The invention concerns an apparatus for opening and closing a lid pivotaily connected to a frame, especially a car boot lid, including a strut between a lid and a frame with a first linking part attached to the lid and a second linking part attached to the frame, whereas both the linking parts are constrainedly relatively movable by means of a mechanical and/or pneumatic and/or hydraulic actuator to achieve a strut length change.

State-of-the-art

Cars are equipped with a rear lid, either for a boot or an engine space or a personnel space, which is operated by a device, e.g. an electromotor, enabling opening and/or closing the lid without a human operating action of force. Using a car equipped with such a device, there are situations when a human operator wants to overpower the device or has to overpower the device in the case of power supply failure. This situation needs to be detected in some way and the function of the device needs to be modified. Complete disconnection is not advisable because there is a danger of the rear lid free-fall.

This problem has been solved by the EP2055881A2 patent but the designed apparatus is complicated, it measures tensometers on a console of attachment of the apparatus on a car outside the very actuator of the apparatus and outside the rear lid, thus it requires an additional device. Another solution has been in the US2004177559A1 invention mechanically connecting the drive with the opening apparatus only after the power-energizing of the apparatus, thus allowing hand- operated opening/closing when not energized. Again, this requires another complicated controlled- coupling device. A human operator intervention has been solved by measuring the engine overloading, but this overloading occurs only after occurrence of large forces in the whole apparatus owing to the large gear.

The aim of this invention is to eliminate these inadequacies and to allow deactivation of the actuator of the apparatus as soon as a human operator intervenes or an obstacle occurs.

Subject Matter of the Invention

The principle of the apparatus for opening and closing a lid pivotaily connected to a frame, especially a car boot lid, including a strut between a lid and a frame with a first linking part attached to the lid and a second linking part attached to the frame, whereas both the linking parts are constrainedly relatively movable by means of a mechanical and/or pneumatic and/or hydraulic actuator to achieve a strut length change lies in a fact that the strut is fitted with a disengaging device for disabling the constrained relative motion of the first linking part and the second linking part of the strut.

Further individual aspects of the subject matter of the invention are given in Claims 2 to 16.

An advantage of this invention is determination of overloading of the apparatus for opening and closing the rear lid inside the very mechanism and not only inside the actuator behind the mechanism which enhances sensibility of this detection and reduces stress of the mechanism as a whole. Manual operation can be started anytime while the apparatus is being active and the used overloading detection is functional all the time while the strut is being active, which enables to connect the detection of the human operation with the detection of an obstacle in the strut's motion while opening as well as closing. Another advantage of the invention is also higher sensibility to overloading and to the detection of an obstacle not only by higher power. Further advantage is that the apparatus is so simple that it can be integrated into the strut itself. And there is an advantage that the invention offers a mechanical, hydraulical as well as electrical solution.

Review of the Figures in the Drawings

In attached figures there is a depiction of an apparatus for opening and closing a lid pivotally connected to a frame, especially a car boot lid, as described in the invention, wherein:

Fig. 1 - Fig.4 show a scheme of struts between the frame and the boot lid,

Fig.7 - Fig.16 show individual possible embodiments of a disengaging device for the strut parts, Fig.17 - Fig.18 show possible embodiments of electrical components of the disengaging device and Fig.19 - Fig.21 show further possible embodiments of the disengaging device for the strut parts.

Examples of the Embodiments of the Invention

In Fig. 1 there is a schematic depiction of a possible embodiment of the apparatus for opening and closing the rear lid 23 of the car 22. The rear lid 23 is mounted to the car with the help of rotational joints 8c and passive 25 and/or active 25 struts. The passive struts 25 contain no actuator inside using an external power source for the motion of the lid, said struts are usually consisting of a spring and dampening member, for example a gas spring, for accumulation and re-supply of potential power of the lid 23. The active struts 26 contain an apparatus for opening and closing the lid; a core of said apparatus is an actuator using an external power source for opening and closing the lid 23. Possible arrangements of the active struts 26 with the apparatus for opening and closing a lid are described in next figures. The passive 25 and/or active 26 struts are attached to the rear lid 23 by means of the rotational joints 8b and to the car 22 by means of other rotational joints 8b placed on the frame 24 of the lid attached to the car 22- The embodiment depicted in Fig.l is advantageous, allowing combining the passive strut 25 with the accumulation of the potential power of the lid 23 and the active strut 26 with the apparatus for opening and closing a lid containing the actuator, the energy demands of which can be reduced by the accumulated energy in the passive strut 25. This is also advantageous because the active strut 26 does not need to contain any device for accumulation and re-supply of potential power of the lid 23. Another advantage is that the active strut 26 with the apparatus for opening and closing a lid can be used as a replacement for a standard arrangement of the rear lid 23 with two passive struts 25, thus enabling active (controlled) opening and closing of the rear lid 23 of the car 22.

