Patent Application
20090289473
The present disclosure relates to a hinge mechanism, and in particular to hinge mechanisms related to a vehicle.
In recent years, some vehicles have included pedestrian protection systems that reduce the likelihood of injuries to pedestrians in the unfortunate event the vehicle hits a pedestrian in an accident. The pedestrian protection system is designed such that a hood of the vehicle absorbs an impact force that is generated by the pedestrian hitting the hood during the accident.
In one approach, a pedestrian protection system includes a pocket of empty space between a vehicle hood selectively enclosing an engine compartment and the engine components contained within the engine compartment. The pocket of space may be located adjacent to the cowl and the windshield of the vehicle, and generally opposite to a hood latch used to selectively engage the hood with the rest of the engine compartment. The pocket of space is intended to act as a cushion between the engine compartment components and the pedestrian, hopefully absorbing at least a portion of an impact force.
Including such a pocket of space at all times has become more and more difficult because of other constraints, not the least of which include vehicle weight, vehicle size, and vehicle aerodynamics or styling.
Accordingly, in accordance with another approach, the pedestrian protection system includes a deployable hood that is raised during an accident for creating the pocket of space. More specifically, in the event a pedestrian is impacted by the vehicle, the pedestrian protection system raises the hood upwardly and away from the vehicle's fenders.
There are several types of hinge mechanisms for a pedestrian protection system that may facilitate deployment of the hood in the event a pedestrian and a vehicle come into contact. However, each of these mechanisms includes disadvantages. For example, in one approach, the pedestrian protection system includes a specialized latching system that is used to deploy the hinge mechanism. Under normal operation, the specialized latching system maintains the hinge mechanism in a closed non-air space orientation. One drawback of using this latching system is that once the hinge mechanism is deployed, such a specialized latching system will not allow for a user to completely return the hinge to its original pre-deployed closed non-air space orientation. For example, the hood may not be flush with the fenders. The latching system may require specialized expertise to repair and thereby completely shut the hood back to the original, pre-deployed position. Further, until the latching system is repaired, the hood orientation may inadvertently compromise sight lines associated with vehicle operation.
In another approach, the latching system includes a pin that is used to reset the hinge mechanism. After the hood has been deployed, the user must manually remove the pin from a mating hole to reposition the hood back to the original pre-deployed closed non-air space orientation. However, it is more desirable to design a latching system that only requires applying a downwards force to the top surface of the hood for repositioning, because the process of resetting the hinge mechanism with the pin and the mating hole may be inconvenient and cumbersome for the user.
Accordingly, there is a need for a hinge mechanism that minimizes the amount of user intervention when repositioning the hood after deployment, while still allowing the hinge mechanism to shut completely such that the hood is flush with the fenders of the automobile.
Referring now to the discussion that follows and also to the drawings, illustrative approaches to the disclosed systems and methods are shown in detail. Although the drawings represent some possible approaches, the drawings are not necessarily to scale and certain features may be exaggerated, removed, or partially sectioned to better illustrate and explain the present disclosure. Further, the descriptions set forth herein are not intended to be exhaustive or otherwise limit or restrict the claims to the precise forms and configurations shown in the drawings and disclosed in the following detailed description.
Moreover, a number of constants may be introduced in the discussion that follows. In some cases illustrative values of the constants are provided. In other cases, no specific values are given. The values of the constants will depend on characteristics of the associated hardware and the interrelationship of such characteristics with one another as well as environmental conditions and the operational conditions associated with the disclosed system.
According to various exemplary illustrations described herein, a hinge mechanism for selectively deploying a vehicle pedestrian protection system is provided, and may include a first hinge element and a second hinge element. The hinge mechanism may also include a closed position and an open position, where at least a portion of the first hinge element and at least a portion of the second hinge element separate from one another when the hinge mechanism is urged from the closed position to the open position.
A cam assembly including a cam and a retaining mechanism may also be provided. The cam may include a pivot point and is selectively rotated about the pivot point. The cam is connected to the first hinge element and the retaining mechanism is connected to the second hinge element. The cam may include a first cam position corresponding to the closed position of the hinge mechanism and a second cam position corresponding to the open position of the hinge mechanism. The retaining mechanism may be guided within the cam between the first cam position and the second cam position. The cam may include a passageway, where the retaining mechanism is guided within the passageway between the first cam position and the second cam position. The cam is configured for rotating about the pivot point when the hinge mechanism is urged from the closed position into the open position. Rotation of the cam moves the retaining mechanism from the first cam position to the second cam position. The cam assembly may also include a biasing mechanism for exerting a biasing torque upon the cam. The biasing torque urges the cam to rotate about the pivot point.
