FIELD OF THE INVENTION
The present disclosure relates to latches for closure panels and more particularly to vehicle hood latches.
BACKGROUND OF THE INVENTION
Latches for vehicle hoods and the like are typically actuated in two stages. During a first stage a handle is actuated inside the vehicle which moves the latch from a primary closed position to secondary closed position. To release the latch completely the vehicle occupant typically must exit the vehicle and manually actuate a latch lever that is under the hood. This may be inconvenient in some situations.
In terms of lifting a hood in general, and specifically for an active pedestrian protection system, the latch is needed to provide a travel that is greater than that which is used for normal opening. Due to mechanical limitations of springs and targets for mass and packaging, the normal opening lift of the hood cannot be as high as compared to what is provided using the active pedestrian protection system.
The automotive industry is attempting to better protect pedestrians from head on collisions with vehicles. When a car hits a pedestrian in a front collision, the pedestrian can be thrown up and land on the front hood of the vehicle and/or the windshield. In an effort to lessen the harshness of the impact, and in particular to prevent the person's head from hitting the engine block or other hard point located directly underneath the hood, it is desired to actively space the hood from the engine block whenever a front end collision is detected.
It is widely recognized that the hood latch is positioned on the frontal area of the vehicle, on a YZ plane, such that a longitudinal axis of a body of the striker is positioned along the X axis extending from a front end to the rear end of the vehicle, with the Y axis extending between the opposite sides of the vehicle, and the Z axis extending vertically and transversely to the XY plane. The current state of the art provides a safety catch lever integrated into the hood latch; however, a vehicle occupant must complete two different operations to release the hood, either by themselves, or with the assistance of a person outside the vehicle, namely, pulling a latch pull mechanism from inside the vehicle, typically beneath a dashboard, and manually releasing the safety catch lever from outside of the vehicle placing a hand under the hood and grasping the safety catch lever to move it out of engagement with the striker in order to completely release the safety catch lever from the striker. Not only can this be cumbersome, but it can be difficult on occasion to locate the safety catch lever, thereby causing frustration while attempting to open the hood.
In the current art, accommodation of manufacturing tolerances for the striker extending along the X-axis direction is provided by adjusting the length of the striker body along its length, which extends along the X-axis. Further, some vehicles include two hood latches positioned on XZ plane adjacent opposite sides of the vehicle, with the safety catch mechanism and lever remaining on the front of the vehicle separate from and between the hood latches. Accordingly, the problem remains in that the safety catch must be manually and directly actuated by a person reaching under the hood.
SUMMARY OF THE INVENTION
In accordance with one aspect of the invention, a latch for a vehicle hood is provided. The latch includes a housing; a ratchet mounted on the housing for pivoting about a first pivot axis; a pawl mounted on the housing for pivoting about a second pivot axis between a first position in locked engagement with said ratchet and a second position out of locked engagement with said ratchet, with the pawl being biased into the first position. A pawl lever is mounted on the housing for pivoting about a third pivot axis. The pawl lever is configured to engage the pawl to rotate the pawl about the second pivot axis from the first position to the second position. A double pull lever is mounted on the pawl lever for pivoting about a fourth pivot axis, with the double pull lever having an abutment surface. A safety catch member is mounted on the housing for pivoting movement about a fifth pivot axis. The safety catch member is configured for selective engagement with the abutment surface of the double pull lever to pivot the safety catch member from a locked first position to an unlocked second position.
In accordance with another aspect of the invention, the third pivot axis and the fourth pivot axis are spaced apart from one another along the pawl lever.
In accordance with another aspect of the invention, a first linkage is connected to the pawl lever, with the first linkage being configured to act on the pawl lever to rotate the pawl from the first position to the second position through a first actuation of the first linkage.
In accordance with another aspect of the invention, the first linkage is configured to act on the pawl lever through a second actuation of the first linkage to drive the double pull lever about the third pivot axis to pivot the safety catch member about the fifth pivot axis and move the safety catch member from the locked first position to the unlocked second position, thereby allowing the latch to be fully unlocked via the first linkage.
In accordance with another aspect of the invention, a second linkage can be connected to the pawl, with the second linkage being configured to act on the pawl to rotate the pawl from the first position to the second position through a first actuation of the second linkage.
In accordance with another aspect of the invention, the second linkage is configured for automated actuation to automatically cause the second linkage to act on the pawl independent from the first linkage.
In accordance with another aspect of the invention, the first linkage is manually actuatable.
In accordance with another aspect of the invention, a contact surface extending from a body of the pawl is configured to selectively inhibit the engagement of the abutment surface of the double pull lever with the safety catch member, thereby controlling when the safety catch member can become biased to an unlocked position.
In accordance with another aspect of the invention, the ratchet has an abutment surface and further including a blocking member mounted on the housing for pivoting about an axis spaced from the second pivot axis, with the blocking member having a blocking surface configured to confront the abutment surface to inhibit pivoting of the ratchet.
In accordance with another aspect of the invention, the blocking member has an elongate slot adjacent the abutment surface, with the elongate slot being configured to receive the abutment when the ratchet pivots past a closed position of the latch.
In accordance with another aspect of the invention, the blocking member has an arcuate surface at a leading end of the slot for guiding the abutment in to and out of the slot.
In accordance with another aspect of the invention, a latch for a vehicle hood has a housing; a ratchet mounted on the housing and being pivotal about a first pivot axis; a pawl mounted on the housing, with the pawl being pivotal about a second pivot axis into biased engagement with the ratchet; a pawl lever mounted on the housing, with the pawl lever being pivotal about a third pivot axis for engagement with the pawl to rotate the pawl about the second pivot axis; a first linkage is coupled to the pawl lever, with the first linkage being actuatable to disengage the pawl from the ratchet during a first actuation of the first linkage; and a second linkage is coupled to the pawl, with the second linkage being operable to disengage the pawl from the ratchet through a first actuation of the second linkage independent of the first linkage.
In accordance with another aspect of the invention, a double pull lever is mounted on the pawl lever and a safety catch member is mounted on the housing, with the double pull lever being pivotal about a fourth pivot axis in response to a second actuation of the first linkage to bring the double pull lever into operable engagement with the safety catch member to pivot the safety catch member about a fifth pivot axis.