In Fig. 2 there is a schematic depiction of one of possible embodiments of the apparatus for opening and closing the rear lid 23 of the car 22 comprising a rotary electric actuator 9, a working screw 2 and a nut 3 arranged in a bushing 1 of the strut 26. The rotary electric actuator 9 is attached by means of the rotational joint 8b to the rear lid 23 of the car 22 and it rotates the working screw 2 through a coupling. The working screw 2 is rotating in the nut 3 that is fixed in the bushing 1 of the strut 26 which is attached by means of the rotational joint 8b to the frame 24 of the rear lid 23 of the car 22. Rotation of the working screw 2 in the nut 3 increases or decreases a length of the strut 26 and a distance between the rotational joints 8b, thus opening or closing the rear lid 23.

In Fig. 3 there is a schematic depiction of a variant of a possible embodiment of the apparatus for opening and closing the rear lid 23 of the car 22 as depicted in Fig.2. The arrangement of the rotary electric actuator 9 and the bushing 1 of the strut 26 is counterchanged. The rotary electric actuator 9 is attached by means of the rotational joint 8b to the frame 24 of the rear lid 23 of the car 22 and the bushing 1 of the strut 26 is attached by means of the rotational joint 8b to the rear lid 23 of the car 22. The other parts and functionality of the apparatus for opening and closing the rear lid 23 of the car 22 are the same as in Fig.2.

In Fig.4 there is a schematic depiction of another possible embodiment of the apparatus for opening and closing the rear lid 23 of the car 22 comprising a piston 11 with a hydraulic cylinder 12 into which hydraulic fluid is pumped from one side or the other side by a pump 10 driven by the rotary electric actuator 9. The hydraulic cylinder housing represents the bushing 1 of the lid 23 at the same time. The piston 11 is attached by means of the rotational joint 8b to the rear lid 23 of the car 22 and the electric rotary actuator 9 is attached by means of the rotational joint 8b to the frame 24 of the rear lid 23 of the car 22. The other arrangement is the same as the arrangement in Fig.3. A location of the piston 11 with the hydraulic cylinder 12 and of the electric rotary actuator 9 between the frame 24 of the rear lid and the rear lid 23 can be interchanged as in Figs. 2 and 3.

The actuator acting on the apparatus for opening and closing the rear lid 23 of the car 22 has to be possible to be disabled by an operator's action and/or by power supply failure. This can be achieved through some sensor of an additional force caused by a human operation and the follow-up deactivation of the actuator. A sensor has to be a spring member anyway. Its deformation is detected either in a mechanical and/or electrical way. The subsequent deactivation of the actuator can be realized either mechanically, and/or hydraulically and/or electrically.

In Fig.5a there is a schematic depiction of one possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 as in Fig.2 and/or Fig.3. The nut 3 is connected to the bushing 1 of the strut 26 through friction transmission members 4 consisting of two divided circular friction cotter pins. The nut 3 is attached to the mounting plate 7 by means of spring members 6a and the friction transmission members 4 consisting of the cotter pins are attached to the mounting plate 7 by means of spring members 6b. The mounting plate 7 is divided to two parts connected by bearings, so that the spring members 6a can perform an independent rotary motion with the nut 3. In Fig. 5b there is a vertical projection of the apparatus depicted. The spring members 6a and 6b have a deformation characteristic as described in Fig. 5c. The relation Fa corresponds with the spring member 6a and the relation Fb corresponds with the spring member 6b. If the force transmitted between the screw 2 and the bushing 1 is such that it causes a deformation of the spring members 6a and 6b in an interval from d- to d+, then the relative force Fb-Fa is negative and causes engaging the friction transmission members 4 consisting of the friction cotter pins in between the nut 3 and the bushing 1, thus ensuring realization of the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. If the force transmitted between the screw 2 and the bushing 1 is such that it causes a deformation of the spring members 6a and 6^ whereas it is higher than d+ or lower than d- (outside the d- to d+ interval), which is caused either by a human operation or an occurrence of an obstacle in a motion of the rear lid 23, then the relative force Fb-Fa is positive and causes disengaging the friction transmission members 4 consisting of the friction cotter pins from between the nut 3 and the bushing 1, thus ensuring deactivation of the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. Realization of the deformation characteristics as depicted in Fig. 5b is possible through various standard constructional solutions of the spring members 6a and 6b.

