Exemplary embodiments of the present invention relate generally to latches and, more particularly, to latches for vehicles.
Some known vehicles typically include displaceable panels such as doors, windows, hood, trunk lid, hatch and the like which are affixed for hinged or sliding engagement with a vehicle body. Cooperating systems of latches and strikers are typically provided to ensure that such panels remain secured in their fully closed position when the panel is closed.
A door latch typically includes a forkbolt that is pivoted between an unlatched position and a primary latched position. The forkbolt is typically held in the primary latched position by a detent lever that pivots between an engaged position and a disengaged position. The detent lever is typically spring biased into the engaged position and thus, holds the forkbolt in the primary latched position when in the engaged position and releases the forkbolt when it is moved to the disengaged position so that the door can be opened.
The forkbolt is pivoted to the primary latched position by a striker attached to, for example, an associated doorjamb when the door is closed. Once in the primary latched position, the detent lever engages the forkbolt to ensure the assembly remains latched.
Accordingly, it is desirable to provide a latch assembly wherein the detent lever is prevented from inadvertently being moved into a disengaged position.
In one non-limiting embodiment, a latch system for a door of a vehicle is provided. The latch system includes a latch assembly, an accelerometer configured to measure acceleration of the vehicle, and a controller communicatively coupled to the accelerometer. The controller is configured to control an operation of the latch assembly, and the controller prevents transition of the latch assembly to a disengaged position when the measured acceleration exceeds a predetermined threshold to facilitate preventing the door from opening.
In another non-limiting embodiment, a vehicle is provided. The vehicle includes a door and a latch system for the door. The latch system includes a latch assembly, an accelerometer configured to measure acceleration of the vehicle, and a controller communicatively coupled to the accelerometer. The controller is configured to control an operation of the latch assembly, and the controller prevents transition of the latch assembly to a disengaged position when the measured acceleration exceeds a predetermined threshold to facilitate preventing the door from opening.
In yet another non-limiting embodiment, a method of controlling a latch assembly for a door of a vehicle is provided. The method includes communicatively coupling a controller to the latch assembly, communicatively coupling an accelerometer to the controller, measuring, with the accelerometer, an acceleration of the vehicle, and determining whether or not to disengage the latch assembly based on whether the measured acceleration exceeds a predetermined threshold.
The above-described and other features and advantages of the present invention will be appreciated and understood by those skilled in the art from the following detailed description, drawings, and appended claims.
Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which:
Exemplary embodiments of the present invention relate to an apparatus and method for providing a latch assembly. Furthermore, exemplary embodiments are directed to a latch assembly having a forkbolt movably secured thereto for movement between a latched position and an unlatched position. The latch assembly further comprises a detent lever capable of movement between an engaged position and a disengaged position, the detent lever retains the forkbolt in the latched position when the detent lever is in the engaged position and an engagement surface of the detent lever contacts an engagement surface of the forkbolt. The latch assembly also includes an inertia block out assembly having an electronic override control system for preventing the detent lever from moving into the disengaged position until a predetermined force is applied to the detent lever to move it to the disengaged position when the forkbolt is in the latched position and the block out mechanism is disengaged.
The door latch functions in a well-known manner to latch the door when it is closed and to lock the door in the closed position or to unlock and unlatch the door so that the door can be opened manually.
In general terms, the door latch has a forkbolt that engages a striker in the door jamb to latch the door when it is closed and a spring biased detent lever that engages and holds the forkbolt in the latched position. The door latch also typically has a release mechanism for moving the detent to a position releasing the forkbolt so that the door can be unlatched and opened and a lock-unlock mechanism for disabling the release mechanism to prevent unauthorized unlatching of the door.
In one non-limiting exemplary embodiment, the latch assembly is configured to block the detent lever in order to avoid any undesired opening especially when the latch or detent lever could be exposed to a high acceleration.
Reference is made to the following U.S. Pat. Nos. 3,969,789; 6,053,543; 6,568,741; 8,376,416, and U.S. Pat. Pub. No. 2002/0163207, the contents each of which are incorporated herein by reference thereto.
Inertia mechanisms have long been applied to vehicle door latch systems in an effort to control the motion of internal components in the event of a crash condition that would otherwise serve to retain the door to the body of the vehicle.
Since the structural and release mechanisms of most vehicle latches are manufactured from steel or structural thermoplastic resin, they are susceptible to this form of inertial load and thus can release inadvertently.
Some forms of inertia mechanisms employ the use of a counter-balancing mass on a lever that, when a specified level of inertia is encountered, will translate or rotate a blocking member to effectively block out a specific latch or handle component resulting in an enhanced level of inertia performance. Other forms of inertia enhancement systems rely on electromechanical means (motor and gears, solenoid, etc.) to translate or rotate the aforementioned blocking member.
Both of the systems mentioned above have limitations such as the vector to which the inertia is applied, the level of inertia, corrosion, and system deformation.
One possible solution to the aforementioned inertial energy application is to employ a responsive system, much like air bag technology that is currently used in nearly every new vehicle produced. This type of system would react to energy levels instantaneously applied to the vehicle via a response from a form of sensory signal. Issues arise with this methodology due to the time required for said sensory event. Data shows that inertial loads created in a side impact crash event can happen nearly instantaneously, often breaching 10 mS. This brings into light the necessity of a reactive system that can sense, process and deliver an electric signal to a device that could effectively enhance the ability to a door latch system to retain the passenger door of a vehicle in this time window. Experts agree that the process time alone of such a system would be greater than the 10 mS target, thus making them ineffective for all side impact events.