In accordance with another aspect of the invention, a latch for a vehicle hood has a housing; a ratchet mounted on the housing for pivoting about a first pivot axis; a pawl mounted on the housing for pivoting about a second pivot axis and biased into engagement with the ratchet; and a blocking member mounted on the housing for pivoting about a third pivot axis and biased into engagement with the ratchet, the second pivot axis and the third pivot axis being spaced apart from one another, the blocking member having a command surface for interacting with an abutment of the ratchet, a blocking surface for inhibiting pivoting of the ratchet when in contact with the abutment, and a slot extending along a body of the blocking member for receiving the abutment when the ratchet pivots past a closed position of the latch.
In accordance with another aspect of the invention, the blocking member having an arcuate surface at a leading end of the slot for guiding the abutment in to and out of the slot.
In accordance with another aspect of the invention, a spring is provided for biasing the blocking member in a rotational direction opposite to a rotational direction pertaining to the bias of the ratchet.
In accordance with another aspect of the invention, a latch for a vehicle hood for retaining a longitudinal axis of a body of a striker positioned along an X axis extending from a front to a rear of a vehicle is provided, with a Y axis extending between sides of the vehicle, and a Z axis representing vertical travel into and out of an XY plane. The latch includes a housing for mounting on a side area of the vehicle for positioning rotation of at least some of the latch components on an XZ plane; a ratchet of the latch components is mounted on the housing for pivoting about a first pivot axis; a pawl of the latch components is mounted on the housing for pivoting about a second pivot axis and biased into engagement with the ratchet; and a safety catch member is mounted on the housing about a third pivot axis and is configured for engagement with the striker when released from the ratchet.
In accordance with another aspect of the invention, a link lever can be coupled to the pawl for pivoting about a pivot axis for interacting with a safety catch member, wherein the safety catch member can be configured for engagement with an abutment surface of the link lever.
In accordance with another aspect of the invention, a latch includes a housing; a ratchet mounted on the housing for pivoting about a first pivot axis and having a ratchet flattened portion extending between a slot and a bottom surface spaced from the slot; a pawl mounted on the housing for pivoting about a second pivot axis and biased into engagement with the ratchet; and a safety catch member mounted on the housing for pivoting about a third pivot axis and having a flattened portion extending between a nose at a proximate end of the safety catch member and an arm connecting a proximate end of the safety catch member to the pivot axis, wherein the flattened portion facilitates contact of the ratchet by the striker while accounting for positioning tolerances of the striker along the flattened portion to force the ratchet toward a closed latch position and wherein the flattened portion facilitates contact of the safety catch member by the striker when the striker exits the slot of the ratchet placing the latch in an open position.
In accordance with another aspect of the invention, a method of constructing a vehicle hood latch is provided. The method includes providing a housing; mounting a ratchet on the housing for pivoting about a first pivot axis; mounting a pawl on the housing for pivoting about a second pivot axis between a first position in biased locked engagement with the ratchet and a second position out of locked engagement with the ratchet; mounting a pawl lever on the housing for pivoting about a third pivot axis and configuring the pawl lever to engage the pawl and rotate the pawl about the second pivot axis from the first position to the second position during a first actuation of a first actuator linkage; mounting a double pull lever on the pawl lever for pivoting about a fourth pivot axis, the double pull lever having an abutment surface; and mounting a safety catch member on the housing for pivoting movement about a fifth pivot axis and configuring the safety catch member for selective engagement with the abutment surface to pivot the safety catch member from a locked first position to an unlocked second position during a second actuation of the first actuator linkage.
In accordance with another aspect of the invention, the method further includes operably attaching the first actuator linkage to the pawl lever.
In accordance with another aspect of the invention, the method further includes operably attaching a second actuator linkage to the pawl.
In accordance with another aspect of the invention, the method further includes attaching the second actuator linkage to an actuator for automated actuation of the second actuation linkage independent of said first linkage.
In accordance with another aspect of the invention, a method of constructing a vehicle hood latch is provided. The method includes providing a housing; mounting a ratchet on the housing for pivoting about a first pivot axis; mounting a pawl on the housing for pivoting about a second pivot axis between a first position in biased locked engagement with the ratchet and a second position out of locked engagement with the ratchet; mounting a pawl lever on the housing for pivoting about a third pivot axis and configuring the pawl lever to engage the pawl and rotate the pawl about the second pivot axis from the first position to the second position during a first actuation of a first actuator linkage; coupling a first linkage to the pawl lever for disengaging the pawl from the ratchet during a first actuation of the first linkage; and coupling a second linkage to the pawl for disengaging the pawl from the ratchet through a first actuation of the second linkage independent of the first linkage.
In accordance with another aspect of the invention, the method further includes mounting a double pull lever on the pawl lever and mounting a safety catch member on the housing, with the double pull lever being pivotal about a fourth pivot axis in response to a second actuation of the first linkage to bring the double pull lever into operable engagement with the safety catch member to pivot the safety catch member about a fifth pivot axis.
In accordance with another aspect of the invention, the method further includes configuring the first linkage to be manually actuatable.
In accordance with another aspect of the invention, the method further includes configuring the second linkage for automated actuation.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing and other aspects will now be described by way of example only with reference to the attached drawings, in which:
FIG. 1A is a side view of a vehicle;
FIG. 1B is a partial perspective view of the vehicle of FIG. 1A;
FIG. 2A is a perspective view of a ratchet of a latch of a hood of the vehicle of FIGS. 1A-1B;
FIG. 2B is a plan view of FIG. 2A;
FIG. 2C is a perspective view of the ratchet of FIG. 2A shown in releasably locked engagement with a pawl of the latch;
FIG. 2D is a plan view of FIG. 2C;
FIG. 2E is a perspective view similar to FIG. 2C with a latch lever pivotally attached to the pawl and a double pull lever pivotally attached to the pawl lever;
FIG. 2F is a plan view of FIG. 2E;
FIG. 2G is a perspective view similar to FIG. 2E with a blocking member operably engaged with a travel link pin of the ratchet;
FIG. 2H is a plan view of FIG. 2G;
FIG. 2I is a perspective view similar to FIG. 2G with a safety catch member shown in a locked, restraining position;
FIG. 2J is an opposite side, flipped plan view of FIG. 2I;
FIG. 2K is a perspective view of FIG. 2J with a housing operably attached to the blocking member and the safety catch member;
FIG. 2L is an opposite side, flipped perspective view of FIG. 2K;
FIGS. 3A, 3C, 3E, 3G, 31, 3K, 3M shown a progression of a double actuation of the latch of FIG. 1A from one side of the latch, and FIGS. 3B, 3D, 3F, 3H, 3J, 3L, 3N show a corresponding progression of the double action from an opposite of the latch;
FIGS. 4A-4F show an example of the latch of FIG. 1A for different example modes of operation;
FIGS. 5A and 5B show an example of striker position variability with respect to the latch components of FIG. 1A; and
FIGS. 6A, 6C, 6E, 6G, 6I, 6K show a progression of a striker being disposed from an unlatched position external from the latch of FIG. 1A into latched engagement therewith and an example operation of a blocking member of the latch from one side of the latch, and FIGS. 6B, 6D, 6F, 6H, 6J, 6L show a corresponding progression from an opposite of the latch.