A method of deploying a hood of a vehicle pedestrian protection system by the hinge mechanism is also disclosed. The method may include providing a hinge mechanism that is urged from a closed position to an open position for deploying the hood of the vehicle pedestrian protection system. As the hinge mechanism is urged open, at least a portion of a first hinge element and a second hinge element of the hinge mechanism separate from one another. A biasing torque from a biasing mechanism may be exerted upon a cam, where the cam is connected to the first hinge element and the biasing mechanism is in communication with the cam. The cam may be rotated about a pivot point by way of the biasing torque. A retaining mechanism may be guided inside of a passageway located in the cam. The retaining mechanism may be slid from a first cam position to a second cam position, where the retaining mechanism is connected to the second hinge element, and the first and second cam positions may be located along the passageway. The retaining mechanism may be located at the first cam position when the hinge mechanism is in the closed position and in the second cam position when the hinge mechanism is in the open position. The hinge mechanism is secured in place in the open position when the retaining mechanism is in the second cam position.
Turning now to the drawings and in particular to
In the illustration as shown, the hood 32 is in a pre-deployed position. That is, the hood 32 of the vehicle 20 is shut closed. In the event the front end 30 contacts an obstruction, the hood 32 will be deployed by the protection system 22, as seen in
As seen in
The hinge mechanism 24 may be located in a position that is generally opposite to a hood latch 36 inside of the engine compartment 34 and adjacent to a cowl 38. Thus, when the hood 32 is deployed, the predetermined distance D may be located adjacent to a windshield 42 and located generally opposite the hood latch 36. That is, the hood 32 may be raised by the hinge mechanism 32 in a direction that generally opposes a seam 25 of the hood 32 that is located along the front end 30. The seam 25 is interrupted when the hood 32 is traditionally opened for servicing meaning that the hood is raised away from the fenders 44. For example, when a user desires to check the oil, or perform maintenance to the underhood engine components such as the engine (not shown), the user detaches the hood latch 36 from the hood 32, and raises the hood 32 upwardly.
After the hood 32 is deployed by the protection system 22, a user may selectively apply a downward force DF along an outer surface 46 of the hood 32. The downward force DF urges the hood 32 from the deployed position as seen in
In the illustration as shown, the hinge mechanism 24 is secured in a closed position. That is, the first hinge strap 50 may be generally aligned with the second hinge strap 52, and the hood 32 is in the pre-deployed position.
The cam assembly 60 cooperates with both the actuator 28 and the shear pin 54. The first and second hinge straps 50 and 52 may limit rotation of the hinge mechanism 24 during deployment. The cam assembly 60 may also limit rotation of the hinge mechanism 24 during deployment as well, and operation of the hinge mechanism 24 in relation to the cam assembly 60 is discussed in greater detail below. More specifically, rotation of the hinge mechanism 24 is limited between the position as seen in
Indeed, as seen in
When the first hinge strap 50 of the hinge mechanism 24 is raised at the predetermined distance D′, the hinge mechanism 24 may be in the open position. That is, the upper surface 70 of the first hinge strap 50 may no longer generally parallel and in the same orientation with the upper surface 71 of the second hinge strap 52, and the first hinge strap 50 may be positioned at an angle from the second hinge strap 52. More specifically, the predetermined distance D′ may be formed by an angle α that may be located between the upper surface 70 of the first hinge strap 50 to the upper surface 71 of the second hinge strap 52.
At least a portion of the first hinge strap 50 and the second hinge strap 52 rotate about the common pivot point 58, and separate from one another when the hinge mechanism 24 is urged from the closed position to the open position. It should be noted that while
Operation of the cam assembly 60 in relation to the first hinge strap 50 and the second hinge strap 52 will now be discussed.
