a ball freely movable in translation within the groove, such that:

[0025] - if an acceleration of the actuation device is oriented along an axis If the transverse value is less than a threshold value, then the ball is located at one end of the distal groove of the counterweight; and

[0026] - if the acceleration along the transverse axis of the actuation device is above the threshold value, then the ball collaborates with the counterweight so as to block the rotation of said counterweight.

[0027] In the context of the present invention, a longitudinal axis, a lateral axis, and a vertical axis are defined with respect to the motor vehicle on which the actuation device according to the first aspect of the invention is intended to be mounted. More particularly, the transverse axis is understood as a direction taken between one lateral side of the motor vehicle and an opposite lateral side of said motor vehicle. In other words, the transverse axis is understood as a direction extending from a passenger side of the motor vehicle to a driver's side of said vehicle. automobile, or vice versa. The adjectives lateral, interior, and exterior refer to such a transverse axis. Furthermore, the longitudinal axis extends along a direction running from the front to the back or from the back to the front of the motor vehicle. The longitudinal axis is perpendicular to the transverse axis. The adjectives front, front, and rear refer to this longitudinal axis. Finally, the vertical axis is understood as extending from the wheels of the motor vehicle to the roof of said motor vehicle, or vice versa, the vertical axis being simultaneously perpendicular to the transverse axis and the longitudinal axis. The adjectives above and below, or lower and upper, refer to this vertical axis.

[0028] Thus, the actuation device conforming to the first aspect of the invention solves the technical problem in that it is simpler and more economical to manufacture. Indeed, the rotation stop member and the rotation stop are eliminated.

[0029] The actuation device according to the first aspect of the invention advantageously comprises at least one of the improvements below, the technical characteristics forming these improvements being able to be taken alone or in combination:

[0030] - the threshold value is defined to isolate a voluntary opening of the door by pulling from the handle, a lateral impact generating a transverse acceleration such that it could cause the counterweight to rotate. In other words, the groove and the ball are configured to work together so that, if an acceleration along the transverse axis is less than the threshold value, then the ball remains lodged in the groove on the side of its distal end of the counterweight, so that the ball does not interact with the counterweight and the latter remains free to rotate. Conversely, if an acceleration along the transverse axis is greater than the threshold value, then the ball moves in the groove towards its free end and the counterweight, so that the ball interacts with the counterweight to prevent it from rotating.This advantageous configuration thus makes it possible to lock the handle in the event of an accident, it being understood that such an accident leads to a lateral impact producing an acceleration - measured at the level of the actuation device - greater than the threshold value; .

[0031] - the threshold value of the lateral acceleration is greater than several tens of times the Earth's gravity, for example equal to 50g;

[0032] - the groove housing the ball is of the gutter type. In the context of the present In this invention, the groove is configured to house the ball—so that it cannot freely exit—while still allowing the ball to move within the groove. Thus, a cross-section of the groove is, for example, of the type of a closed contour—for example, circular and with a diameter greater than that of the ball—or of a contour open but preventing the ball from coming out. In the context of the present invention, the gutter forms an open groove in which the ball is not retained and can be extracted from the housing formed by the gutter;

[0033] - the dimensions of the groove are greater than a diameter of the ball in order to to allow translation of the ball in the groove by the simple effect of the transverse acceleration resulting from a lateral impact against the motor vehicle equipped with the actuation device;

[0034] - the groove is predominantly oriented along the transverse axis. This configuration This advantageous design allows the ball to be moved into the groove by the simple effect of the lateral impact that occurs and produces lateral acceleration. The groove can be straight or curved, depending on the desired effects and the available space. In particular, the orientation of the groove depends on the geometry of the actuation device and the available space at the level of the caliper;

[0035] - the groove is provided in the stirrup;

[0036] - at its free end, the groove opens onto a part of the stirrup in view of the counterweight. In the context of the present invention, the free end of the groove is the end of the groove which opens from the stirrup opposite the counterweight;

[0037] - at the free end, the groove is oriented perpendicular to part of the counterweight located opposite, this advantageous configuration allows the ball - during a lateral impact - to be placed in an intermediate position between the stirrup and the counterweight;

