Patent Application
20190249463
The present invention generally relates to latches for doors of motor vehicles, and more particularly, to a powered latch system and controller that only unlatches the powered latch if predefined operating conditions/parameters are present.
Electrically powered latches (“E-latches”) have been developed for motor vehicles. Known powered door latches may be unlatched by actuating an electrical switch. Actuation of the switch causes an electric motor to shift a pawl to a released/unlatched position that allows a claw of the latch to move and disengage from a striker to permit opening of the vehicle door. E-latches may include a mechanical emergency/backup release lever that can be manually actuated from inside the vehicle to unlatch the powered latch if the powered latch fails due to a loss of electrical power or other malfunction.
One aspect of the present invention is a latch system for vehicle doors. The latch system includes a powered latch including a powered actuator that is configured to unlatch the powered latch. An interior unlatch input feature such as an unlatch switch can be actuated by a user to provide an unlatch request.
The system may include a controller that is operably connected to the powered latch. The controller may be configured (i.e. programmed) such that it does not unlatch the powered latch if a vehicle speed is greater than a predefined value unless the interior unlatch feature is actuated at least two times within a predefined period of time.
In addition to the unlatch switch, the latch system may include an unlock input feature such as an unlock switch mounted on an inner side of a vehicle door that can be actuated by a user to provide an unlock request. The controller may be in communication with both the interior unlatch switch and the unlock switch. The controller may be configured to cause the powered latch to unlatch if a total of at least three discreet inputs in any combination are received from the interior unlatch input feature and/or the unlock input feature within a predefined time interval. The at least three discreet inputs are selected from a group including an unlatch request and an unlock request.
The system may include a control module that is configured to detect a crash event and cause airbags and/or other passenger constraints to be deployed. The controller may be configured to communicate with the control module by only a selected one of a digital data communication network and one or more electrical conductors extending between the controller and the control module. The controller is configured to operate in a first mode wherein a single actuation of the interior unlatch input feature may be sufficient to unlatch the powered latch, and a second mode in which the controller requires at least two discreet actuations of the interior unlatch input feature within a predefined time interval to unlatch the powered latch. The controller is configured to utilize the second mode if communication with the control module is interrupted or lost.
The controller may be configured to communicate with the control module utilizing a digital data communication network and one or more electrical conductors extending between the controller and the control module. The controller may be configured to operate in a first mode wherein a single actuation of the interior unlatch input feature may be sufficient to unlatch the powered latch, and a second mode in which the controller requires at least two discreet actuations of the interior unlatch input feature within a predefined time interval to unlatch the powered latch. The controller utilizes the first operating mode if the controller is able to communicate with the control module utilizing at least one of the data communications network and the electrical conductors. The controller utilizes the second operating mode if the controller is unable to communicate properly according to predefined criteria with the control module utilizing either the data communications network or the electrical conductors.
The powered latch may be configured to be connected to a main vehicle electrical power supply, and the powered latch may include a secondary electrical power supply capable of providing sufficient electrical power to actuate the powered actuator if the main vehicle electrical power supply is interrupted. The controller may be operably connected to the powered actuator. The controller is configured to operate in first and second modes. In the first mode, a single actuation of the interior unlatch input feature is sufficient to unlatch the powered latch. In the second mode, the controller requires at least two discreet actuations of the interior unlatch input feature within a predefined time interval to unlatch the powered latch. The controller is configured to utilize the second operating mode if the main vehicle electrical power supply is interrupted.
The controller may be configured to communicate with a control module utilizing a digital data communication network and one or more electrical conductors extending between the controller and the control module. The controller may be configured to operate in first and second modes. In the first mode, a single actuation of the interior unlatch input feature may be sufficient to unlatch the powered latch. In the second mode, the controller is configured to require at least two discreet actuations of the interior unlatch input feature within a predefined time interval to unlatch the powered latch. The controller is configured to utilize the second operating mode if communication with the control module utilizing the digital data communication network is interrupted, even if the controller maintains communication with the control module utilizing the one or more electrical conductors.
