ELECTROMECHANICAL CONTROL DEVICE FOR ROTOTRANSLATING DOORS

Description

Technical field

[0001] The invention relates to an electromechanical control device for rototranslating doors.

[0002] More precisely, the invention relates to an electromechanical control device for rototranslating doors of vehicles, such as buses, people carriers and the like.

Prior art

[0003] Electromechanical control devices for rototranslating doors of passenger vehicles, such as buses and people carriers, are known in the art.

[0004] Such devices are generally equipped with an electric motor, a gear reduction unit for obtaining the desired transmission ratio, and a control unit for controlling the opening and closing of the door by means of a rod and a pair of arms associated with the rod.

[0005] An example of a device of the above kind is disclosed in ES 2070706.

[0006] For safety reasons, it is required that the doors of the above kind can be opened also in case of failure of the control device. For that reason, the control devices presently employed are equipped with a release system disengaging the electric motor from the reduction unit.

[0007] An example of such emergency release systems is disclosed in EP 1072749.

[0008] Generally, such release systems can be operated by means of a pair of safety handles, one of which is located inside the vehicle and the other outside the vehicle. US-A-4257285 discloses an electromechanical control device provided with a manual disengagement between its motor unit and its reduction unit and comprising the features of the preamble of claim 1. One of the drawbacks of the prior art devices is related with the need to exert a considerable effort in case of emergency, when the device has to be disengaged in order to allow the manual opening of the door.

[0009] This drawback is particularly severe if one considers that it is necessary that the door can be easily opened in case of emergency even by a child or an aged person.

[0010] Another drawback of the prior art is related with the complexity of the solutions adopted until now, which consequently demand frequent maintenance and entail high manufacture costs.

[0011] A further, but not the last, drawback of the prior art devices is related with the need to obtain a sufficient reduction ratio to allow using reduced power motors or, in any case, to avoid overloads on the motor and to lengthen its useful life. Obtaining an adequate reduction ratio entails however providing a gear chain which is the more cumbersome the higher the reduction ratio, and this leads either to the impossibility of obtaining adequate reduction ratios when it is desired to keep the device compact, or to the need to increase the size of the housing of the device.

[0012] The invention aims at solving the drawbacks mentioned above by providing an electromechanical control device for rototranslating doors, which device can be disengaged easily and with a minimum effort and can be industrially manufactured at advantageous costs.

Description of the invention

[0013] Advantageously, thanks to the fact that the movable clutch unit comprises a control lever and a tilting plate on which the motor is mounted, which lever and plate are mutually articulated by means of a return arm, and that a resilient element arranged to keep the control lever in the arrangement corresponding to the engaged condition of the motor unit is arranged between the control lever and the device base, in such a way that it is necessary to overcome the resistance of said resilient element to obtain the passage to the disengaged condition, the effort demanded for manually disengaging the motor unit from the clutch unit is reduced with respect to the prior art devices.

[0014] A further advantage of the invention is related with the separate arrangement of the motor and clutch units on the one hand, and the reduction unit on the other hand, with respect to the base plate of the device. More particularly, such an arrangement allows obtaining a further reduction torque between the motor unit and the reduction unit, with the advantage that the size of the gears in the reduction unit can be reduced for a given desired reduction ratio.

[0015] Moreover, thanks to the arrangement of the motor unit and the clutch unit outside the housing of the device, the considerable advantage is obtained that a quick replacement of the pinion of the motor-reducer and of the gear wheel of the reduction unit is possible, with the consequent possibility of easily and economically varying the reduction ratio depending on the intended use of the device and on the motor employed.

Brief Description of the Figures

[0016] 

• Fig. 1 is a diagrammatical overall view of the control device according to the invention, associated with an emergency handle;
• Fig. 2 is a top view, in transparency, of the device shown in Fig. 1, in engaged condition;
• Fig. 3 is a top view, in transparency, of the device shown in Fig. 1, in disengaged condition;
• Fig. 4 is a top view of the device shown in Fig. 1, in engaged condition;
• Fig. 5 is a top view of the device shown in Fig. 1, in disengaged condition;
• Fig. 6 is a sectional side view of the device shown in Fig. 1, in engaged condition.