In Fig.6 there is a schematic depiction of a variant of one possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 as depicted in Fig. 5ab. This variant offers a possibility of using an additional operational mechanism consisting of a member 13 of an operational mechanism on the rotational joint 8 and spring members 6c and 6d for easier achievement of the deformation characteristics as depicted in Fig. 5b for the action of force from the bushing 1 upon the nut 3 and from the bushing 1 upon the friction transmission member 4.

In Fig.7a there is a schematic depiction of another variant of the possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 as depicted in Fig. 5ab. Realization of the deformation characteristics as depicted in Fig. 5b is achieved in such a way, that the spring member 6b acts on the friction transmission members 4 consisting of two divided circular friction cotter pins by means of the additional operational mechanism consisting of members 13a and 13d connected by the rotational joints 8a-8e and a linear guide 14 based on a crank mechanism 13a-13c with an additional member 13d. The crank mechanism with the members 13a-13c is in the dead point with a zero or small deformation of the spring member 6b bearing against the mounting plate 7b on the nut 3._ The nut 3 is connected to the bushing of the lid by the spring member 6a through the mounting plate 7a. Thanks to the bearings the mounting plates 7a and 7b enable a free rotation of the nut 3 towards the bushing 1 after its disengaging from the force transmission. At the positive as well as negative deformation of the spring member 6b the engagement of the member 13c in the linear guide 14 is performed, thus activating a motion of the additional operational mechanism in a congruent direction by disengaging the friction transmission member 4 consisting of the friction cotter pins from the contact between the nut 3 and the bushing 1 and thus deactivating the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. The crank mechanism can be replaced by another mechanism in the dead point, for instance a slotted-link mechanism, a four-joint mechanism etc. As in the embodiments mentioned above, the screw 2 is connected to the lid 23 or the frame 24, while the bushing 1 of the strut is connected to the frame 24 or to the lid 23. The spring members 6a and 6b have a deformation characteristic as described for example in Fig. 7b. The relation Fa corresponds with the spring member 6a and the relation Fb corresponds with the spring member 6b. The d- to d+ interval is an interval where the operational mechanism 13a-13d does not cause disengaging the friction transmission members 4 from the engagement between the nut 3 and the bushing 1 and the force transmission from the screw 2 to the bushing 1 is performed, thus ensuring the performance of the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. Then, if the force transmitted between the screw 2 and the bushing 1 is such that it causes a deformation of the spring members 6a and 6b in the interval from d- to d+, then the force Fb is small and the operational mechanism 13a-13d does not cause the disengagement of the friction transmission members 4 _± If the force transmitted between the screw 2 and the bushing 1 is such that it causes a deformation of the spring members 6a and 6b, whereas it is larger than d+ or smaller than d- (outside the d- to d+ interval), which is caused either by a human operation or an occurrence of an obstacle in a motion of the rear lid 23, then the force Fb in the spring member 6b is bigger and a larger deformation outside the d- to d+ interval causes, through the motion of the operational mechanism 13a-13d, the disengagement of the friction transmission members 4 consisting of the friction cotter pins from between the nut 3 and the bushing thus ensuring disabling the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. Realization of the deformation characteristics as depicted in Fig. 7b is possible through various standard constructional solutions of the spring members 6a and 6b.

In Fig. 8 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 as in Fig. 2 and/or Fig.3. The nut 3 is connected to the bushing 1 of the strut 26 through the friction transmission members 4 consisting of two or more friction segments connected pivotally towards the nut 3 on the rotational joints 8. The friction transmission members 4 are connected to the mounting plate 7 by the spring members 6a. The mounting plate 7 is divided to two parts connected by bearings, so that the spring members 6a are not dependent on a possible rotary motion of the nut 3. If the force transmitted between the screw 2 and the bushing 1 is such that it causes not a large deformation of the spring members 6a, then the friction transmission members 4 remain in a contact with the bushing thus ensuring realization of the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. If the force transmitted between the screw 2 and the bushing 1 is such that it causes a larger deformation of the spring members 6a, then turning of the transmission members 4 consisting of the friction segments around the rotational joints 8 occurs and subsequently the friction segments 8 are disengaged from the contact with the bushing 1 and the force transmission of the actuator for opening and closing the rear lid 23 of the car 22 is deactivated.