Another aspect of the present invention is a latch system for vehicle doors including a powered latch having a powered actuator that is configured to unlatch the powered latch. The latch system also includes an interior unlatch input feature that can be actuated by a user to provide an unlatch request. The latch system further includes an interior unlock input feature that can be actuated by a user to provide an unlock request. A controller is operably connected to the powered latch, and the controller is configured such that it does not unlatch the powered latch if a vehicle speed is greater than a predefined value unless the interior unlock feature is actuated followed by actuation of the interior unlatch feature within a predefined time interval following actuation of the interior unlock feature.
Another aspect of the present invention is a latch system for vehicle doors including a powered latch having a powered actuator that is configured to unlatch the powered latch. The latch system further includes an interior unlatch input feature that can be actuated by a user to provide an unlatch request. The latch system further includes a controller in communication with the interior unlatch input feature. The controller causes the powered latch to unlatch if predefined unlatch criteria exists. The predefined unlatch criteria includes actuation of the interior unlatch input feature at a first time and at least one additional user input that occurs within a predefined first time interval from the first time, unless the controller determines that a vehicle crash has occurred at a second time, in which case the controller does not cause the powered latch to unlatch even if the predefined unlatch criteria exists during a predefined second time interval from the second time, such that the controller does not cause the powered latch to unlatch until after the second time interval.
Another aspect of the present invention is a method of reconfiguring a latch system for vehicle rear doors. The method includes providing a powered rear door latch including a powered actuator that is configured to unlatch the powered latch. The method also includes providing a rear door interior unlatch input feature that can be actuated by a user to provide a rear door unlatch request. The method further includes providing a child lock input feature that can be actuated by a user to set a child lock feature to on and off states. The method further includes operably connecting a controller to the powered actuator. The controller may be configured to provide first and/or second operating logic as required to comply with first and second criteria corresponding to first and second geographic regions, respectively. The method further includes configuring the controller such that actuation of the rear door interior unlatch input feature does not actuate the powered actuator to unlatch the powered latch if the child lock feature is in an on state when the controller is configured to provide the first operating logic and when the controller is configured to provide the second operating logic. The first operating logic requires actuation of the rear door interior unlatch input feature and at least one separate input action that is distinct from actuation of the rear door interior unlatch input feature to actuate the powered actuator and unlatch the powered latch when the child lock feature is in an off state. The second operating logic actuates the powered actuator and unlatches the powered latch if the rear door interior unlatch input feature is actuated once even if a separate input action is not taken when the child lock feature is in an off state. The method further includes configuring the controller to operate according to either the first control logic or the second control logic.
These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings.
In the drawings:
For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and derivatives thereof shall relate to the invention as oriented in
With reference to
In use, a user actuates the interior unlatch switch 12 or exterior unlatch switch 13 to generate an unlatch request to the controller 8. As also discussed in more detail below, if the latch 6 is unlatched and/or certain predefined operating perimeters or conditions are present, controller 8 generates a signal causing powered latch 6 to unlatch upon actuation of interior unlatch switch 12. Door 2 may also include an unlock input feature such as an unlock switch 14 that is mounted to an inner side of the door 2. The unlock switch 14 is operably connected to the controller 8. Controller 8 may be configured to store a door or latch lock or unlock state that can be changed by actuation of unlock switch 14. Controller 8 may be configured (e.g. programmed) to deny an unlatch request generated by actuation of the interior unlatch switch 12 or exterior unlatch switch 13 if the controller 8 determines that the powered latch 6 is in a locked state. Controller 8 is preferably a programmable controller that can be configured to unlatch powered latch 6 according to predefined operating logic by programming controller 8. However, controller 8 may comprise electrical circuits and components that are configured to provide the desired operating logic. As used herein, the term “controller” may refer to one or more processors, circuits, electronic devices, and other such components and systems that are arranged to provide the desired control.