Description of a Preferred Embodiment

[0017] With reference to the accompanying drawings, the control device according to the invention, which is generally denoted by reference numeral 11, includes a base plate 13b, a motor unit 15, a clutch unit 17, a reduction unit 19 and a control unit 21.

[0018] The device further includes a housing 13, substantially made as a parallelepiped box in which flanks 13a, base plate 13b and a removable cover 13c for accessing the elements housed within the box are defined. Housing 13 is preferably made of metal, e.g. steel or aluminium.

[0019] Motor unit 15 comprises an electric motor-reducer 23 having a drive pinion 25.

[0020] In accordance with the invention, motor unit 15 is associated with a clutch unit 17 by means of which pinion 25 can be brought into engagement with or disengaged from a corresponding input gear wheel 27 of reduction unit 19.

[0021] Always in accordance with the invention, said motor unit 15 and said clutch unit 17 are associated with base plate 13b on the opposite side with respect to the reduction unit and the control unit and to the housing in which the latter two units are preferably housed, and therefore the motor and clutch units can be easily accessed and inspected.

[0022] Reduction unit 19 comprises cascaded gears 29a, 29b, 29c, 29d arranged to provide the desired reduction ratio between said motor-reducer 23 and control unit 21. Reduction unit 19 is housed within housing 13, on the opposite side of base 13b with respect to clutch unit 17, which, on the contrary, is preferably housed outside said housing 13 and is protected by a suitable casing.

[0023] Control unit 21 includes a control shaft 31, integral with gear 29d and having associated therewith a grooved stud 33 of a ball screw or the like, which controls, in conventional manner, the opening and closing of a vehicle door (not shown).

[0024] Always in accordance with the invention, clutch unit 17 comprises a control lever 35, a return arm 37, a tilting plate 39 on which motor-reducer 23 is secured, and a resilient element 41.

[0025] Said control lever 35, said return arm 37 and said tilting plate 39 are so arranged that, when drive pinion 25 is meshing with gear wheel 27 (Figs. 2 and 6), tilting plate 39 can be rotated about hinge pin 43 relative to base 13b in order to bring pinion 25 into disengaged condition (Fig. 3) with a minimum effort. Such an arrangement is achieved since hinge pins 47, 49 of return arm 37, which is approximately rectilinear, are substantially aligned along axis "S" passing through hinge pin 45 pivotally connecting control lever 35 to base plate 13b. More precisely, said arrangement is such that, in said engaged condition, hinge pin 49 pivotally connecting return arm 37 to control lever 35 is slightly offset towards tilting plate 39 with respect to axis "S".

[0026] Said control lever 35 has a fastening zone 51, defined for instance by a pair of corresponding holes for fastening the ends of respective control cables 53 associated with respective emergency handles 55 (one of which is shown in Fig. 1), one of such handles being generally located inside the vehicle and the other outside the vehicle.

[0027] In accordance with the invention, control lever 35 is L-shaped and leg 35a and foot 35b of the "L" are mutually inclined so as to form an acute angle directed towards tilting plate 39. Moreover, the upper end of leg 35a is pivotally connected at 45 to base 13b and the end of foot 35b is pivotally connected at 49 to return arm 37. Furthermore, said fastening zone 51 is formed in correspondence of the portion connecting leg 35a and foot 35b of the "L", so that said fastening zone 51 is substantially laterally spaced apart with respect to the other parts of the device, and in particular with respect to return arm 37, thereby reducing the risks of interference among the moving parts.

[0028] In accordance with the invention, resilient element 41 is aimed at keeping control lever 35 in the position corresponding to the engaged condition of pinion 25 and is preferably arranged between control lever 35 and base plate 13b. More precisely, said resilient element 41 comprises a coil spring or similar device, having a first end fastened to base 13b at 42 and the opposite end fastened to control lever 35 at 44. Said fastening point 44 provided for fastening one end of resilient element 41 to control lever 35 is located near or at hinge pin 49 pivotally connecting return arm 37 to control lever 35, whereby said fastening point 44 coincides with hinge pin 49 or is located at most at a very small distance from said pin, preferably 5 to 10 mm, sufficient to avoid interference between return arm 37 and resilient element 41 during operation of control lever 35 and the consequent rotation of tilting plate 39. Moreover, always in accordance with the invention, said fastening points 42 and 44 of resilient element 41 are aligned along an axis "T1" that is substantially parallel with axis "T2" passing through hinge pins 43 and 45 of tilting plate 39 and control lever 35, respectively, when pinion 25 is in engaged condition, said axes defining an angle of a few degrees, preferably an angle smaller than 30°, when said pinion is in disengaged condition.