Although
In the illustration as shown, the pivot point 80 may be a pivotable pin 86 that is received by the cam 72. Indeed, as best seen in
The spring 76 may be in communication with the cam 72 for exerting a biasing force upon the cam 72, which is discussed in detail below. In the illustration as shown, the spring 76 may be wound about a shaft 88 of the pivotable pin 86. A first end 66 of the spring 76 may rest along a side surface 68 of the first hinge strap 50, and a second end 48 of the spring 76 may be in contact with an outer surface 47 of the cam 72. The first end 66 and the second end 48 are bindingly engaged by the side surface 68 of the first hinge strap 50 and the outer surface 47 of the cam 72 respectively. Because the spring 76 exerts a biasing torque, illustrated as a spring torque T upon the cam 72, the pin 74 selectively moves within the channel 78. The cam 72 is configured to rotate forward (with respect to vehicle 20) about the pivot point 80.
When the shear pin 54 is broken, the hinge mechanism 24 is urged in the direction U (seen in
The channel 78 may also include geometry that facilitates retention of the pin 74 inside of the channel 78 and limits rotation of the hinge mechanism 24. More specifically, the pin 74 is located at the second position 90, which may include specialized features to aid in securing the second hinge strap 52 at the predetermined distance D′ from the first hinge strap 50 when the hinge mechanism 24 is opened. For example, as seen in
As discussed above, after the hood 32 is deployed, a user may selectively apply the downward force DF along the outer surface 46 of the hood 32 to urge the hood 32 from the deployed position as seen in
In the illustration as shown in
Thus, as may be seen in
The pin 74 is urged into the third position 92 as a user applies the downward force DF along the outer surface 46 of the hood 32 to shut the hinge mechanism 24, as seen in
Although the hood 32 is closed shut when the pin 74 is in the third position 92, the protection system 22 may be unable to deploy the hood 32 again until the vehicle 20 is serviced. The protection system 22 is unable to deploy again because the shear pin 54 is broken and because the pin 74 needs to be re-positioned back to the third position 92. Thus, during servicing at least the shear pin 54 is replaced and the cam 72 is repositioned back to the first position 82 so that the protection system 22 may be deployed again. The cam system 60 is repositioned by rotating the cam 72 in an opposite direction from the first, second and third positions D1, D2 and D3, thereby sliding the pin 74 from the third position 92 to the first position 82. This repositioning may be done manually, that is, no special tools or equipment may be needed to slide the pin 74 inside of the channel 78.
The third position 92 of the channel 78 may be different from the first position 82. Indeed, even though the hood 32 is closed shut when the cam 72 is in both of the first position 82 and the third position 92, the first position 82 may still be located at a different location inside of the channel 78 than the third position 92. When the shear pin 54 is broken, the cam 72 is unable to retain the pin 74 in the first position 82. More specifically, the cam 72 is unable to lock the hinge mechanism 24 in the closed position when the pin 74 is in the first position 82 without the shear pin 54. This is because no mechanism or locating features are located at the channel 78 to stop the pin 74 from sliding into the second position 90.
On the other hand, the pin 74 may be retained along the third position 92 to lock the hinge mechanism 24 closed. This is because the second end 96 of the channel 78 may act as a stopper to retain the pin 74 in the third position 92. Thus, although the spring 76 is still exerting the torque T, the pin 74 has nowhere to travel inside of the channel 78. Thus, the torque T keeps the pin 74 retained in the third position 92. The geometry of the channel 78 may also include a bend 104 that may be located along a portion 114 of the channel 78. The bend 104 may facilitate rotation of the cam 72 from the second position 90 and into the third position 92.
The pin 74 may also be retained in place in the third position 92 because the first hinge strap 50 includes the slotted hole 98.
The slotted hole 98 also retains the pin 74 in the first position 82 and the second position 90. More specifically, the slotted hole 98 acts as a hard stop when the pin 74 travels from the first position 82 to the second position 90. The pin 74 rests against the first stop 100 of the slotted hole 98 when the hinge mechanism 24 is deployed into the open position. Thus, the slotted hole 98 aids in limiting deployment travel of the hood 32 to the predetermined distance D. In the illustration as shown in
Turning now to
In step 904, at least a position of the first hinge strap 50 and a portion of the second hinge strap 52 separate from one another. For example, as discussed above, the first hinge strap 50 may be generally aligned with the second hinge strap 52 when the hinge mechanism 24 is closed.