In Fig. 9 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 similarly as in Fig. 2 and/or Fig. 3. The nut 3 is connected to the bushing 1 of the strut 26 by profiled transmission members 5 consisting of two or more profiled divided circular segments. The nut 3 is attached to the mounting plate 7a by means of the spring members 6a and the profiled transmission members 5 consisting of the profiled segments are attached to the mounting plate 7b by means of the spring members 6b. The mounting plates 7a and 7b are divided to two parts connected by bearings, so that the spring members 6a and 6b can perform a motion independent from the nut 3. Similarly as in Fig. 7 the additional operational mechanism is used, consisting of the members 13a and 13c connected by the rotational joints 8a-8c and by the linear guide 14 based on the crank mechanism, wherein the member 13c is a part of the transmission member 5. The crank mechanism with the members 13a- 13c is in the dead point with a zero or small deformation of the spring member 6b. At the positive as well as negative deformation of the spring member 6b the engagement of the member 13c (congruent with the transmission member 5) in the linear guide 14 is performed, thus activating a motion of the additional operational mechanism in a congruent direction by disengaging the transmission member 5 consisting of the profiled segment from the contact between the nut 3 and the bushing 1 and thus deactivating the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. The crank mechanism can be replaced by another mechanism in the dead point, for instance a slotted-link mechanism, a four-joint mechanism etc. The spring members 6a serve for enabling a motion of the nut 3 towards the bushing 1, and so for compression or tension of the spring members 6b. Using two spring members 6a and 6b more enables to create various combinations of rigidity, for example as depicted in Fig. Sc. As in the embodiments mentioned above, the screw 2 is connected to the lid 23 or the frame 24, while the bushing 1 of the strut is connected to the frame 24 or to the lid 23. Rigidity of the springs 6a and 6b can be selected as described for Fig. 5 or Fig. 7.

In Fig.10 there is a schematic depiction of a variant of the possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 for the embodiment in Fig. 9. The force transmission between the nut 3 and the bushing 1 is performed by the axial contact in Fig. 10 instead of the radial contact in Fig. 9. The nut 3 is connected to the bushing 1 of the strut 26 by the profiled transmission member 5 consisting of a split nut pushed onto the very nut 3, which is engaged in the screw 2. The transmission member 5 is not in a contact with the screw 5, but, on the contrary, with the bushing 1 through the additional mechanism 13a-13d. The nut 3 is connected to the mounting plate 7 by the spring members 6a and the profiled transmission member 5 consisting of the profiled segment is connected to the bushing 1 directly through the additional mechanism 13a-13d. The mounting plate 7 is divided to two parts connected by bearings, so that the spring members 6a can perform a motion independent from the motion of the nut 3. Similarly as in Fig. 7 the additional operational mechanism is used, consisting of the members 13a-13d connected by the rotational joints 8a-8e and by the linear guide 14^ and a sliding contact between the screw 2 and the transmission member 5 based on the crank mechanism 13c, 13d. This is a connection of two crank mechanisms 13a-13c and 13c. 13d. 5 with a common crank consisting of the member 13c. The crank mechanism with the members 13c, 13d. 5 is in the dead point with a zero or small deformation of the spring member 6b. At the positive as well as negative deformation of the spring member 6b an angular rotation of the member 13c and an axial displacement of the transmission member 5 is performed, thus activating a motion of the additional operational mechanism in a congruent direction by disengaging the transmission member 5 consisting of the profiled segment from the contact between the nut 3 and the bushing 1 and thus deactivating the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. Advantageous is an axial symmetrical arrangement of more additional mechanisms 13a-13d around the screw 2. Then there is no contact between the member 5 and the screw 2, because the axially symmetrical acting of the additional mechanisms prevents the contact. The crank mechanism can be replaced by another mechanism in the dead point, for instance a slotted-link mechanism, a four-joint mechanism etc. As in the embodiments mentioned above, the screw 2 is connected to the lid 23 or the frame 24, while the bushing 1 of the strut is connected to the frame 24 or to the lid 23. Rigidity of the springs 6a and 6b can be selected as described for Fig. 5 or Fig. 7.