[0029] Advantageously, thanks to the association of motor unit 15 with a movable clutch unit 17 having the described arrangement, it is possible to disengage pinion 25 of motor-reducer 23 from reduction unit 19 by acting on emergency handles 55 and, consequently, to allow the manual opening of the door, with a minimum effort.

[0030] As known, when the door is closed, the locking torque exerted by the motor-reducer in correspondence of pinion 25 and gear wheel 27 is particularly high and, in any case, is such that the mutual disengagement of said pinion 25 and gear wheel 27 would require a considerable effort. Notwithstanding this, thanks to the described arrangement, pinion 25 can be easily moved away from gear wheel 27 by exerting a force sufficient to overcome the resistance of spring 41 and to bring hinge pin 49 of return arm 37 on the opposite side of axis "S" with respect to the position taken when pinion 25 is meshing with gear wheel 27.

[0031] It is clear that the above description has been given only by way of non limiting example and that changes and modifications to the described embodiment, in particular in respect of shape, size, materials, types of components etc. are possible without departing from the scope of the invention as defined by the annexed claims.

Claims

1. Electromechanical control device (11) for rototranslating doors, comprising

- a base plate (13b), a reduction unit (19) and a motor unit (15),

- said motor unit (15) comprising an electric motor-reducer (23) having a drive pinion (25), said motor unit (15) being associated with a clutch unit (17) by means of which drive pinion (25) can be brought into engagement with or disengaged from a corresponding input gear wheel (27) of said reduction unit (19) arranged to provide the desired reduction ratio between said motor-reducer (23) and a control unit (21),

- wherein said motor unit (15) and said clutch unit (17) are associated with the base plate (13b) on the opposite side with respect to the reduction unit (19) and the control unit (21),

- wherein said clutch unit (17) comprises

- a tilting plate (39) with which said motor unit (15) is associated,

- a L-shaped control lever (35) having a respective leg (35a) and foot (35b) mutually inclined so as to define an acute angle directed towards the tilting plate (39) and having a zone (51) for fastening the end of at least one control cable (53) associated with an emergency handle (55), the operation of the emergency handle (55) being capable of causing the rotation of said control lever (35) and said tilting plate (39) by means of an approximately rectilinear return arm (37), and

- a resilient element (41) consisting of a coil spring or similar device, having a first end fastened to base plate (13b) at a first fastening point (42) and the opposite end fastened to control lever (35) at a second fastening point (44), said resilient element (41) being aimed at keeping the control lever (35) in the position corresponding to the engaged position of the motor unit (15), in such a way that it is necessary to overcome the resistance of said resilient element in order to make the motor unit pass from the engaged position to the disengaged position,

- said tilting plate (39) and control lever (35) being pivotally connected to the base plate (13b) at respective first hinge pins (43, 45) and mutually articulated by means of said approximately rectilinear return arm (37) in turn pivotally connected to said tilting plate (39) and said control lever (35) at respective second hinge pins (47,49), characterized in that

- the fastening points (42, 44) at which the resilient element (41) is fastened to the control lever and to the base plate (13b) are aligned along a first axis (T1) that is substantially parallel with a second axis (T2) passing through the first hinge pins (43, 45) pivotally connecting the tilting plate (39) and the control lever (35) to said base plate (13b) when the motor unit is in its engaged position, and