In the alternative illustration as seen in
In step 906, the spring torque T is exerted from the spring 76 upon the cam 72, where the cam 72 is connected to the first hinge strap 50, and the spring 76 is in communication with the cam 72. For example, as illustrated in
In step 908, the cam 72 is rotated about the pivot point 80 by way of the spring torque T. For example, as discussed above, the cam 72 selectively rotates about the pivot point 80. The pivot point 80 may be the pivotable pin 86 that is received by the cam 72, where the cam 72 includes the mating hole 106 that receives the pivotable pin 86. When the shear pin 54 is broken, the hinge mechanism 24 is urged upwardly in the direction U, and the second end 48 of the spring 76 exerts the torque T upon the cam 72. The cam 72 is then rotated about the pivot point 80 by the spring torque T. Process 900 may then proceed to step 910.
In step 910, the pin 74 is slid inside of the channel 78. The channel 78 may be located in the cam 74 and is slid from the first position 82 to the second position 90. The pin 74 may be connected to and acts on the second hinge strap 52. As discussed above, the first position 82 corresponds to the hinge mechanism 24 in the closed position, and the second position 90 corresponds to the hinge mechanism 24 in the open configuration. That is, the pin 74 is located at the second position 90 when the hood 32 is deployed, as seen in the illustration of
In step 912, the hinge mechanism 24 is secured at the predetermined distance D′ when the pin 74 is in the second position 90. For example, as discussed above, the channel 78 may include geometry that facilitates retention of the pin 74 inside of the channel 78 and limits rotation of the hinge mechanism 24. In one illustration, the channel 78 includes a turn 77, which secures and assists in retaining the pin 74 in place when the pin 74 is in the second position 90. Moreover, the pin 74 may also be retained in place because the first hinge strap 50 includes the slotted hole 98. The slotted hole 98 may be used for limiting travel inside of the channel 78 when the torque T is exerted by the spring 76. The pin 74 is retained by the slotted hole 98 at the second stop 102 when the pin 74 is in the second position 90. The second stop 102 may not allow for additional travel of the pin 74 in the downward direction DD. Process 900 may then proceed to step 914.
In step 914, the downwards force DF is exerted on the hood 32 of the vehicle 20, urging the hinge mechanism 24 from the open position into the closed position. For example, as discussed above, a user may apply the force DF after the hood 32 has been deployed. When the downward force DF is exerted, the hood 32 is urged from the deployed position as seen in
In step 916, the hinge mechanism 24 is secured in the closed position by the third cam position 92. The pin 74 may be guided within the channel 78 and slidable from the second cam position 90 to the third cam position 92. The third cam position 92 limits rotation of the hinge mechanism 24. More specifically, as discussed above, the channel 78 may include the second end 96 that acts as a stopper to retain the pin 74 in the third position 92. Therefore, although the spring 76 may still be exerting the torque T, the pin 74 has nowhere to travel inside of the channel 78. Process 900 may then proceed to step 918.
In step 918, the cam system 60 is reset. The cam system 60 is reset by sliding the pin 74 inside of the channel 78 from the third cam position 92 to the first cam position 90. As discussed above, during servicing the cam 72 is repositioned back to the first position 82 such that the protection system 22 may be deployed again. The cam system 60 is repositioned by rotating the cam 72 in an opposite direction from the first, second and third positions D1, D2 and D3, thereby sliding the pin 74 from the third position 92 to the first position 82. This repositioning may be done manually, that is, no special tools or equipment may be needed to slide the pin 74 inside of the channel 78. Process 900 may then terminate.
The present disclosure has been particularly shown and described with reference to the foregoing illustrations, which are merely illustrative of the best modes for carrying out the disclosure. It should be understood by those skilled in the art that various alternatives to the illustrations of the disclosure described herein may be employed in practicing the disclosure without departing from the spirit and scope of the disclosure as defined in the following claims. It is intended that the following claims define the scope of the disclosure and that the method and apparatus within the scope of these claims and their equivalents be covered thereby. This description of the disclosure should be understood to include all novel and non-obvious combinations of elements described herein, and claims may be presented in this or a later application to any novel and non-obvious combination of these elements. Moreover, the foregoing illustrations are illustrative, and no single feature or element is essential to all possible combinations that may be claimed in this or a later application.