[0038] - the actuation device includes a gap between the stirrup and the counterweight, the groove opening onto the gap opposite the counterweight in its rest position. This advantageous configuration allows the free rotation of the counterweight without interference with the stirrup, but allows the counterweight to be blocked when the ball is brought to the level of the free end of the groove and extends to the level of the gap, between said stirrup and said counterweight;

[0039] - a diameter of the ball is greater than a width of the gap taken between the counterweight and stirrup. This advantageous configuration prevents the ball from passing between the stirrup and the counterweight;

[0040] - the counterweight has, opposite the stirrup, a surface for receiving the ball. This advantageous configuration improves the interaction between the ball and the counterweight when the ball is displaced towards the counterweight following a lateral impact, thus causing it to jam. In particular, the receiving surface is located opposite the groove. More precisely, in one embodiment, the receiving surface has a depression that partially accommodates the ball;

[0041] - generally speaking, the receiving surface forms a retention element of the ball when it is brought to the level of the gap, the ball remains blocked between the stirrup, at the level of the free end of the groove, and the receiving surface of the counterweight, thus blocking the rotation of said counterweight;

[0042] - the ball is of the type of a metallic ball. The ball is made of a material containing steel.

[0043] According to a second aspect of the invention, a motor vehicle is proposed comprising at least one side door operated by an actuation device conforming to the first aspect of the invention or to any of its improvements.

[0044] Various embodiments of the invention are provided, incorporating, according to all their possible combinations, the different optional features set out here.

[0045] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given with reference to the accompanying schematic drawings on the other hand, in which:

[0046] [Fig-1] illustrates a side section view of an example of an embodiment of an actuation device conforming to the first aspect of the invention;

[0047] [Fig.2] illustrates a detailed and side-sectional view of the actuation device on the [Fig.l] when the door handle is configured in its closed state;

[0048] [Fig.3] illustrates a detailed and side-sectional view of the actuation device on the [Fig.1] in a state of blockage following a lateral impact.

[0049] Of course, the features, variants, and different embodiments of the invention can be combined in various ways, provided they are not incompatible or mutually exclusive. In particular, variants of the invention may be conceived comprising only a selection of features, described hereafter in isolation from the other described features, if this selection of features is sufficient to confer a technical advantage or to differentiate the invention from the prior art.

[0050] In particular, all the variants and embodiments described are combinable with each other if there is no technical obstacle to this combination.

[0051] In the figures, the elements common to several figures retain the same reference.

[0052] In the FIGURES described below, a longitudinal axis X, a lateral axis and a vertical axis Z are defined relative to the motor vehicle on which the actuation device 1 according to the invention is intended to be mounted.

[0053] More specifically, the transverse axis Y is understood as a direction taken between one lateral side of the motor vehicle and an opposite lateral side of said vehicle automobile. In other words, the transverse Y-axis is understood to be a direction extending from a passenger side of the motor vehicle to a driver's side of said motor vehicle, or vice versa. The adjectives lateral, interior, and exterior refer to such a transverse Y-axis.

[0054] Furthermore, the longitudinal axis X extends as if taken along a direction extending from front to rear or rear to front of the motor vehicle. The longitudinal axis X is perpendicular to the transverse axis Y. The adjectives front, front, and rear refer to this longitudinal axis X.

[0055] Finally, the vertical axis Z is understood as being taken along an axis which extends from the wheels of the motor vehicle and towards the roof of said motor vehicle, or vice versa, the vertical axis Z being simultaneously perpendicular to the transverse axis Y and to the longitudinal axis X. The adjectives above and below, or lower and upper, refer to this vertical axis Z.