With further reference to
With further reference to
System 25 also includes a Body Control module (“BCM”) 40 that is connected to the first high speed data network 22. The body control module 40 is also operably connected to the powered latches 6A-6D by data lines 36A-36D. Controllers 16A-16D may also be directly connected (“hardwired”) to control module 40 by electrical conductors such as wires 56A-56D, respectively. Wires 56A-56D may provide a redundant data connection between controllers 16A-16D and controller 40, or the wires 56A-56D may comprise the only data connection between controllers 16A-16D and controller 40. Control module 40 may also be operably interconnected to sensors (not shown) that signal the control module 40 if the vehicle doors are ajar. Control module 40 is also connected to a main vehicle electrical power supply such as a battery 48. Each of the powered latches 6A-6D may be connected to main vehicle power supply 48 by connectors 50A-50D. The powered latches 6A-6D may also include back up power supplies 52 that can be utilized to actuate the powered actuator 92 in the event the power supply from main vehicle power supply (“VPWR”) 48 is interrupted or lost. The backup power supplies 52A-52D may comprise capacitors, batteries, or other electrical energy storage devices. In general, the backup power supplies 52A-52D store enough electrical energy to provide for temporary operation of controllers 16A-16d, and to actuate the powered actuators 92 a plurality of times to permit unlatching of the vehicle doors in the event the main power supply/battery 48 fails or is disconnected.
Each of the powered latches 6A-6D is also operably connected to a two pole (for example, both poles normally opened or one pole normally opened and one pole normally closed) interior unlatch switch 12A-12D, respectively, that provide user inputs (unlatch requests). The powered latches 6A-6D are also operably connected to an exterior unlatch switches 54A-54D, respectively. Controllers 16A-16D are also operably connected to unlock switches 14 (
The controller 40 and individual controllers 16A-16D may be configured to unlatch the powered latches based on various user inputs and vehicle operating perimeters as shown in Table 1:
In Tables 1 and 2, the term “Latch Power” signifies that the powered latches 6A-6D are receiving electrical power from the main vehicle power supply 48. Thus, if the vehicle main power supply 48 is not functioning properly and/or if the powered latches 6A-6D are electrically disconnected from main vehicle power supply 48, “Latch Power” will be “down” or “not ok.”
It will be understood that the predefined speeds listed for implementation of the control logic in Tables 1 and 2 may vary depending on the requirements of a particular application. For example, the speed of 8 kph may be larger (e.g. 20 kph) or smaller, and the 3 kph speed may be lower (e.g. 1 or 2 kph).
As shown in Tables 1 and 2, the controllers 16A-16C and/or control module 40 may be configured (e.g. programmed) to control unlatching of powered latches 6A-6D according to different criteria as required for different geographic areas. Additionally, the control module may be configured to control unlatching behavior differently when a crash event condition is present as compared to normal or non-crash conditions. Table 1 represents an example of unlatching behavior (control logic) during normal (non-crash) conditions whereas Table 2 represents unlatching behavior (control logic) during crash conditions. The controllers 16A-16C and/or control module 40 may be configured to recognize a crash condition by monitoring the data network for a crash signal from the RCM 28 and/or by monitoring various other direct signal inputs from the RCM 28. As discussed below, the RCM 28 may be configured to determine if a crash event has occurred (i.e. a crash condition exists) and generate one or more crash signals that may be communicated to the latch controllers 16A-16C and/or control module 40. Upon recognizing that a crash condition exists, the controller 16A-16C and/or control module 40 may also be configured to initiate a timer and to disallow any unlatching operation for a predefined time interval (e.g. 3 seconds) before resuming the crash behavior (control logic or operating mode) described in Table 2.
The controllers 16A-16D and/or control module 40 may be configured to provide a first operating mode wherein the powered latches 6A-6D are unlatched if interior unlatch switch 12 is actuated once. The system may also include a second operating mode. When the system is in the second operating mode, the interior unlatch switch 12 must be actuated at least two times within a predefined time period (e.g. 3 seconds). For example, this operating mode may be utilized when the vehicle is locked and the vehicle security system is armed.