In Fig. 11 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 similarly as in Fig. 2 and/or Fig. 3. Here the nut 3 consists of a toothed segment which is connected to the bushing 1 of the strut 26 by the rotational joint 8. Thus the nut 3 is rotatable towards the bushing 1 and in a central position, where it is engaged in the screw 2, it is kept in the central position by the members 13 of the additional mechanism placed in the linear guide 14 and by the spring members 6a, which bear on the members 13 on one side and on the bushing 1 of the strut on the other side. If the nut 3 with the toothed segment is in the central position, the force transmission between the screw 2 and the bushing 1 is ensured. If an enhanced force between the screw 2 and the bushing 1 causes a deformation in the spring member 6a, the members 13 get displaced, the nut 3 swings and the toothed segment gets disengaged from the screw 2, thus causing deactivation of the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. Advantageous is an arrangement of more nuts 3 with the toothed segment around the screw 2^ the most advantageous is an axial symmetrical arrangement towards the axis of the screw 2. As in the embodiments mentioned above, the screw 2 is connected to the lid 23 or the frame 24, while the bushing 1 of the strut is connected to the frame 24 or to the lid 23.

In Fig. 12 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 similarly as in Fig. 11. The ball screw 2 with an oval helix is used here and the nut 3 comprises balls 3b and disengaging members 3c (represented here e.g. by the balls) kept by the cage 3a. If the disengaging members 3c bear on juts 32, then the balls 3_b get engaged in the grooves of the ball screw 2 by acting of the spring members 6b and the nut transmits the actuator force between the screw 2 and the bushing 1 of the lid through the cage 3^ If the force transmitted between the screw 2 and the nut 3a-3c is so big that it causes a larger deformation of the spring members 6a, then the disengaging members 3c get disengaged from the juts 32, the balls 3b stop to be engaged in the grooves of the ball screw 2 and the force transmission of the actuator for opening and closing the rear lid 23 of the car 22 is interrupted and deactivated. As soon as the force transmitted between the screw 2 and the nut 3a-3 decreases, then the spring members 6a push the balls 3b back into the grooves of the ball screw 2 and the disengaging members 3c onto the juts 32 and the force transmission is reactivated again. Rigidity of the springs 6a and 6b can be selected as described for Fig. 5 or Fig. 7.

In Fig. 13 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 similarly as in Fig. 9. The ball screw 2 with an oval helix and the nut 3 with a corresponding profile are used here. The nut 3 with the oval helix is split and its segments can get moved from the screw 2 by the additional operational mechanism consisting of the members 13a-13c connected by the rotational joints 8a-8c and the linear guide 14a based on the crank mechanism. The nut 3 moves towards the member 13c basically in parallel with the axis of the screw 2 in the linear guide 14b and towards the spring member 6b in the linear guide 14c basically perpendicularly to the axis of the screw 2. The crank mechanism with the members 13a-13c is in the dead point with a zero or small deformation of the spring member 6b. At the positive as well as negative deformation of the spring member 6b an angular rotation of the member 13a is performed, thus activating a motion of the additional operational mechanism in the congruent direction by disengaging the nut 3 consisting of the profiled segment from the contact between the screw 2 and the bushing 1 and thus deactivating the force transmission of the actuator for opening and closing the rear lid 23 of the car 22. The crank mechanism can be again replaced by another mechanism in the dead point, for instance a slotted- link mechanism, a four-joint mechanism etc. Rigidity of the springs 6a and 6b can be selected as described for Fig. 5 or Fig. 7.

In Fig. 14 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3. The nut 3 is fitted with the external gearing 31, which engages in the internal gear 31 on the bushing 1. If the forces transmitted between the screw 2 and the bushing 1 of the lid are small, the gearing 31 between the nut 3 and the bushing 1 of the lid is in engagement and transmits the forces between the actuator and the bushing 1. If the transmitted forces are larger, then a deformation of the spring members 6 occurs, the gearing 31 of the nut 3 gets disengaged and the force transmission between the actuator and the bushing 1 of the lid is interrupted. The spring members 6 are connected to the bushing by means of at least one mounting plates 7a and 7b, which enable an independent rotational motion of the nut 3 towards the bushing 1 after the gearing 31 has been disengaged. As soon as the force transmitted between the screw 2 and the nut 3 decreases, then the spring members 6 get the gearing 31 into the engagement again and the force transmission is reactivated.