- wherein said first and second axes (T1,T2) define an angle smaller than 30° when said motor unit is in its disengaged position, and wherein said second hinge pins (47,49) of return arm (37) are substantially aligned along a third axis ("S") passing through hinge pin (45) pivotally connecting control lever (35) to base plate (13b), whereby in said engaged condition, hinge pin (49) pivotally connecting return arm (37) to control lever (35) is slightly offset towards tilting plate (39) with respect to said third axis ("S"), whereby said control lever (35), said return arm (37) and said tilting plate (39) are so arranged that, when drive pinion (25) is meshing with gear wheel (27), tilting plate (39) can be rotated about hinge pin (43) relative to base plate (13b) in order to bring drive pinion (25) into disengaged condition with a minimum effort, and in that said second fastening point (44) at which the resilient element (41) is fastened to the base plate (13b) coincides with second hinge pin (49) where rectilinear return arm (37) is pivotally connected to said tilting plate (39) or is located at most at a very small distance from said second hinge pin (49), said distance being comprised between 5 to 10 mm, sufficient to avoid interference between return arm (37) and resilient element (41) during operation of control lever (35) and the consequent rotation of tilting plate (39).

2. Device according to claim 1, wherein said zone for fastening the control cable is provided with a pair of holes (51) for fastening the ends of respective control cables (53) associable with respective emergency handles (55).

3. Device according to claim 1, wherein the control lever (35) is pivotally connected to the base (13b) at the upper end of the leg (35a) and wherein the return arm (37) is pivotally connected to the control lever (35) at the free end of the foot (35b).

4. Device according to claim 3, wherein said zone (51) for fastening the control cable is provided in correspondence of the portion connecting the leg (35a) and the foot (35b) of the L-shaped lever, so that said fastening zone (51) is substantially laterally spaced apart with respect to the other parts of the device, and in particular with respect to the return arm (37), thereby reducing the risks of interference among the moving parts.

5. Device according to claim 1, including a housing (13) substantially made as a parallelepiped box having flanks (13a), a base (13b) and a removable cover (13c) for accessing the elements housed within the box.

6. Device according to any preceding claim, wherein said reduction unit (19) comprises cascaded gears (29a, 29b, 29c, 29d) arranged to provide the desired reduction ratio between the motor unit (15) and the control unit (21).

7. Device according to claims 5 and 6, wherein said reduction unit (19) is housed within the housing (13) at the opposite side of the base (13b) with respect to the clutch unit (17), which in turn is housed outside said housing (13).

Ansprüche

1. Elektromechanische Steuervorrichtung für Rototranslationstüren, mit einer Basisplatte (13b),
einer Reduziereinheit (19) und einer Motoreinheit (15), wobei die Motoreinheit (15) einen elektrischen Getriebemotor (23) enthält, der ein Antriebsrad (25) aufweist, wobei die Motoreinheit (15) einer Kupplungseinheit (17) zugeordnet ist, womit das Antriebsrad (15) mit einem entsprechenden Antriebszahnrad (27) der Reduziereinheit (19) in Eingriff gebracht oder von ihm gelöst werden kann, die dazu vorgesehen ist, das gewünschte Untersetzungsverhältnis zwischen dem Getriebemotor (23) und einer Steuereinheit (21) zu erzielen,

- wobei die Motoreinheit (15) und die Kupplungseinheit (17) der Basisplatte (13b) auf der der Getriebeeinheit (19) und der Steuereinheit (21) entgegen gesetzten Seite zugeordnet sind

- wobei die Kupplungseinheit (17) aufweist

- eine Kippplatte (39), der die Motoreinheit (15) zugeordnet ist,

- einen L-förmigen Steuerhebel (35), der ein entsprechendes Bein (35a) und einen Fuß (35b) aufweist, die zueinander geneigt sind, sodass sie einen spitzen Winkel bilden, der zu der Kippplatte (39) hin gerichtet ist, und eine Zone (51) zum Befestigen des Endes wenigstens eines Steuerseils (53), das einem Notgriff (55) zugeordnet ist, aufweist, wobei das Betätigen des Notgriffs (55) geeignet ist, eine Drehung des Steuerhebels (35) und der Kippplatte (39) mittels eines näherungsweise rechtwinkligen Rückstellarms (37) zu bewirken, und