[0056] The invention relates to an actuation device 1 for a motor vehicle door, the actuation device 1 comprising:

[0057] - a gripping handle 12 mounted rotatably about an axis and relative to a support for the actuation device 1;

[0058] - an actuating lever coupled to one end of the gripping handle 12 opposite the axis, the actuating lever is configured to operate a door locking mechanism;

[0059] - a counterweight 13 coupled to a portion of the distal actuating lever of the handle gripping part 12 - called coupling part, the counterweight 13 being free in rotation ROT relative to the coupling part. In FIGURES 2 and 3, the rotation ROT of the counterweight 13 is indicated by a dashed line;

[0060] - a stirrup 11 located opposite the counterweight 13 during its rotational movement ROT, the stirrup 11 having a groove 15 oriented towards the counterweight 13, the groove 15 housing a ball 14 freely movable in translation TR in the groove 15, such that:

[0061] - if an acceleration of the actuation device 1 is oriented along an axis If the transverse Y is less than a threshold value, then the ball 14 is located at a distal end 142 of the groove 15 relative to the counterweight 13; and

[0062] - if the acceleration along the transverse axis Y of the actuation device 1 is greater than the threshold value, then the ball 14 is propelled TR towards a free end 141 located opposite the counterweight 13, so that the ball 14 collaborates with the counterweight 13 in order to block the rotation ROT of said counterweight 13.

[0063] Thus, the groove 15 is formed directly in the stirrup 11 and opposite the counterweight 13. More particularly, the groove 15 is located at the level of the stirrup 11 and beyond the axis of rotation of the counterweight 13, so that the counterweight 13 is located in an intermediate position between its axis of rotation and the groove 15 of the stirrup 11. The objective here is for the ball 14 to collaborate with the moving part of the counterweight 13 located at a distance from the axis of rotation, in order to facilitate its locking in rotation.

[0064] Figure 2 illustrates a detailed view in which the gripping handle 12 is actuated by a user. In this normal and functional operating configuration of the gripping device, the ball 14 is housed in the groove 15 at the distal end 142 relative to the counterweight 13, such that the ball 14 does not interact with said counterweight 13. In this case, the counterweight 13 is free to rotate ROT about its axis, in order to allow the operation of the actuating device 1 and the opening of the door.

[0065] In contrast, [Fig. 3] illustrates a detailed view of this same actuation device 1 but in a configuration following a lateral impact. In this case, the acceleration along the transverse axis Y is such that it leads to a translation TR of the ball 14 in the groove 15 in the direction of the counterweight 13. Of course, precise balancing and dimensioning of the counterweight 13, the groove 15, and the ball 14 is necessary to synchronize the movements of the counterweight 13 and the ball 14.

[0066] As can be seen in [Fig. 3], the ball 14 is therefore displaced - under the simple effect of the lateral acceleration resulting from the lateral impact - towards the counterweight 13. Having reached the level of the free end 141 of the groove 15, the ball 14 lodges itself in the gap 16. The dimensions of the gap 16 are such that it allows the rotation ROT of the counterweight 13 without interference with the stirrup 11, on the one hand, but also the overlapping of the ball 14 between the counterweight 13 and the stirrup 11, at the level of the free end 141 of the groove 15.

[0067] In this configuration, the ball 14 interacts with both the stirrup 11 and the counterweight 13 to prevent the counterweight 13 from rotating. The ball 14 is held by a wall defining the groove 15 and positioned opposite the counterweight 13 in its rotational movement. Naturally, the diameter of the ball 14 is greater than the width of the gap 16 between the counterweight 13 and the stirrup 11 to prevent the ball 14 from passing between the stirrup 11 and the counterweight 13.

[0068] Advantageously, the counterweight 13 has a ball seat 131 located opposite the free end 141 of the groove 15, so as to reinforce the retention of the ball 14 in this configuration. The ball seat 131 is, for example, in the form of a depression so that the ball 14 can be partially housed within said ball seat 131 of the counterweight 13.

[0069] In order to ensure synchronicity between the translational movement TR of the ball 14 in the groove 15 and the rotation ROT of the counterweight 13 following a lateral impact, the groove 15 is oriented predominantly along the transverse axis Y and outwards from the vehicle automobile, the groove 15 is, at least at the level of its free end 141, oriented towards the counterweight 13. In other words, a part of the groove located at the level of the free end 141 is oriented perpendicular or substantially perpendicular to the surface of the counterweight 13 located opposite.