As discussed above, the control module 40 may be operably interconnected with the controllers 16A-16D by data network 18 and/or data lines 36A-36D. Control module 40 may also be operably interconnected with the controllers 16A-16D by “hard” lines or conductors 56A-56D to provide redundancy. Alternatively, the system 25 may be configured such that the control module 40 is connected to the controllers 16A-16D only by network 18, or only by data lines 36A-36D, or only by conductors 56A-56D. Also, the RCM 28 may be connected to controllers 16A-16D of powered latches 6A-6D by data network 18, DLC gateway 20, and HS1-CAN 22, and RCM 28 may also be “hardwired” directly to the controllers 16A-16D of powered latches 6A-6D by electrical lines (not shown). These redundant connections between latch controllers 16A-16D and RCM 28 ensure that the powered latches 6A-6D can receive an Emergency Notification System (“ENS”) signal directly from RCM 28 in the event one or more of the data networks 18 and 20 and/or other components malfunction.
During normal operation, or when the vehicle is experiencing various operating failures, the system 25 may also be configured to control the powered latches 6A-6D based on various operating parameters and/or failures within the vehicles electrical system, the data communication network, the hardwires, and other such parameters or events.
For example, during normal operation the system 25 may be configured to unlatch powered latches 6A-6D if interior unlatch switch 12 is actuated at least once and if the vehicle is traveling below 3 kph or other predefined speed. The speed may be determined utilizing suitable sensors (e.g. sensors in ABS module 34). If the vehicle is traveling at or below 3 kph, the powered latches 6A-6D may also be unlatched if exterior unlatch switch 54 is actuated one or more times while unlocked. However, the controllers 16A-16D may be configured such that if the vehicle is traveling above 3 kph, the latches 6A-6D cannot be unlatched by actuating exterior unlatch switches 54A-54D. Likewise, if the vehicle is traveling below 3 kph and while locked and armed, the system 25 may be configured to unlatch powered latches 6A-6D if interior unlatch switches 12A-12D are actuated at least two times within a predefined time interval (e.g. 3 seconds).
The system 25 may be configured to debounce interior unlatch switches 12A-12D and/or exterior unlatch switches 54A-54D at a first time interval (e.g. 35 ms) during normal vehicle operation. However, the debounce may be performed at longer time intervals (100-150 ms) if the vehicle is in gear (e.g. PCM 30 provides a signal indicating that the vehicle transmission gear selector is in a position other than “Park” or “Neutral”).
Furthermore, the system 25, in crash operation for example, may be configured to unlatch the powered latches 6A-6D based on multiple inputs from interior unlatch switch 12 and/or interior unlock switch 14. Specifically, the controllers 16A-16D may be configured to provide a three-input mode or feature and unlatch powered latches 6A-6D if three separate inputs from interior unlatch switches 12A-12D and interior unlock switches 14A-14D are received within a predefined time interval (e.g. 3 seconds or 5 seconds) in any sequence. For example, controllers 16A-16D may be configured such that three actuations of interior unlatch switch 12 or three actuations of unlock switch 14 within the predefined time interval results in unlatching of powered latches 6A-6D. Also, actuation of unlock switch 14 followed by two actuations of unlatch switch 12 within the predefined time period could be utilized as a combination of inputs that would unlatch powered latches 6A-6D. Similarly, two actuations of the unlatch switch 12 followed by a single actuation of unlock switch 14 within the predefined time period may be utilized as an input that causes the powered latches 6A-6D to unlatch. Still further, two actuations of unlock switch 14 followed by a single actuation of interior unlatch switch 12 could also be utilized as a combination of inputs resulting in unlatching of powered latches 6A-6D. Thus, three inputs from unlatch switch 12 and/or unlock switch 14 in any combination or sequence within a predefined time interval may be utilized by the system 25 to unlatch powered latches 6A-6D. This control scheme prevents inadvertent unlatching of powered latches 6A-6D, but also permits a user who is under duress to unlatch the doors if three separate inputs in any sequence or combination are provided. Additionally, system 25 may be configured such that the three-input mode/feature is active only under the presence of certain conditions. For example, the system 25 (e.g. controllers 16A-16D) may be configured to provide a three-input mode-feature if a crash condition is present and/or loss of data network condition occurs as recognized by the controllers 16A-16D.
