1. A gas flow control flap operating mechanism (1) for motor vehicles including at least one gas flow control flap (3) which has at least one actuating member (3.1), at least one actuator (2) and an actuator drive (4), the actuator (2) being connected to at least one of the actuator drive (4), the actuating member (3.1) and the gas flap (3) via a ball-head joint (5) including a ball head (5.1) and a multipart ball-head socket (6) which engages the ball head (5.1) from opposite sides, and a receiving part (4.1, 4.1\u2032) enclosing the multipart ball-head socket (6) so as to firmly hold the multipart ball-head socket (6) in engagement with the ball-head (5.1), the multi-part ball-head socket (6) comprising a first part (6.1) and a second part (6.2), the first part (6.1) and the second part (6.2) being pivotable interconnected and being pivoted onto the ball head (5.1) so as to abut each other and firmly engage the ball head therebetween, said receiving part (4.1, 4.1\u2032) being disposed around the closed ball head socket (7) for firmly holding the socket parts (6.1, 6.2) in engagement with the ball head (5.1), said ball head socket (7) having elastic legs (7.1, 7.2) with retaining lugs (7.3, 7.4) for engaging the receiving part (4.1, 4.1\u2032) and holding it in position around the closed ball head socket (7).
2. The gas flow control flap operating mechanism as claimed in claim 1, wherein the fastening member (7) of the ball-head socket (6) is connected in a rotationally fixed manner to a receiving, part (4.1) connected to one of the actuating drive (4), the actuating member (3.1) and of the gas flow control flap (3).
3. A flow control flap operating mechanism according to claim 2, wherein the fastening member (7) and the receiving part (4.1) are connected in a rotationally fixed manner.
4. A flow control flap operating mechanism according to claim 2, wherein, in the assembled state of the first part (6.1) and the second part (6.2), the elastic legs (7.1, 7.2) assume a position in which they are situated opposite each other with respect to a jointing plane (6.4) of the ball-head socket (6) and lock the ball-head socket (6) in the receiving part (4.1, 4.1\u2032).
5. A flow control flap operating mechanism according to claim 1, wherein the first part (6.1) and the second part (6.2) of the ball-head socket (6) are interconnected via a film hinge (6.5).
6. A flow control flap operating mechanism according to claim 1, wherein the ball-head socket (6) has an undercut area (6.6) and encloses the ball head (5.1) over an angle of between 180\xb0 and 330\xb0.
7. A flow control flap operating mechanism according to claim 1, wherein a plurality of gas flow control flaps (3) are connected to a common actuating rail (7), the actuating rail (7) being operatively connected to at the least one of the actuator (2) and the actuating drive (4).
8. A flow control flap operating mechanism according to claim 7, wherein the actuating rail (8) is formed of plastic, a pivot bearing (9) formed from plastic being provided between the actuating rail (8) and the gas flow control flap (3) or the actuating member (3.1).
9. A flow control flap operating mechanism according to claim 8, wherein the pivot bearing (9), which is a friction bearing, includes a retaining member (9.1) which engages the actuating rail (8), the gas flow control flap (3) and the actuating member (3.1) and is provided with at least one stop face (9.2) extending perpendicularly to a bearing axis (9.4).
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A gear train comprising: a driving gear, and two driven gears each engaged with the driving gear, wherein two adjacent teeth of each driven gear accommodate therebetween two teeth of the driving gear; and the driving gear engages alternately with each driven gear.
2. The gear train mechanism of claim 1, wherein the driven gears are uniformly distributed with respect to the driving gear.
3. The gear train mechanism of claim 1, wherein the two driven gears are symmetrically disposed on opposite sides of the driving gear.
4. The gear train mechanism of claim 1, wherein the driving gear is continuously engaged with each driven gear via inertial forces of rotation.