DETAILED DESCRIPTION OF THE INVENTION
Reference is made to FIG. 1A, which shows a vehicle 11 that has a hood 13, on which there is at least one striker 22. The striker 22 is capturable and releasable lockable to a vehicle hood latch, referred to hereafter as latch 10, that is mounted on the body of the vehicle 11. Referring to FIG. 1B, in one embodiment the hood latch 10 can be positioned on a frontal area or front 1 of the vehicle along a YZ plane, such that a longitudinal axis of a body of the striker 22 is positioned along an X-axis extending from the front 1 to a rear 2 of the vehicle 11, with a Y-axis extending between opposite sides 3 of the vehicle 11, and a Z-axis representing vertical travel into and out of an XY plane, such that the Z-axis extends transversely to the XY plane. In accordance with one aspect of the invention, accommodation of manufacturing tolerances for the striker 22 in the X direction can be accommodated for by simply adjusting the length of the striker 22 along the X-axis.
Further, in alternative embodiments, the vehicle 11 can have one or more hood latches 10 positioned on the XZ plane along both or either side 3 of the vehicle 11. In this embodiment, compensation for manufacturing tolerances of the striker 22 along the X direction depends on both a ratchet 12 and a safety catch member 19 (see FIG. 3B, for example). An advantage with this design is that the safety catch member 19 integrated into the hood latch 10 is located along the side(s) 3, and as such, is desirably located due to potential pedestrian injures when coming into abrupt contact with the safety catch member 19 during collisions. When the hood latch 10 is positioned on the side(s) 3 of the vehicle 11 on the XZ plane, such that a longitudinal axis of a body of the striker 22 is positioned along the Y-axis extending between the sides 3 of the vehicle 11, accommodation of manufacturing tolerances of the striker 22 in the X direction can be facilitated by configuring extended contact surfaces or portions 45, 47 (FIGS. 5A and 5B) of both the ratchet 12 and the safety catch member 19 independently of the length of the striker 22 along the Y-axis, i.e. the length dimension of the body of the striker 22 along the longitudinal axis in the Y direction.
In accordance with one aspect of the invention, as shown in FIGS. 2K and 2L, the hood latch 10 includes a mounting member, sometime referred to as frame plate and referred to hereafter as housing 20, for mounting on a frame member of the vehicle 11, such as one or both sides 3 of the vehicle 11 for rotation of latch components along the XZ plane, with a longitudinal axis of a body of a striker 22 extending along the Y axis. The hood latch 10 further includes a ratchet 12 mounted on the housing 20 for pivoting about a first pivot axis 1a, a pawl 14 mounted on the housing 20 for pivoting about a second pivot axis 1b and biased into engagement with the ratchet 12, a link lever, also referred to as a release lever or double pull lever 17, operably coupled to the pawl 14 for pivoting about a third pivot axis 4c and for interacting with a safety catch member 19, wherein the safety catch member 19 is operably mounted on the housing 20 about a fourth pivot axis 1e and configured, via a protrusion, also referred to as travel block pin or pin 3e, extending laterally outwardly therefrom, for selective engagement with an abutment surface, also referred to as receptacle or notch 5c, of the double pull lever 17. As such, a configuration of hood latch 10 can facilitate opening from inside of the vehicle with a double pull actuation of the double pull ever 17 via an actuator handle 5 inside the vehicle 11 (further described below), while also providing a safety catch function via the safety catch member 19 integrated on the housing 20 of the latch 10.
Referring to FIGS. 2A and 2B, components shown of the latch 10 include the ratchet 12 and pivot axis 1a thereof, the ratchet 12 and striker retaining area 2a thereof, a closing notch 3a of the ratchet 12 for coupling with the pawl 14 (FIG. 2B), an extra travel link rivet, also referred to has abutment or pin 4a extending laterally outwardly from a generally planar body of the ratchet 12, and release spring 5a for biasing the ratchet 12 toward a released position, which in turn allows the striker 22 to become free of the retaining area 2a.
Referring to FIGS. 2C and 2D, further components shown of the latch 10 include the pawl 14 and pivot axis 1b thereof, wherein the pawl 14 and ratchet retaining member, also referred to as ratchet retaining protrusion or area 2b thereof, are configured for operable coupling with the ratchet 12. The pawl 14 includes a pawl lever contact surface, notch or profile surface 3b, for engagement with a pawl lever 15 (FIGS. 2E and 2F), wherein the pawl lever 15 has a command profile extending transversely from a main, generally planar body of the pawl lever, also referred to as tang or tab 2c configured for receipt in the profile surface 3b of the pawl 14. The pawl 14 also includes a double pull lever contact profile, also referred to as extension, protrusion or arm 4b, for operable coupling with a double pull lever 17. The pawl 14 further includes a ratchet retaining area or protrusion 2b for operable engagement and disengagement with a closing recess or notch 3a in the ratchet 12 and a pedestrian link area slot or region 5b for operable connection with an actuator member 33, such as a cable, by way of example and without limitation, which in turn is configured in operable connection with an actuator device 31, discussed further below. A spring member 6b is provided for operable attachment to the pawl 14 and the housing 20 for biasing the pawl 14 toward a first closed, locked position which coincides with a closed position of the latch 10, and into restraining contact with the ratchet 12. Rotation of the pawl 14 about the axis 1b in response to actuation thereof via the actuator member 33 and in response to bias of the spring member 6b provides for disengagement and engagement of the ratchet retaining protrusion 2b with the closing notch 3a, thus resulting in rotation of the ratchet 12 about pivot axis 1a.