If the system 25 includes only data network connections 36A-36D, or only includes “hardwire” lines 56A-56D, the controllers 16A-16D may be configured to require a plurality of actuations of interior unlatch switch 12 if either the network or hardwire connectivity with RCM 28 is lost. If the controllers 16A-16D cannot communicate with the RCM 28, the controllers 16A-16D do not “know” the status of RCM 28, such that the controllers 16A-16D cannot “know” if a crash or fuel cut-off event has occurred. Accordingly, the controllers 16A-16D can be configured to default to require multiple actuations of interior unlatch switches 12A-12D in the event communication with RCM 28 (or other components) is lost to insure that the powered latches 6A-6D are not inadvertently unlatched during a crash event that was not detected by the system due to a loss of communication with the RCM 28. Similarly, if the network connectivity is lost, the controllers 16A-16D will be unable to “know” the vehicle speed and may default to utilizing the last known valid vehicle speed. Alternatively, the controllers 16A-16D may be configured instead to assume by default that the vehicle speed is less than 3 kph if network connectivity is lost. This may be utilized in the unlatch operation behavior from processing the exterior unlatch switches 54A-54D and/or the interior switches. It will be understood that controllers 16A-16D may be configured to determine if network connectivity has been “lost” for purposes of controlling latch operations based on predefined criteria (e.g. an intermittent data connection) that does not necessarily require a complete loss of network connectivity.
The system 25 may include both network (data) connections 18-18D and “hard” lines (not shown), wherein the hard lines directly interconnect the controllers 16A-16D to RCM 28 whereby the controllers 16A-16D receive an ENS signal and through the data and/or hardwire connections, the controllers 16A-16D may be configured to default to a mode requiring multiple actuations of interior unlatch switch 12 if both the data and hardwire connections are disrupted or lost. However, if either of the data or hardwire connections remain intact, the controllers 16A-16D can be configured to require only a single actuation of interior unlatch switch 12, provided the vehicle is known to be below a predefined maximum allowable vehicle speed and other operating parameters that would otherwise trigger a requirement for multiple actuations of interior unlatch switches 12A-12D.
Furthermore, the controllers 16A-16D may be configured to default to a mode requiring multiple actuations of interior unlatch switches 12A-12D if the power to latches 6A-6D from main vehicle power supply 48 is interrupted, even if the network connectivity with RCM 28 remains intact. This may be done to preserve the backup power supplies 52A-52D. Specifically, continued monitoring of the data network by controllers 16A-16D will tend to drain the backup power supplies 52A-52D, and the controllers 16A-16D may therefore be configured to cease monitoring data from data lines 36A-36D and/or network 18 in the event power from main vehicle power supply 48 is lost. Because the controllers 16A-16D cease monitoring the data communication upon failure of main power supply 48, the individual controllers 16A-16D cannot determine if a crash event has occurred (i.e. the controllers 16A-16D will not receive a data signal from RCM 28), and the controllers 16A-16D therefore default to require multiple actuations of interior unlatch switches 12A-12D to insure that the latches 6A-6D are not inadvertently unlatched during a crash event that was not detected by controllers 16A-16D. Additionally, in such cases the controllers 16A-16D will likewise be unable to determine vehicle speed and may be configured (e.g. programmed) to default to utilizing the last known valid vehicle speed. Alternatively, the controllers 16A-16D may instead be configured to “assume” by default that the vehicle speed is less than a predefined speed (e.g. 3 kph). These defaults, assumptions may be utilized in the unlatch operation behavior when processing inputs from the exterior unlatch switches 54A-54D and/or the interior switches 12A-12D.