[0070] In summary, the invention relates to an actuation device 1 for a motor vehicle door, the actuation device 1 comprising a handle 12 rotatably mounted about an axis and relative to a support for the actuation device 1, an actuating lever coupled to one end of the handle 12, a counterweight 13 coupled to the actuating lever, the counterweight 13 being rotationally movable ROT, a bracket 11 located opposite the counterweight 13 during its rotational movement ROT, the bracket 11 having a groove 15 oriented towards the counterweight 13, the groove 15 housing a ball 14 freely movable in translation TR within the groove 15, such that, if an acceleration of the actuation device 1 oriented along a transverse axis Y is less than a threshold value, then the ball 14 is located at a distal end 142 of the groove 15 relative to the counterweight 13,and if said acceleration is greater than the threshold value, then the ball 14 collaborates with the counterweight 13, so as to block the rotation ROT of said counterweight 13.

[0071] Of course, the invention is not limited to the examples just described, and many modifications can be made to these examples without departing from the scope of the invention. In particular, the various features, forms, variants, and embodiments of the invention can be combined with one another in various ways, provided they are not incompatible or mutually exclusive. Specifically, all the variants and embodiments described above are combinable.

Claims

Demands

1. Actuating device (1) for a motor vehicle door, the actuating device (1) comprising: - a gripping handle (12) rotatably mounted about an axis and relative to a support for the actuating device (1); - an actuating lever coupled to one end of the gripping handle (12) opposite the axis, the actuating lever being configured to actuate a door locking mechanism; - a counterweight (13) coupled to a portion of the distal actuating lever of the gripping handle (12) - referred to as the coupling portion, the counterweight (13) being rotationally movable (ROT) relative to the coupling portion;- a stirrup (11) located opposite the counterweight (13) during its rotational movement (ROT), the stirrup (11) having a groove (15) oriented towards the counterweight (13), the groove (15) housing a ball (14) freely movable in translation (TR) in the groove (15), such that: - if an acceleration of the actuation device (1) and oriented along a transverse axis (Y) is less than a threshold value, then the ball (14) is located at one end of the distal groove (15) of the counterweight (13); and - if the acceleration along the transverse axis (Y) of the actuation device (1) is greater than the threshold value, then the ball (14) collaborates with the counterweight (13) so as to block the rotation (ROT) of said counterweight (13).

2. Actuating device (1) according to the preceding claim, wherein dimensions of the groove (15) are greater than a diameter of the ball (14) in order to permit a translation (TR) of the ball (14) in the groove (15) by simple effect of the transverse acceleration resulting from a lateral impact against the motor vehicle equipped with the actuating device (1).

3. Actuating device (1) according to any one of the preceding claims, wherein the groove (15) is predominantly oriented along the transverse axis (Y).

4. An actuation device (1) according to any one of the preceding claims, wherein, at its end free (141), the groove (15) opens onto a part of the stirrup (11) opposite the counterweight (13).

5. Actuating device (1) according to the preceding claim, wherein, at the free end (141), the groove (15) is oriented perpendicularly to a portion of the counterweight (13) located opposite it.

6. Actuating device (1) according to any one of the preceding claims, wherein the actuating device (1) has a gap (16) between the stirrup (11) and the counterweight (13), the groove (15) opening onto the gap (16) opposite the counterweight (13) in its rest position.

7. Actuating device (1) according to the preceding claim, wherein a diameter of the ball (14) is greater than a width of the gap (16) taken between the counterweight (13) and the stirrup (11).

8. Actuating device (1) according to any one of the preceding claims, wherein the counterweight (13) has, opposite the stirrup (11), a receiving surface (131) for the ball (14).

9. Actuating device (1) according to the preceding claim, wherein the receiving surface (131) forms a retaining element for the ball (14) when the latter is brought to the level of the gap (16), the ball (14) remaining blocked between the stirrup (11), at the level of the free end (141) of the groove (15), and the receiving surface (131) of the counterweight (13), thus blocking the rotation (ROT) of said counterweight (13).

10. Motor vehicle comprising at least one side door operated by an actuation device (1) according to any one of the preceding claims.

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