- ein federndes Element (41), das aus einer Wendelfeder oder einer ähnlichen Vorrichtung besteht und ein erstes Ende aufweist, das an der Basisplatte (13b) an einem ersten Befestigungspunkt (42) befestigt ist, wobei das entgegengesetzte Ende an dem Steuerhebel (35) an einem zweiten Befestigungspunkt (44) befestigt ist, wobei das Federelement (41) dazu eingerichtet ist, den Steuerhebel (35) in der Position zu halten, die der Eingriffsposition der Motoreinheit (15) entspricht, sodass der Widerstand des Federelements überwunden werden muss, um die Motoreinheit von der Eingriffsposition in die gelöste Position zu bringen,

- wobei die Kippplatte (39) und der Steuerhebel (35) an der Basisplatte (13b) schwenkbar mit entsprechenden ersten Gelenkstiften (43, 45) angebracht und jeweils mittels des näherungsweise rechtwinkligen Rückstellarms (37) gelenkig an der Kippplatte (39) und dem Steuerhebel (35) mit entsprechenden zweiten Gelenkstiften (47, 49) angebracht, dadurch gekennzeichnet, dass

- die Befestigungspunkte (42, 44), an denen das federnde Element (41) an dem Steuerhebel und der Basisplatte (13b) befestigt ist, entlang einer ersten Achse (T1) ausgerichtet sind, die im Wesentlichen parallel zu einer zweiten Achse (T2) ist, die durch die ersten Gelenkstifte (43, 45) hindurch verläuft, die schwenkbar die Kippplatte (39) und den Steuerhebel (35) mit der Basisplatte (13b) verbinden, wenn die Motoreinheit in ihrer Eingriffsposition ist, und

- wobei die ersten und zweiten Achsen (T1, T2) einen Winkel einschließen, der kleiner als 30° ist, wenn die Motoreinheit in ihrer gelösten Position ist, und wobei die zweiten Gelenkstifte (47, 49) des Rückstellarms (37) im Wesentlichen entlang einer dritten Achse ("S") ausgerichtet sind, die durch den Gelenkstift (45) verläuft, der den Steuerhebel (35) schwenkbar mit der Basisplatte (13b) verbindet, wobei in der Eingriffsstellung der Gelenkstift (49), der den Rückstellarm (37) schwenkbar mit dem Steuerhebel (35) verbindet, in Bezug auf die dritte Achse ("S") leicht zur Kippplatte (39) hin versetzt ist, wodurch der Steuerhebel (35), der Rückstellarm (37) und die Kippplatte (39) so angeordnet sind, dass die Kippplatte (39), wenn das Antriebsrad (25) mit dem Getrieberad (27) kämmt, um den Gelenkstift (43) relativ zur Basisplatte (13b) gedreht werden kann, um das Antriebsrad (25) mit minimalem Aufwand in die gelöste Position zu bringen, und das der zweite Befestigungspunkt (44), an dem das Federelement (41) an der Basisplatte (13b) befestigt ist, mit dem zweiten Gelenkstift (49) zusammenfällt, wo der rechtwinklige Rückstellarm (37) schwenkbar mit der Kippplatte (39) verbunden oder höchstens einen kleinen Abstand von dem zweiten Gelenkstift (49) entfernt angeordnet ist, wobei der Abstand zwischen 5 und 10 mm beträgt, was ausreicht, um Behinderungen zwischen Rückstellarm (37) und Federelement (41) bei Betätigung des Steuerhebels (35) und der anschließenden Drehung der Kippplatte (39) zu verhindern.

2. Vorrichtung nach Anspruch 1, wobei der Bereich zum Befestigen des Steuerseils mit einem Paar Löcher (51) zum Befestigen der Enden des entsprechenden Steuerseils (53) versehen ist, das dem entsprechenden Notgriff (55) zugeordnet werden kann.

3. Vorrichtung nach Anspruch 1, wobei der Steuerarm (35) schwenkbar mit der Basis (13b) an dem oberen Ende des Beins (35a) verbunden ist, und wobei der Rückstellarm (37) an dem freien Ende des Fußes (35b) schwenkbar mit dem Steuerhebel (35) verbunden ist.