Furthermore, the system may be configured to default to require multiple actuations of interior unlatch switches 12A-12D in the event the data network connection (network 18 and/or data lines 36A-36D) connectivity between the controllers 16A-16D and RCM 28 is lost. Specifically, even if the “hard” lines 56A-56D remain intact, the data transfer rate of the hard lines 56A-56D is significantly less than the data transfer rate of the network 18 and data lines 36A-36D, such that the controllers 16A-16D may not receive crash event data from RCM 28 quickly enough to shift to a mode requiring multiple actuations of interior unlatch switches 12A-12D if the crash data can only be transmitted over the hard lines 38A-38D. Thus, defaulting to a mode requiring multiple actuations of interior unlatch switches 12A-12D upon failure of data communications (network 18 and/or data lines 36A-36D) even if the hardwire communication lines remain intact insures that the powered latches 6A-6D are not inadvertently unlatched during a crash event that was detected by the controllers 16A-16D only after a delay due to a slower data transfer rate. Similarly, in such cases where the controllers 16A-16D are not communicating over the data network, they will be unable to “know” the vehicle speed as well and may default to utilizing the last known valid vehicle speed. Alternatively, the controllers 16A-16D may instead be configured to “assume” by default that the vehicle speed is less than a predefined speed (e.g. 3 kph). These defaults/assumptions may be utilized in the unlatch operation behavior when processing inputs from the exterior unlatch switches 54A-54D and/or the interior switches 12A-12D.
The controller 40 and individual controllers 16A-16D may, alternatively, be configured to unlatch the powered latches based on various user inputs and vehicle operating parameters as shown in Table 3.
The operating logic shown above in Table 3 corresponds to normal non-crash operating conditions. In Table 3, “LATCH Power” signifies that a given powered latch 6A-6D is receiving electrical power from the main vehicle electrical power system 48. Thus, Table 3 applies if MS-CAN 18 is “up” (i.e. operating properly) and no ENS (crash) signal has been generated by the RCM 28, and the powered latches 6A-6D have electrical power from the vehicle's main power system 48. If these conditions are present and interior unlatch switch 12 or exterior unlatch switch 13 is actuated, the system initially delays implementation of the unlatch operations listed in Table 3 by 120 ms to validate that the input from switch 12 and/or switch 13 was not caused by a crash event. As discussed below, if a crash even has occurred, the system implements the control parameters/logic of Tables 5 and 6.
As shown in Table 3, the control system may be configured to provide a first operating logic for a first geographic region, and a second operating logic for a second geographic region with respect to the child lock state. Specifically, as shown in Table 3, when the child lock is in an ON state, the powered latch is not unlatched due to actuation of interior unlatch switch 12 under any circumstances (when the child lock is ON, actuation of exterior unlatch switch 13 will unlatch the door if it is not locked). However, if the child lock is in an “OFF” state, the system operates according to different logic depending on whether or not the control system is configured for a first geographic region or a second geographic region. The system can be configured for the first geographic region or the second geographic region by controlling one or more of the controllers 16A-16C and/or control module 40, and/or by modifying the circuit of
The controllers may also be configured to control the powered latches based on the status of the MS-CAN 18, ENS, and Latch Power as shown in Table 4:
The operating logic shown in Table 4 may be utilized if the vehicle speed is unknown due to the MS-CAN 18 network communication being lost and/or if the ENS is lost.
Furthermore, as shown in Tables 5 and 6, the system may be configured to operate the powered latches if a crash event is recognized.
Still further, as shown in Table 6, the system may be configured to control the powered latches based on the status of the MS-CAN network 18, ENS, Latch Power, and vehicle speed after a crash event is recognized.
In Tables 3-6, “ENS” represents the presence of a signal from the Emergency Notification System. The ENS comprises a signal from the restraints control module 28. The restraints control module 28 may be configured to continuously (or at very short time intervals) send a signal over the HS1-CAN 22. The signal is sent continuously unless the RCM 28 and/or HS1-CAN 22 or other components are damaged (e.g. in a crash). The RCM 28 normally sends a continuous “no event” signal. However, in the event of a crash, the RCM 28 may send a “deployment event” signal or a “fuel shutoff event” signal. The latch system 25 may be configured to treat the “deployment event” and “fuel shut off event” signals from RCM 28 in the same manner, and interpret these signals as meaning that a crash event has occurred. In the event the ENS signal is lost completely, the system controls the powered latches as shown in Tables 4 and 6.