Referring to FIGS. 2E and 2F, further components/features shown of the latch 10 include a fixed pivot axis 1c for the pawl lever 15, corresponding with the pawl pivot axis 1b, an internal handle actuator link connection feature or area 3c on the pawl lever 15 for operable connection with a first actuator linkage, referred to hereafter as first linkage, passive linkage or linkage 21 (e.g. cable), for causing the pawl lever 15 to rotate about the pivot axis 1c upon being actuated, such as from inside the vehicle via the handle 5. Further features include the double pull lever axis 4c about which the double pull lever 17 rotates, safety catch command profile or notch 5c within the double pull lever 17 for engaging the double pull link pin 3e (FIG. 2J) of the safety catch member 19, a pawl contact profile or surface 6c of the double pull lever 17 for sliding abutment with the double pull lever contact arm 4b of the pawl 14, a spring member 7c operable to bias the pawl lever 15 toward a closing direction and for biasing the double pull lever 17 in a clockwise direction. Accordingly, pulling actuation movement of the linkage 21 causes rotation of both the pawl 14 and the pawl lever 15 about respective pivot axes 1b, 1c, thus causing disengagement between the ratchet 12 and the pawl 14 by removing the retaining protrusion 2b of the pawl 14 from the closing notch 3a of the ratchet 12, as well as causing the pawl contact surface 6c of the double pull lever 17 to engage the double pull link pin 3e of the ratchet 12.
Referring to FIGS. 2G and 2H, further components/features shown of the latch 10 include a pivot axis 1d for a blocking member 23, a ratchet pin command profile, also referred to as camming surface or surface 2d on the blocking member 23 configured for operable engagement with a ratchet pin 4a of the ratchet 12, an extra travel block profile, abutment or surface 3d for operably confronting and contacting the ratchet pin 4a when restricting extra travel of the ratchet pin 4a is desired, such as during closing of the latch 10, and a spring member 4d for biasing the blocking member 23 toward a closed position into engagement with the ratchet 12. With the above components/features, the latch 10 prevents the striker 22 from unwanted over travel, such as while closing the hood 13, and also allows for desired striker 22 over travel, such as during a crash, e.g. the hood 13 is impacted by a pedestrian.
Referring to FIGS. 2I and 2J, further components/features shown of the latch 10 include the safety catch member 19 provided as a separate member to the ratchet 12 and rotatable about a different axis 1e spaced from the pivot axis 1a of the ratchet 12, a safety catch command profile or surface 2e of the safety catch member 19 for selectively engaging and obstructing the striker 22 when the striker 22 is initially released from the striker retaining area 2a of the ratchet 12, an extra travel block profile or surface or pin 3e extending outwardly from the safety catch member 19 for operable engagement with the safety catch command profile or notch 5c of the double pull lever 17, and a spring member 4e for biasing the safety catch member 19 for rotation towards a counterclockwise closed direction. In FIGS. 2K and 2L, the housing 20 for supporting the components/features of the latch 10 discussed above is shown, wherein it is to be recognized that the housing 20 can provide attachment points for at least some of the aforementioned spring members, as shown, and can provide attachments of pins/axles which provide the pivot axes 1a, 1b, 1c, 1d, 1e, by way of example and without limitation. It will be readily recognized by those skilled in the hood latch art that the housing 20 also provides for operable connection of the latch 10 to the body of the vehicle 11 via any suitable fastening mechanism.
In according with a further aspect of the invention, the latch 10 can include a housing 20, a ratchet 12 operably mounted on the housing 20 for pivoting about the first pivot axis 1a, a pawl 14 mounted on the housing 20 for pivoting about the second pivot axis 1b and biased into engagement with the ratchet 12, the pawl lever 15 mounted on the housing 20 for pivoting about the third pivot axis 1c and for engaging the pawl 14 to rotate the pawl 14 about the second pivot axis 1b, and a double pull lever 17 operably mounted on the pawl lever 15 for pivoting about the fourth pivot axis 4c and for interacting with a safety catch member 19, wherein the third pivot axis 1c and the fourth pivot axis 4c are spaced apart from one another along a body of the pawl lever 15. The latch 10 can have a linkage 21 operably connected to the pawl lever 15 for acting on the pawl lever 15 to selectively disengage the pawl 14 from the ratchet 12 through a selective first actuation of the linkage 21. After the initial first actuation, the safety catch member 19 still acts to obstruct the striker 22 and maintain the latch 10 in a secondary closed position, such the hood 13 remains closed. The latch 10 can have the linkage 21 configured to act a second time during a second actuation on the pawl lever 15 through a selective second actuation of the linkage 21, after the first actuation, to drive the double pull member 17 about the second pivot axis 1c to drive rotation of the safety catch member 19 about the fifth pivot axis 1e of the housing 20 and effectively move the safety catch member 19 out from obstruction with the striker 22, thereby allowing the hood 13, and striker 22 attached thereto, to be raised to a fully open position. The latch 10 can have the pivoting of the pawl lever 15 about the third axis 1c be independent of the pivoting of the double pull lever 17 about the fourth axis 4c.
The latch 10 can have the second pivot axis 1b and the third pivot axis 1c as the same axis, thereby being coaxial. The safety catch member 19 can be mounted on the housing 20 about the fifth pivot axis 1e and configured (e.g. via pin 3e) for selective operable engagement with the abutment surface 5c of the double pull lever 17 during a second actuation operation. The latch 10 can have the protruding double pull contact arm 4b extending from a main body of the pawl 14 configured to selectively inhibit engagement of the abutment surface 5c with the safety catch member 19, as desired. The latch 10 can have the biasing spring member 7c configured to bias both the pawl lever 15 and the double pull lever 17 for operable movement relative to one another.