In Fig. 15 there is a schematic depiction of a further possible arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the working screw 2 and the nut 3 similarly as in Fig. 2 and/or Fig. 3. Here the nut 3 consists of a couple of gear wheels engaging in the screw 2. The gear wheels of the nut 3 are pivoted in the rotational joints 8d in the member 13d of the additional operational mechanism 13a-13d. If a rotation of the gear wheels of the nut 3 in the member 13d is prevented, then the force transmission between the screw 2 and the bushing 1 occurs. If the gear wheels of the nut 3 are freely rotatable in the member 13d, then the force transmission between the screw 2 and the bushing 1 is not performed. The rotation of the gear wheels of the nut 3 in the rotational joints 8d in the member 13d is controlled by a brake consisting of the member 13c, which acts on the rotational joint 8d. The additional mechanism consists of the members 13a-13c connected by the rotational joints 8a-8c and of the linear guide 14 and is representing a crank mechanism. The crank mechanism with the members 13a-13c is in the dead point at the zero or small deformation of the spring member 6b and in this position the member 13c is acting on the rotational joint 8d and is completely preventing (braking) the rotation of the gear wheels of the nut 3. At the positive as well as negative deformation of the spring member 6b the engagement of the member 13c in the linear guide 14 is performed, thus activating a motion of the additional operational mechanism in the congruent direction and thus causing unblocking the gear wheels of the nut 3 in the rotational joint 8d. By this the force transmission of the actuator for opening and closing the rear lid 23 of the car 22 is interrupted. Advantageous is an arrangement of more or less nuts 3 with the gear wheel around the screw 2, the most advantageous is an axial symmetrical arrangement towards the axis of the screw 2. The member 13d is linearly guided in the linear guide 14a and is sprung against the bushing 1 of the strut with the help of the spring members 6a. As in the embodiments mentioned above, the screw 2 is connected to the lid 23 or the frame 24, while the bushing 1 of the strut is connected to the frame 24 or to the lid 23. The crank mechanism can be again replaced by another mechanism in the dead point, for instance a slotted-link mechanism, a four-joint mechanism etc. Rigidity of the springs 6a and 6b can be selected as described for Fig. 5 or Fig. 7.

In Fig. 16 there is a schematic depiction of another arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22 with the aid of the device consisting of the piston 11 with the hydraulic cylinder 12 similarly as in Fig. 4. Hydraulic fluid is pumped into the hydraulic cylinder 12 through the hydraulic line 15a from one side or from the other side by the pump 10 driven by the rotary electric actuator 9. The piston 11 is attached by means of the rotational joint 8b to the rear lid 23 of the car 22 and the electric rotary actuator 9 is attached by the spring member 6a to the mounting plate 7 connected to the frame 24 of the rear lid 23 of the car 22 and by means of the rotational joint 8b. The hydraulic cylinder 12 is fitted with the by-pass hydraulic line 15b. which gets opened or closed by a hydraulic distributing member 16. The hydraulic distributing member 16 is attached by the spring member 6b to the mounting plate 7. If a deformation of the spring member 6b is zero or small, then the hydraulic line bypass 15b is closed and a motion of the piston 11 in the hydraulic cylinder 12 is completely controlled by the actuator 9. If a deformation of the spring member 6b in one or the other direction occurs, the hydraulic line bypass 15b is opened and the actuator 9 cannot move the strut 26. Moreover, the motion of the hydraulic distributing member 16 can be connected with the switch of power supply / control of the actuator 9 similarly as described below in Fig. 14 or Fig. 15. A location of the piston 11 with the hydraulic cylinder 12 and the electric rotary actuator 9 between the frame 24 and the rear lid 23 can be interchanged as in Figs. 2 and 3. In Fig. 17 there is a schematic depiction of an alternative arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22. This is an electrical detection which is subsequently processed by the electric control unit 21 with an example of the embodiment in Figs. 16-18. The bushing 1 of the lid 23 is attached by the spring member 6a to the mounting plate 7 and by means of the rotational joint 8b to the frame 24 of the rear lid 23 of the car 22. When compressing the spring member 6^ the couple of contacts 17a get disconnected and the couple of contacts 17b connected. When tensing the spring member 6a, _, it is vice versa, the couple of contacts 17a get connected and the couple of contacts 17b disconnected. The connecting or disconnecting status of the contacts is detected by electric power conduction through the respective electric power line 18a and/or 18b. Interchange of attachment to the frame 24 and the rear lid 23 is possible.