Also, in Tables 3, 4, and 6, the latch power may be utilized as an input by the system 25 to control the unlatching of the powered latches. The latch power of the tables corresponds to the status of the backup power supplies 52 of the powered latches 6A-6D. Specifically, the body control module 40 and/or individual controllers 16A-16D may be configured to continuously check the individual backup power supplies 52A-52D to thereby control operation based on whether or not the individual latch power supplies 52 are “up” (working properly according to predefined criteria) or “down” (not operating properly according to predefined criteria).
As also shown in Tables 4 and 6, the system 25 may be configured to take into account the condition of the MS-CAN “sleep.” Specifically, the MS-CAN 18, HS1-CAN 22, and/or HS2-CAN 24 may be configured to go into a “sleep” mode to reduce power consumption if the components of the system are sufficiently inactive according to predefined criteria. When the data networks 18, 22, and/or 24 go into the “sleep” mode, the system generates a signal whereby the various components in the system can determine if the networks 18, 22, and 24 are in sleep mode or if the networks have stopped functioning due to a loss of power or other malfunction. Thus, for example, as shown in Table 4, if the powered latch system 25 determines that the last known state was not a normal MS-CAN 18 sleep state, this indicates that the MS-CAN 18 is not in operation rather than being in a sleep mode. If the last known state was normal MS-CAN 18 sleep mode, the system controls the powered latches 6A-6D accordingly. As shown in Table 4, when the child lock is OFF, the system utilizes a normal operating logic if the last known state is normal MS-CAN 18 sleep. However, in the event the last known state is not normal MS-CAN 18 sleep, the interior rear door is only unlatched if the unlock switch 14 is actuated followed by unlatch switch 12 being actuated within 3 seconds. As shown in Table 4, this aspect of the control logic is the same in the first and second geographic regions.
Also, as noted above and as shown in Tables 3 and 4, the unlatching operations are initially delayed by 120 ms following actuation of unlatch switch 12 or 13. The 120 ms delay is utilized by the system to determine if the actuation of switch 12 or 13 was due to a crash event. Specifically, if one or both of the unlatch switches 12 or 13 are actuated due to a crash event, the RCM 28 will generate a signal in less than 120 ms indicating that a crash event (e.g. deployment event or fuel shutoff event) has occurred. If a crash event has occurred, the operation of the powered latches is controlled as shown in Tables 5 and 6 rather than the control logic shown in Tables 3 and 4.
As shown in Tables 5 and 6, actuation of exterior switch 13 does not, under any circumstances, result in unlatching during the first 6 seconds following a crash event (i.e. a “crash” signal from RCM 28). Thus, exterior unlatching following a crash event is delayed or blocked for a predefined period of time. The delay is preferably about 6 seconds, but it could be as short as 1 second, or it could be 30 seconds, 60 seconds, or other suitable period of time.
It is to be understood that variations and modifications can be made on the aforementioned structure without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.
This application is a divisional of U.S. patent application Ser. No. 14/696,749, filed Apr. 27, 2015, and entitled “ELECTRONIC SAFE DOOR UNLATCHING OPERATIONS,” which is a continuation-in-part of U.S. Pat. No. 10,119,308, which issued on Nov. 6, 2018, entitled “POWERED LATCH SYSTEM FOR VEHICLE DOORS AND CONTROL SYSTEM THEREFOR.” U.S. patent application Ser. No. 14/696,749 is also a continuation-in-part of U.S. patent application Ser. No. 14/276,415, which was filed on May 13, 2014, entitled “CUSTOMER COACHING METHOD FOR LOCATION OF E-LATCH BACKUP HANDLES.” The entire disclosures of each are incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 14696749 | Apr 2015 | US |
| Child | 16397051 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 14280035 | May 2014 | US |
| Child | 14696749 | US | |
| Parent | 14276415 | May 2014 | US |
| Child | 14280035 | US |