In accordance with a further aspect of the invention, the latch 10 can have a housing 20, a ratchet 12 mounted on the housing 20 for pivoting about the first pivot axis 1a, a pawl 14 mounted on the housing 20 for pivoting about the second pivot axis 1b between a first position in locked engagement with the ratchet 12 and a second position out of locked engagement with the ratchet 12, wherein the pawl 14 is biased into the first position into selectively locked engagement with the ratchet 12, and a blocking member 23 mounted on the housing 20 for pivoting about a third pivot axis 1d and biased into engagement with the ratchet 12, the second pivot axis 1b and the third pivot axis 1d being spaced apart from one another, the blocking member 23 having a command surface 2d for interacting in operable engagement with the abutment 4a of the ratchet 12, a blocking surface 3d configured to confront and inhibit pivoting and over-travel of the ratchet 12 when in contact with the abutment 4a, and an elongate, arcuate slot 27 extending along the body of the blocking member 23 for receiving the abutment 4a when the ratchet 12 pivots past a closed position of the latch 10. The blocking member 23 can have an arcuate surface 29 originating at a leading end of the slot 27 to facilitate guiding the abutment 4a smoothly into and out of the slot 27. The latch 10 can include a spring member 4d for biasing the blocking member 23 in a rotational direction opposite to the biased rotational direction of the ratchet 12.
Referring to FIGS. 3A and 3B, the latch 10 is shown in a fully locked, closed position, also referred to as primary closed position, such that the pawl 14 is engaged with the ratchet 12, the striker 22 is seated in the striker retaining area 2a, the surfaces 3a and 2b are engaged, thus restraining and maintaining the ratchet 12 in the closed position, with the hood 13 being fully closed. It is noted that the travel block pin 3e may not be engaged with the abutment surface 5c in the closed position. Also, abutment 4a can be in contact with the ratchet pin command surface 2d and located, at least in part, within the slot 27 of the blocking member 23. Referring to FIGS. 3C and 3D, the linkage 21 is actuated along the direction of arrow A (e.g. manual pull of the handle 5 by a vehicle occupant, by way of example and without limitation) and the pawl lever 15 is pulled against the bias of spring member 7c and engages the pawl 14 by contact of pawl lever contact surface 3b with the pawl command profile or notch 2c by pivoting about axis 1b, 1c. Also, the double pull lever contact arm 4b of the pawl 14 engages with the pawl contact surface 6c of the double pull lever 17 in order to inhibit engagement between the safety catch command surface 5c of the double pull lever 17 and the travel block pin 3e of the safety catch member 19.
Referring to FIGS. 3E and 3F, continued pulling actuation of the linkage 21 along the direction of arrow A continues to pivot the pawl 14 about pivot axis 1b to cause disengagement of the pawl 14 from the ratchet 12 (i.e. disengagement of ratchet retaining protrusion 2b from the closing notch 3a). Noted is that the double pull lever 17 pivots about axis 4c and remains disengaged with travel block pin 3e (e.g. pawl contact surface 6c versus abutment surface 5c is in contact with the travel block pin 3e).
Referring to FIGS. 3G and 3H, once the ratchet retaining protrusion 2b and closing notch 3a disengage, the ratchet 12 suddenly and automatically rotates about pivot axis 1a under the bias of the ratchet biasing release spring 5a from the locked, closed position to an unlocked first open position and releases the striker 22 from the striker retaining area 2a, wherein the striker 22 is then obstructed, intercepted, blocked and engaged by the safety catch command profile, also referred to as striker retaining area 2e of the safety catch member 19. The ratchet 12 is restrained from further travel by a stop 25, shown in FIGS. 2K, 3G-3N, 4A-B, 4D, 5A-B, 6B-D, which can be formed by a bent portion or tab of the housing 20, as shown in FIGS. 2K, 4A-B, by way of example and without limitation, and the blocking member 23 is caused to rotate about pivot axis 1d via cammed engagement between ratchet pin command surface 2d and arcuate surface 29 of the blocking member 23 and ratchet pin 4a. Accordingly, abutment 4a moves automatically with rotation of the ratchet 12. In this released configuration, the latch 10 is now is a first open position, less than completely open and is selectively prevented from moving to a fully open state, also referred to as secondary or partially closed position, such that the striker 22 is released from the ratchet 12 but is still restricted and prevented from further travel along the Z-direction by the safety catch member 19, and thus, the striker 22 is not completely unlatched from the latch 10.
Referring to FIGS. 31 and 3J, after actuation of, and upon release of the linkage 21, the spring member 7c acts on the pawl lever 15 and/or the double pull lever 17 to position the pawl lever 15 back into a rest position through pivoting about axis 1b and the double pull lever 17 by pivoting about axis 4c to engage with the travel block pin 3e. It is also noted that the pawl 14 can remain in contact with the ratchet 12 and that in this position, the latch 10 is in position for the second pulling actuation via the linkage 21 along the direction of arrow A in order to intentionally and selectively drive the safety catch member 19 from a closed and locked first position, wherein the safety catch member 19 is in position to obstruct and prevent the striker 22 from releasing from the latch 10, to a second open and completely unlocked position, wherein the safety catch member 19 is moved out of obstruction in relation to the striker 22 to allow the striker 22 to be moved out from engagement with the safety catch member 19 and released from the latch 10, thus positioning the latch 10 in a second open position.
Referring to FIGS. 3K and 3L, as the linkage 21 is actuated and pulled along the direction of arrow A a second time, the pawl 14 is rotated about pivot axis 1b, the pawl lever 15 is pivoted about axis 1c, and the double pull lever 17 remains engaged with the travel block pin 3e of the safety catch member 19 to rotate the safety catch member 19 about pivot axis 1e and out of restraining engagement with the striker 22, thus freeing the striker 22 from being retained by the striker safety catch retaining area 2e. At this point the latch 10 can be referred to as fully open and the hood 13 can be raised further without interference from the latch 10.
Referring to FIGS. 3M and 3N, upon release of the linkage 21, the pawl 14 returns to its rest position under influence of spring member 6b, the ratchet 12 remains open and ready to receive the striker 22 under influence of spring 5a, the pawl lever 15 can be released back to its rest position under the influence of spring member 7c and the double pull lever 17 remains in contact with the travel block pin 3e in cooperation with the abutment surface 5c and the double pull lever contact arm 4b of the pawl 14. Also noted is that the safety catch member 19 can rotate back about the pivot axis 1e under the influence of spring member 4e, as desired.