In Fig. 18 there is a schematic depiction of another arrangement of the device for detection of human operation and the subsequent deactivation of the actuator of the apparatus for opening and closing the rear lid 23 of the car 22. This is an alternative electrical detection to the embodiment depicted in Fig. 14, which is subsequently processed by the electric control unit 21 with an example of the embodiment in Figs. 16-18. The bushing 1 of the lid 23 is attached by the spring member 6a to the mounting plate 7 and by means of the rotational joint 8b to the frame 24 of the rear lid 23 of the car 22. Compression or tension of the spring member 6a is sensed by an electrical sensor of deformation 19a and/or 19b. The sensor status is detected through the respective electric power line 18a and/or 18b. Only one electrical sensor of deformation 19a can be used.

In Fig. 19 there is a schematic depiction of an example of the use of electrical detection described in Fig. 17 for the control of the actuator of the rear strut 26. The strut 26 is actuated by the rotary electric actuator 9 turning the screw 2 in the nut 3 consisting of two gear wheels placed in the bushing 1. If the gear wheels of the nut 3 are locked towards the bushing the actuator 9 is acting with a force upon the bushing 1 through the screw and the nut 3 and opens and closes the lid. If the gear wheels of the nut 3 are unlocked towards the bushing they can freely turn towards the bushing 1 and the actuator 9 is not acting upon the bushing L. Locking or unlocking the rotation of the gear wheels of the nut 3 towards the bushing 1 is performed by the electrically controlled coupling 20 from the control unit 21* for example by an electromagnetic clutch. The connecting or disconnecting status of the contacts 17a and 17b according to the deformation of the spring member 6a is detected by the electric power line 18a and 18b leading to the control unit 21. If a deformation of the spring member 6a is zero or small, the couplings 20 are locked by the control unit 21 and the actuator 9 is directly controlled. If a deformation of the spring member 6a is larger, the couplings 20 are unlocked by the control unit 21 and the actuator 9 is deactivated.

In Fig. 20 there is a schematic depiction of another example of the use of electrical detection similar as described in Fig. 17 for the control of the actuator of the rear strut 26. The strut 26 is actuated by the rotary electric actuator 9 turning a belt pulley 28a driving a toothed belt 27 between belt pulleys 28a and 28b arranged on the member 13 of the operational mechanism. Another belt pulley 28 arranged pivotally on the bushing 1 is engaging in the toothed belt. Turning the belt pulley 28 towards the bushing 1 is controlled by the controlled coupling 20, e.g. by an electromagnetic clutch. If the coupling 20 prevents the belt pulley 28 from turning towards the bushing 1, the force from the toothed belt is transmitted to the bushing 1. If the coupling 20 is deactivated and the belt pulley 28 is turning freely towards the bushing 1, the force transmission from the actuator 9 to the bushing 1 is not performed. The toothed belt 27 has considerably high tensile rigidity, but only low compression rigidity (warping rigidity) and bending rigidity. Therefore the member 13 of the operational mechanism is moveably connected by the linear guide 14 to the bushing 1, which creates bending rigidity of the strut 26. To achieve compression rigidity (of the strut), between the bushing 1 and the member 13 of the operational mechanism in the axis between the belt pulleys 28 and 28a there is a passive strut 25 arranged consisting e.g. of a gas strut which represents a compressed spring and stretches the strut. Control is performed by the control unit 21. The connecting or disconnecting status of the contacts 17a and 17b according to the deformation of the spring member 6a is detected by the electric power line 18a and 18b leading to the control unit 21. If a deformation of the spring member 6a is zero or small, the coupling 20 is locked by the control unit 21 and the actuator 9 is directly controlled. If a deformation of the spring member 6a is larger, the coupling 20 is unlocked by the control unit 21 and the actuator 9 is deactivated. in Fig. 21 there is a schematic depiction of a further example of the use of the electrical detection for the control of the actuator of the rear strut 26 similar as described in Fig. 17. The strut 26 is arranged similarly as in Fig. 17. Expanding of the strut is ensured by the passive strut 25, consisting e.g. of a gas strut, arranged between the member 13 of the operational mechanism and the bushing 1 of the strut. Compression of the strut and control of expanding the strut is performed by a rope 30 wound around a pulley 29 driven by the actuator 9. The rope 30 is arranged between the bushing 1 and the member 13 of the operational mechanism.

The solutions mentioned above can be combined in a different manner. If needed, the actuators can be controlled by a control processor.