A reverse rotation prevention mechanism is provided on a torque transmission path between an output shaft and a driving shaft of a motor. The reverse rotation prevention mechanism includes: a first frictional force generation unit configured to inhibit a lock plate provided on the torque transmission path from rotating relative to another member when an external force is exerted on the output shaft; and a second frictional force generation unit configured to generate a braking force that prevents reverse rotation when an external force is exerted on the output shaft by causing a portion of the lock plate to be pressed. The first frictional force generation unit is provided in an area different from the second frictional force generation unit.

An exemplary trim assembly comprises an escutcheon, a drive spindle, a lock mechanism, a cam mechanism, and a driver. The drive spindle is mounted to the escutcheon for rotation about a longitudinal axis. The lock mechanism includes a lock gear movably mounted in the escutcheon. The cam mechanism includes a first cam defined by the escutcheon and a second cam defined by the lock gear. The driver is operable to rotate the lock gear between a first rotational position and a second rotational position. The cam mechanism is configured to longitudinally drive the lock gear from a first longitudinal position to a second longitudinal position as the lock gear rotates from the first rotational position to the second rotational position. Movement of the lock gear between the first longitudinal position and the second longitudinal position transitions the lock mechanism between a locked state and an unlocked state.

A power actuation system for a motor vehicle closure panel includes a motor operable to pivot a driven gear. At least one pawl assembly is operably supported by the driven gear for movement between a lever driving position, whereat the pawl assembly is positioned to pivot a lever coupled to the door to pivot the door concurrently with movement of the driven gear, and a lever releasing position, whereat the pawl assembly is positioned to permit free pivotal movement of the lever and door relative to the driven gear. The pawl assembly includes a roller engaged with the lever for rolling movement therealong during movement of the pawl assembly between the lever driving position and the lever releasing position, which results in minimal static and kinetic friction, thereby lending to reliable, low effort movement of the pawl assembly between the lever driving position and the lever releasing position.

A control device is used to move a pick-up truck tailgate. The control device comprises a first gear arrangement connected to a drive cup and a second gear arrangement that is connected to a motor for driving the second gear arrangement. The control device also includes a clutch arrangement positioned between the first and second gear arrangements. When the clutch arrangement is in an engaged position, it couples the first gear arrangement and the second gear arrangement to transmit torque to the first gear arrangement and the drive cup. When the clutch arrangement is in the disengaged position, the first and second gear arrangements are not coupled. Optionally, the control device comprises a brake unit to slow or stop movement of the tailgate. The control device can be positioned within the pick-up truck tailgate.

An assembly for adjusting an adjustment element relative to a stationary portion of a vehicle, in particular of a vehicle door relative to a vehicle body comprises a drive motor for electromotively adjusting the adjustment element and an electrically actuatable locking device for locking the adjustment element with the stationary portion of the vehicle in a closed position, wherein the locking device has a locked condition in which the locking device is locked relative to the stationary portion for blocking the adjustment element in the closed position, and an unlocked condition in which the locking device is unlocked for adjusting the adjustment element relative to the stationary portion. A control device serves for controlling the drive motor and the locking device. It is provided that the control device is formed to actuate the drive motor for executing a diagnostic routine, while the locking device is in the locked condition.

A drive arrangement for adjusting a flap of a motor vehicle about a body including a motor, a drivetrain, and a freewheel mechanism. The drivetrain is disposed between the motor and the flap. The freewheel mechanism provided with a drive component including a transmitting element, and a driven component provided with a receiving element coupled to the transmitting element. During motoric movement of the flap between the closed and the open position over at least a portion of the pivot angle, the motor actuates the drive component and displaces the transmitting element, from a neutral position, conjointly with the receiving element along a displacement path.

A clutch mechanism for coupling and uncoupling an electric motor and leadscrew has dog-clutch gears that can be engaged by a linear actuator, bell crank, and linkage shaft. Uncoupling force due to narrowed dog teeth are resisted by the alignment of the linkage shaft with the central portion of the bell crank.

The present invention provides an adjustment arrangement (10), comprising a rotating input element (26) at which a first torque from a motor arrangement (18, 22) can be inputted into the adjustment arrangement, a rotating output element (16) at which a second torque can be outputted by the adjustment arrangement, and a transmission portion for converting the first torque into the second torque, the transmission portion comprising a transmission means (32) having a first threaded portion (30) and a second threaded portion (34), the first threaded portion converting a rotation of the input element (26) into an axial movement of the transmission means, and the second threaded portion converting an axial movement of the transmission means into a rotation of the output element (16).

The technology relates to assisting in the closing of a vehicle door by automatically pulling a door closed. One or more computing devices having one or more processors may receive, from one or more sensors, information indicating that a door on the vehicle is not closed. In response to the received information indicating that the door is not closed, the one or more computing devices may determine to send a triggering signal to close the door. The one or more computing devices may send the triggering signal to the actuator and the actuator may receive the triggering signal. In response to receiving the triggering signal the actuator may be activated to close the door of the vehicle without user input.

A vehicle door hinge for a vehicle door opening vertically includes a first hinge part attached to a vehicle frame having a pivot attachment means, a second hinge part attached to the door attached to the pivot attachment means to allow the second hinge part to rotate the door in an opening or closing direction, a stopper part attached to the pivot attachment means at a distance from a mass centre of the stopper part, a locking mechanism for locking the stopper part position relative the second hinge part. The locking mechanism is moveable between an unlocked position and a locked position. The stopper part in the unlocked position is arranged to be moved by gravity to a resting position where it is adjacent or abutting the first hinge part and stopped by the first hinge part from rotating in the opening direction but free to rotate in the other direction.