FIGS. 3A-3N show operation of the latch 10 in a passive mode (performed manually by vehicle operator within the vehicle cabin, such as via handle 5) facilitated by multiple actuations of the double pull lever 17 via the linkage 21. The striker 22 can be positioned in a number of positions of the latch 10, such as retained by the ratchet 12, referred to as closed or latched or primary closed position, unrestrained by the ratchet 12 but restrained by the safety catch member 19, referred to as a first open or secondary closed restrained or secondary closed position, and unrestrained by both the ratchet 12 and the member 19, referred to as second open or completely open position.
The ratchet 12 is pivotally connected to the housing 20 and is movable between a closed position and an open position. The pivotal movement of the ratchet 12 may take place about the axis 1b provided by a pin that is mounted to the housing 20. In the closed position, the ratchet 12 inhibits the withdrawal of the striker 22, which is mounted on the vehicle hood 13 or other closure panel, from the fish-mouth-shaped striker retaining area 2a. In the open position, the striker 22 is released from the striker retaining area 2a and allowed to be brought into retained engagement with the safety catch surface 2e of the safety catch member 19, and further, when the safety catch member 19 is pivoted to a fully released and open position, the striker 22 is generally free such that the hood 13 may be fully opened.
In one example, a body of the ratchet 12 can have a hook-shaped portion forming an upper portion of the fish-mouth-shaped striker retaining area 2a for preventing release of the striker 22 from the retaining area 2a when the pawl 14 and ratchet 12 are in the primary closed position. The secondary closed position of the latch 10 is defined as the position when the striker 22 is outside of the striker retaining area 2a, while at the same time being restricted from upward movement along the Z-direction by a hooked nose portion 48 of the safety catch member 19 from leaving the latch 10 (i.e. placing the latch 10 in an open state). The ratchet 12 is biased toward the open position by the ratchet biasing member, also referred to as release spring 5a. The ratchet biasing member 5a may be, for example, a torsion spring. The torsion spring 5a may extend around a pin and may have a first end anchored in a slot of the pin and a second end that fixedly engages the ratchet 12. The pawl 14 is pivotally attached to the housing 20 and is movable between a primary locking or closed position, a secondary locking or closed position and an open unlocking position.
Referring to FIGS. 3A-3N, the double pull operation of the linkages 21 is facilitated by the double pull lever 17 pivoted on the pawl lever 15. This double pull lever 17 doesn't engage the safety catch member 19 with substantial force during the first actuation of linkage 21 (e.g. first manual pull of handle 5), rather the double pull lever 17 forcibly engages the safety catch member 19 during a second actuation of the double pull lever 17 via linkage 21 (e.g. second manual pull of handle 5) after the double pull lever 17 returns to a rest position after the first actuation. As such, it is anticipated that the linkage 21 acted upon by the first actuation is allowed to come to rest by a pause (also referred to as an absence or substantial absence in force on the linkage 21 or reduction in force as compared to forces applied in the first and second activations), and then the linkage 21 is acted upon a second time after the pause. After the first activation, the ratchet 12 is disengaged from the pawl 14 under the bias of the spring member 5a and the striker 22 is then released from the striker retaining area 2a of the ratchet 12 and is then contained by the safety catch member 19 against the striker retaining area 2e (while the striker retaining area 2e blocks travel of the striker 22 such that the hood 13 is prevented from opening). The second activation imparted on the linkage 21 releases the striker 22 from being contained by the safety catch member 19 by forcing rotation of the safety catch member 19 about the pivot axis 1e, thereby moving the striker retaining area 2e out of engagement with the striker 22 and allowing unrestrained movement of the striker 22 and hood 13 fixed thereto.
A pop-up system 31 (see FIG. 1B—for example, a mechanical and/or electrical and/or chemically actuated crash system) can be located on the vehicle 11 in order to maintain the hood 13 in an unlatched position (e.g. after the first activation and/or after the second activation of the double pull lever 17). The pop-up system 31, including a sensor configured in operable communication with an actuator, can be attached to the hood 13 and/or any of the latch components 12, 14, 17, 19, 21, 23. Accordingly, it is to be recognized that the pop-up system 31 could be on or adjacent to the hood 13 and/or integrated on the latch 10 as desired.
Referring to FIGS. 4A and 4B, respectively shown are a passive embodiment of the latch 10 and an active embodiment of the latch 10. In the passive embodiment, the latch 10 is configured to be actuated manually by linkage 21 connected to the pawl lever 15 for a double actuation operation, such that in advance of the first actuation of the linkage 21 the double pull lever 17 is disengaged from the safety catch member 19, i.e. the safety catch abutment surface 5c is out of engagement/alignment with the travel block pin abutment 3e of the safety catch member 19. Only after a manual first actuation of the linkage 21 along the direction of arrow A is the safety catch abutment surface 5c put into engagement/alignment with the travel block pin abutment 3e of the safety catch member 19 so that the double pull lever 17 can force rotation of the safety catch member 19 about the pivot axis 1e during the second actuation of the linkage 21. In contrast, in the active embodiment of FIG. 4B, the latch 10 is configured to be automatically actuated by a second actuator linkage, referred to hereafter as second linkage, active linkage or linkage 33, connected to the pawl 14 in a single actuation mode, such that in advance of the single or first actuation of the linkage 33 along the direction of arrow A, the double pull lever 17 is engaged with the safety catch member 19, i.e. the safety catch abutment pin 5c is in engagement/alignment with the travel block pin abutment 3e of the safety catch member 19. In the active embodiment, the block element 23 can be, and is shown as being replaced by a blocking abutment 35 to restrict over travel of the striker 22 via over rotation of the ratchet 12 upon closing of the latch 10. The linkage 33 can be coupled to the pawl 14 via a slot or groove 5b in the pawl 14, thus providing for unhindered movement of the pawl 14 about the pivot axis 1b during normal operation of the latch 10, i.e. during the manual passive mode operation of the latch 10 as described above. For example, the linkage 33 could be automatically actuated by the actuator of the pop up system 31 when a potential crash condition is sensed by an associated sensor (not shown) configured in operable communication with the actuator, which in turn is configured in operable communication with the linkage 22, thereby automatically, upon actuation of the linkage 33 by the pop up system 31 independent of manual operation of the linkage 21. Actuation of the linkage 33 provides for release of the striker 22 to the first open position (in the event that the safety catch member 19 is not removed from blocking exit of the striker 22), which in turn provides increased space between the hood 13 and the underlying engine, thereby providing enhanced cushion or dampening should a pedestrian impact the hood 13, or to the second open position (in the event that the safety catch member 19 is removed from blocking exit of the striker 22) via biasing influence of the double pull lever 17 on the safety catch member 19.