4. Vorrichtung nach Anspruch 3, wobei der Bereich (51) zum Befestigen des Steuerseils in Übereinstimmung mit dem Abschnitt vorgesehen, der das Bein (35a) und den Fuß (35b) des L-förmigen Hebels verbindet, sodass die Befestigungszone (51) seitlich wesentlich von den anderen Teilen der Vorrichtung abgesetzt ist, insbesondere in Bezug auf den Rückstellarm (37), wodurch die Gefahr einer Störung zwischen den beweglichen Teilen reduziert wird.

5. Vorrichtung nach Anspruch 1, mit einem Gehäuse (13), das im Wesentlichen als ein Kasten in Form eines Parallelepipeds mit Seiten (13a), einer Basis (13b) und einem abnehmbaren Deckel (13c) zum Zugreifen auf in dem Kasten angeordnete Elemente ausgebildet ist.

6. Vorrichtung nach einem der vorstehenden Ansprüche, wobei die Reduziereinheit (19) kaskadierte Zahnräder (29a, 29b, 29c, 29d) aufweist, die dazu vorgesehen sind, ein gewünschtes Untersetzungsverhältnis zwischen der Motoreinheit (15) und der Steuereinheit (21) zu liefern.

7. Vorrichtung nach Anspruch 5 oder 6, wobei die Reduziereinheit (19) in dem Gehäuse (13) an der Seite angeordnet ist, die der Basis (13b) in Bezug auf die Kupplungseinheit (17) gegenüberliegt ist, die wiederum außerhalb des Gehäuses (13) angeordnet ist.

Revendications

1. Dispositif de commande électromécanique (11) pour des portes pivotantes/coulissantes, comprenant

- une plaque de base (13b), une unité de réduction (19) et une unité de moteur (15), ladite unité de moteur (15) comprenant un motoréducteur électrique (23) ayant un pignon d'entraînement (25), ladite unité de moteur (15) étant associée à une unité d'embrayage (17) au moyen de laquelle le pignon d'entraînement (25) peut être amené en engagement avec ou désengagé d'une roue d'engrenage d'entrée (27) correspondante de ladite unité de réduction (19) agencée pour fournir le rapport de réduction souhaité entre ledit motoréducteur électrique (23) et une unité de commande (21),

- dans lequel ladite unité de moteur (15) et ladite unité d'embrayage (17) sont associées à la plaque de base (13b) sur le côté opposé par rapport à l'unité de réduction (19) et l'unité de commande (21),

- dans lequel ladite unité d'embrayage (17) comprend

- une plaque d'inclinaison (39) à laquelle est associée ladite unité de moteur (15),

- un levier de commande en forme de L (35) ayant une jambe (35a) et un pied (35b) respectifs mutuellement inclinés de façon à définir un angle aigu dirigé vers la plaque d'inclinaison (39) et ayant une zone (51) pour fixer l'extrémité d'au moins un câble de commande (53) associé à une poignée d'urgence (55), le fonctionnement de la poignée d'urgence (55) étant capable de provoquer la rotation dudit levier de commande (35) et de ladite plaque d'inclinaison (39) au moyen d'un bras de rappel approximativement rectiligne (37), et

- un élément résilient (41) constitué d'un ressort hélicoïdal ou d'un dispositif similaire, ayant une première extrémité fixée à la plaque de base (13b) en un premier point de fixation (42) et l'extrémité opposée fixée au levier de commande (35) en un second point de fixation (44), ledit élément résilient (41) visant à garder le levier de commande (35) dans la position correspondant à la position engagée de l'unité de moteur (15), de manière à ce qu'il soit nécessaire de surmonter la résistance dudit élément résilient afin de faire passer l'unité de moteur de la position engagée à la position désengagée,

- ladite plaque d'inclinaison (39) et ledit levier de commande (35) étant raccordés en pivotement à la plaque de base (13b) au niveau de premières broches de charnière (43, 45) respectives et mutuellement articulés au moyen dudit bras de rappel approximativement rectiligne (37) raccordé en pivotement à son tour à ladite plaque d'inclinaison (39) et audit levier de commande (35) au niveau de secondes broches de charnière (47, 49) respectives, caractérisé en ce que

- les points de fixation (42, 44) au niveau desquels l'élément résilient (41) est fixé au levier de commande et à la plaque de base (13b) sont alignés selon un premier axe (T1) qui est sensiblement parallèle à un deuxième axe (T2) passant à travers les premières broches de charnière (43, 45) raccordant en pivotement la plaque d'inclinaison (39) et le levier de commande (35) à ladite plaque de base (13b) lorsque l'unité de moteur est dans sa position engagée, et

- dans lequel lesdits premier et deuxième axes (T1, T2) définissent un angle inférieur à 30° lorsque ladite unité de moteur est dans sa position désengagée, et dans lequel lesdites secondes broches de charnière (47, 49) du bras de rappel (37) sont sensiblement alignées selon un troisième axe (« S ») passant à travers la broche de charnière (45) raccordant en pivotement le levier de commande (35) à la plaque de base (13b), moyennant quoi dans ledit état engagé, la broche de charnière (49) raccordant en pivotement le bras de rappel (37) au levier de commande (35) est légèrement décalé vers la plaque d'inclinaison (39) par rapport audit troisième axe (« S »), moyennant quoi ledit levier de commande (35), ledit bras de rappel (37) et ladite plaque d'inclinaison (39) sont agencés de sorte que, lorsque le pignon d'entraînement (25) s'engrène avec la roue d'engrenage (27), la plaque d'inclinaison (39) puisse être mise en rotation autour de la broche de charnière (43) par rapport à la plaque de base (13b) afin d'amener le pignon d'entraînement (25) en état désengagé avec un effort minimal, et en ce que ledit second point de fixation (44) au niveau duquel l'élément résilient (41) est fixé à la plaque de base (13b) coïncide avec la seconde broche de charnière (49) où le bras de rappel rectiligne (37) est raccordé en pivotement à ladite plaque d'inclinaison (39) ou est situé au plus à une très petite distance de ladite seconde broche de charnière (49), ladite distance étant comprise entre 5 et 10 mm, suffisante pour éviter une interférence entre le bras de rappel (37) et l'élément résilient (41) pendant un fonctionnement du levier de commande (35) et la rotation qui en résulte de la plaque d'inclinaison (39).

2. Dispositif selon la revendication 1, dans lequel ladite zone de fixation du câble de commande est pourvue d'une paire de trous (51) pour fixer les extrémités de câbles de commande (53) respectifs pouvant être associés à des poignées d'urgence (55) respectives.

3. Dispositif selon la revendication 1, dans lequel le levier de commande (35) est raccordé en pivotement à la base (13b) au niveau de l'extrémité supérieure de la jambe (35a) et dans lequel le bras de rappel (37) est raccordé en pivotement au levier de commande (35) au niveau de l'extrémité libre du pied (35b).

4. Dispositif selon la revendication 3, dans lequel ladite zone (51) de fixation du câble de commande est prévue en correspondance de la portion raccordant la jambe (35a) et le pied (35b) du levier en forme de L, de sorte que ladite zone de fixation (51) soit espacée sensiblement latéralement par rapport aux autres parties du dispositif, et en particulier par rapport au bras de rappel (37), réduisant ainsi les risques d'interférence parmi les parties mobiles.

5. Dispositif selon la revendication 1, comportant un boîtier (13) sensiblement réalisé sous forme de boîte parallélépipédique ayant des flancs (13a), une base (13b) et un couvercle amovible (13c) pour accéder aux éléments logés à l'intérieur de la boîte.

6. Dispositif selon l'une quelconque des revendications précédentes, dans lequel ladite unité de réduction (19) comprend des engrenages en cascade (29a, 29b, 29c, 29d) agencés pour fournir le rapport de réduction souhaité entre l'unité de moteur (15) et l'unité de commande (21).

7. Dispositif selon les revendications 5 et 6, dans lequel ladite unité de réduction (19) est logée à l'intérieur du boîtier (13) du côté opposé de la base (13b) par rapport à l'unité d'embrayage (17), qui est à son tour logée à l'extérieur dudit boîtier (13).

Drawing