Referring to FIG. 4C, the linkage 21 is coupled to the pawl lever 15 for the passive mode operation and the linkage 33 is coupled to the pawl 14 for the active mode operation. As shown, the latch 10 is in the closed or latched position with the double pull lever 17 engaged with the safety catch member 19 via the travel block pin abutment 3e. Referring to FIG. 4D, the linkage 33 has been activated (e.g. pulled along the direction of arrow A), causing simultaneous co-rotation of the pawl 14 and the double pull lever 17 about the pivot axis 1b. It is recognized that the co-rotation of the pawl 14 and the double pull lever 17 about the pivot axis 1b can occur while the relative orientation (i.e. angular) between the pawl lever 15 and the double pull lever 17 about the pivot axis 4c remains constant, i.e. the double pull lever 17 does not rotate about the pivot axis 4c while the double pull lever 17 and the pawl lever 15 rotate about the pivot axis 1b. The inhibition of rotation of the double pull lever 17 during the first actuation of the pawl 14 is facilitated by the travel block pin abutment 3e remaining engaged with abutment surface 5c and through contact of the travel block pin abutment 3e by the pull lever contact arm 4b.
Referring to FIG. 4D, any further actuation of the linkage 33 during the first actuation could cause the safety catch member 19 to rotate out from its safety latch protective position and allow the striker 22 to move from the first open position (FIG. 4D) to the second open position (FIG. 4E). It is recognized that in either of the first open position shown in FIG. 4D or the second open position shown in FIG. 4E, the hood 13 is free to absorb any movement caused by impact, such as with a pedestrian or other object, thereby forcing the hood 13 to move from the open position (first or second) and back toward the closed or latched position.
As shown in FIGS. 4A-4F, a latch 10 having a housing 20, a ratchet 12 mounted on the housing 20 for pivoting about a first pivot axis 1a, a pawl 14 mounted on the housing 20 for pivoting about a second pivot axis 1b and biased into engagement with the ratchet 12, a pawl lever 15 mounted on the housing 20 for pivoting about a third pivot axis 1c and for engaging with the pawl 14 to rotate the pawl 14 about the second pivot axis 1b, a double pull lever 17 mounted on the pawl lever 15 for pivoting about a fourth pivot axis 4c and for interacting with a safety catch member 19, a linkage 21 coupled to the pawl lever 15 for acting in a passive mode on the pawl lever 15 to disengage the pawl 14 from the ratchet 12 through a first actuation of the linkage 21, and a linkage 33 coupled to the pawl 14 for acting in an active mode on the pawl 14 to disengage the pawl 15 from the ratchet 12 through a first actuation of the linkage 33. The latch 10 can have the linkage 33 configured for acting on the pawl 14 through a continuation (e.g. without pause) of the first actuation of the linkage 33 to drive the double pull member 17 about the second pivot axis 1c to drive rotation of the safety catch member 19 about a fifth pivot axis 1e of the housing 20 in order to position the striker 22 in the second open position. As such, FIGS. 4A-4E show various operations of a pedestrian actuator (e.g. linkage 33) directly linked to the pawl 14.
Referring to FIGS. 5A and 5B, shown is the latch 10 configured to have variable positioning of the striker longitudinal axis 40 along the X axis (either positively or negatively from a desired intermediate position, as desired), as facilitated by the shape profile 42, 44 of both the striker retaining area 2a of the ratchet 12 and the striker retaining area 2e of the safety catch member 19. Referring to the shape profile 44 of the safety catch member 19, the shape profile 44 has a generally flattened portion 45 (e.g. can be of an approximately linear or arcuate profile) extending between a nose 48 at a proximate end of the safety catch member 19 and an arm 50 connecting the proximate end of the safety catch member 19 to the pivot axis 1e. The flattened portion 45 can be shaped so as to retain the striker 22 in various positions along the shape profile 44 after exiting the ratchet 12, depending upon the position of the striker 22 along the X axis with respect to a mounting location (and ultimate positioning of the safety catch member 19) of the latch 10 on the vehicle 11. In one embodiment, the length of the flattened portion 45 from nose 48 to the arm 50 can be between two and three widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation. In another embodiment, the length of the flattened portion 45 from nose 48 to the arm 50 can be between one and two widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation. In yet another embodiment, the length of the flattened portion 45 from nose 48 to the arm 50 can be between one and three widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation.
Referring to the shape profile 42 of the ratchet 12, the shape profile 42 has a flattened portion 47 (e.g. can be of an approximately linear or arcuate profile) extending between the slotted striker retaining area 2a and the bottom ratchet retaining area, also referred to as closing notch 3a (e.g. cam surface) spaced from the striker retainer area 2a. The flattened portion 47 can be shaped so as to retain the striker 22 in various positions along the shape profile 42 before reentering the slotted striker retaining area 2a of the ratchet 12 upon closing of the hood 13 and latch 10, depending upon the position of the striker 22 along the X axis with respect to a mounting location (and ultimate positioning of the ratchet 12) of the latch 10 on the vehicle 11. In one embodiment, the length of the flattened portion 42 from slotted striker retaining area 2a to closing notch 3a can be between two and three widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation. In another embodiment, the length of the flattened portion 47 from slotted striker retaining area 2a to closing notch 3a can be between one and two widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation. In yet another embodiment, the length of the flattened portion 47 from slotted striker retaining area 2a to closing notch 3a can be between one and three widths of a cross sectional dimension (e.g. diameter) of the striker body, by way of example and without limitation. It is recognized that preferably both the ratchet 12 and the safety member 19 have cooperating flattened portions 45, 47, so as to facilitate contact of the ratchet 12 by the striker 22 while accounting for positioning tolerances in the X axis to force the ratchet 12 toward the closed latch position, while also to facilitate contact of the safety catch member 19 by the striker 22 when the striker 22 exits the slotted striker retaining area 2a of the ratchet 12 and places the latch 10 in the first open position. It is recognized that the cooperating flattened portions 45, 47 are spaced apart and opposite, generally mirrored relation with one another when the latch 10 is in the first open position. Further, it is recognized that the flattened portions 45, 47 are both positioned about an XY plane orientation when the latch 10 is in the first open position.
A latch 10 having a ratchet 12 mounted on the housing 20 for pivoting about a first pivot axis 1a and having a ratchet flattened portion 47 extending between a striker retaining area 2a and a closing notch 3a spaced from the striker retaining area 2a, a pawl 14 mounted on the housing 20 for pivoting about a second pivot axis 1b and biased into engagement with the ratchet 12, and a safety catch member 19 mounted on the housing 20 for pivoting about a third pivot axis 1e of the housing 20 and having a flattened portion 45 extending between a nose 48 at a proximate end of the safety catch member 19 and an arm 50 connecting the proximate end of the safety catch member 19 to the pivot axis 1e, wherein the flattened portion 47 facilitates contact of the ratchet 12 by the striker 22 while accounting for positioning tolerances of the striker 22 along the flattened portion 47 to force the ratchet 12 toward a closed latch position and the flattened portion 45 facilitates contact of the safety catch member 19 by the striker 22 when the striker 22 exits the striker retaining area 2a of the ratchet 12, placing the latch 10 in the first open position.
Referring to FIGS. 6A-6L, shown is an operation of the latch 10 when being operated from the second or fully open position toward the closed or latched position. Accommodated for are both conditions for “blocking” any over travel of the ratchet 12 away from the closed position under the influence of the hood 13 momentum (e.g. under the duress of an impact with a pedestrian) as well as for allowing or providing for over travel of the ratchet 12 away from the closed position under the influence of the momentum of the hood 13 (e.g. under the duress of an impact with a pedestrian). In FIGS. 6A and 6B, shown is travel of the striker 22 toward impact with the nose 48 of the safety catch member 19 when the latch 10 is in the second open position (e.g. completely unlocked and fully open). In this orientation, both of the flattened portions 45, 47 are opposed to one another and ready to receive the striker 22. The ratchet 12 is held in this position by an abutment 25, as the spring 5a biases the ratchet 12 about the pivot axis 1a toward the abutment 25. The extra travel link pin abutment 4a of the ratchet 12 is also in contact with the arcuate nose portion 29 of the blocking member 23. In FIGS. 6C and 6D, the striker 22 has contacted the nose 48 of the safety catch member 19 and pushed against the bias of the spring 4E to pivot the safety catch member 19 about the pivot axis 1e to cause the striker 22 to enter an interior 57 of the safety catch member 19 containing the flattened portion 45, while the flattened portion 47 is positioned to receive and obstruct the striker 22.
Referring to FIGS. 6E and 6F, the striker 22 contacts the flattened portion 47 of the ratchet 12 causing the ratchet 12 to rotate about the pivot axis 1a away from the abutment 25 against the bias of the spring 5a. For example, the safety catch member 19 can rotate back into position above the ratchet 12 under the influence of the safety catch member spring 4e once the striker 22 loses contact with the safety catch member 19 as it travels past the safety catch member 19 toward the ratchet 12. Referring to FIGS. 6G and 6H, the striker 22 is now retained in the slotted striker retaining area 2a of the ratchet 12 and the extra travel link pin abutment 4a of the ratchet 12 has moved from the nose portion 29 of the blocking member 23 to come into contact with the extra travel blocking abutment 3d. It is noted that in this blocked position, the ratchet 12 is spaced apart from engagement with the pawl 14, i.e. closing notch surface 3a and ratchet retaining protrusion 2b are out of contact with one another. Further, the blocking abutment 3d is sloped away from an entrance of the slot/groove 27, so as to discourage entry of the travel link pin abutment 4a into the slot 27 once blocked. In FIGS. 6I and 6J, under influence of the bias of the release spring member 5a, ratchet 12 rotates about the pivot axis 1a toward the pawl 14 to engage the surfaces 2b, 3a, thereby placing the ratchet 12 in the closed position. When this occurs, movement of the ratchet 12 removes influence of the sloped surface of the abutment 3d from the travel link pin abutment 4a of the ratchet 12 and thus, allows the bias of the spring member 4d to rotate the blocking member 23 about the pivot axis 1d to encourage entry of the travel link pin abutment 4a into the slot 27. At this stage, any further travel of the striker 22 against the bias of the release spring member 5a will be provided for as over travel by the latch 10 by accommodating travel of the travel link pin abutment 4a along the slot 27 toward the end or bottom of the slot (see FIGS. 6K and 6L) without influence of the blocking abutment 3d on the travel link pin abutment 4a, as forced movement of the striker 22 against the bias of the release spring member 5a. It is anticipated that once the force of the striker 22 against the bias of the release spring member 5a is abated, the bias of the release spring member 5a will return the ratchet 12 into contact with the pawl 14 (see FIGS. 6I and 6J).
Accordingly, the blocking member 23, as part of the latch 10, provides a solution where striker 22 over travel is blocked during a hood 13 closing and provided for when a pedestrian crash occurs. The blocking member 23 can act as a dedicated lever in contact with the ratchet 12 to block the ratchet 12 rotation in case of closing with high speed, then change position about the pivot axis 1d through action of the spring 5a leaving the ratchet 12 free to rotate in extra travel away from engagement with the pawl 14 in the latch closed position, as compared to rotation of the ratchet 12 toward the pawl 12 toward the closed position from the open position (first or second) when normal travel (defined as travel of the striker 22 between the closed and open positions) of the striker 22 is experienced by the latch 10 components.
The above-described embodiments of the invention are intended to be examples of the present invention and alterations and modifications may be effected thereto, by those of skill in the art, without departing from the spirit of the invention, which is ultimately defined by the broadest interpretation of allowed claims related to this disclosure.
Patent Application
20160340941