Another sort of inertial energy mitigation device could come in the form of a more active system that senses the vehicle motion or velocity, as an example, to engage an electromechanical system. This approach could greatly enhance the capability of any vehicle to withstand not only greater inertial loads from a crash or rollover event, but to withstand undesired release activation due to deformation of the vehicle body or the related mechanical release system. This deformation can also cause the aforementioned inadvertent release of a vehicle door latching system. In either case, a reactive or active system, the desire is to be able to release the system after a crash event occurs. This would ease the egress of passengers possibly trapped in the vehicle after a crash or rollover event. This would entail a system that would reset itself after an event, or be capable of being mechanically overridden when desired.
It is therefore the purpose of this application, to define a desired system capability, and a method to achieve the desired performance. In addition, this application will describe a control system and method of electromechanically overriding a crashworthiness enhancement system, such that a passenger in a vehicle that encountered a crash or rollover event can release the latching system post-event.
In one embodiment, power supplies 110 and 112 are in series with controllers 106 and 108 such that vehicle body controller 106 is master and door controller 108 is slave. However, power supplies 110, 112 and controllers 106, 108 may have any suitable arrangement that enables system 100 to function as described herein. For example, two alternate arrangements 150 and 160 (shown in phantom) are illustrated in
In the exemplary embodiment, controller 108 is a dedicated control for latch assembly 104. However, vehicle body controller 106 may at least partially control latch assembly 104. In the exemplary embodiment, controller 108 is configured to determine if main power supply 110 is present and/or observe if a power supply loss has occurred with main power supply 100. Moreover, controller 108 is configured to switch the power source for operation of latch assembly 104 from main power supply 110 to backup power supply 112 when main power supply 110 is insufficient. For example, controller 108 may switch to backup power supply 112 when main power supply does not have enough voltage to transition latch assembly 104 between engaged/disengaged positions. However, controller 108 may switch to backup power supply 112 in response to any condition or state of the vehicle that enables latch system 100 to function as described herein.
In the exemplary embodiment, main power supply 110 is a vehicle battery, and backup power supply 112 is an auxiliary battery and/or a capacitor. However, main power supply 110 and backup power supply 112 may be any suitable power supply or electrical energy storage solution that enables latch system 100 to function as described herein.
In the exemplary embodiment, controller 108 determines whether main power supply 110 is present and available to change the state of latch assembly 104 from a position which blocks the aforementioned detent lever from moving to the unlatched position, to a disengaged position which enables normal function of the detent lever. If the power is available from main power supply 110 (i.e., no power loss), controller 108 operates latch assembly 104 using main power supply 110. If controller 108 determines a loss of power from main power supply 110 such that main power supply 110 is insufficient to change the position of latch assembly 104 between the engaged and disengaged positions, controller 108 operates latch assembly 104 using backup power supply 112. Although described as a backup, power supply 112 may also be used to power other components or operations of the vehicle or latch system 100.
In the exemplary embodiment, latch system 100 may further include a G-sensor or accelerometer 114 to monitor external acceleration forces, which is communicatively coupled with controller 108. Accelerometer 114 measures the inertia or acceleration of the vehicle and/or door 102 from any vector or rotation and provides such measurements to controller 108. During a crash event, particularly in roll over conditions, latch assembly 104 may disconnect from main power supply 110 transition to a disengaged state. However, the vehicle may still be moving with a high acceleration or inertia. Accordingly, it is desirable for latch assembly 104 to remain in the engaged position until the vehicle reaches a suitable or predetermined low acceleration or inertia. As such, controller 108 prevents or disables disengagement of latch assembly 104 when the measured acceleration exceeds a predefined threshold. Alternatively, controller 108 is configured to receive signals from accelerometer 114 and, based upon the signal, make a determination whether or not latch assembly 104 should be disengaged, as is described herein in more detail.
In the exemplary embodiment, controller 108 includes a processor 116 and a memory 118 configured to execute an algorithm for controlling latch assembly 104. However, controller 108 may include any suitable components for running and executing the algorithm. With reference to
At step 214, controller 108 determines if a power supply loss from main power supply 110 is observed. If a power supply loss is observed beyond a predetermined parameter (i.e., main power supply 110 cannot provide enough power to transition latch assembly 104 to the disengage position), latch assembly 104 does not disengage utilizing main power supply 110, and controller 108 determines at step 216 whether a low acceleration level is observed by sensor 114. If low acceleration is not observed, controller 108 delays at step 218 and repeats the acceleration observation at step 216 for an ‘n’ number of attempts. Otherwise, if the observed acceleration does not exceed a predetermined threshold, at step 220 controller 108 attempts to move latch assembly 104 to the disengage position utilizing power from backup power supply 112.
To further enhance security, a failsafe loop may be added to the algorithm if a main power supply loss is not observed at step 214. As such, at step 222, controller 108 determines if a high acceleration is observed. At this point, latch assembly 104 may be disengaged to facilitate opening of door 102 and enabling a passenger to exit the vehicle. However, controller 108 determines whether it is safe for latch assembly 104 to actually be disengaged (i.e., whether the vehicle is traveling at a safe speed or has come to a stop). Accordingly, if high acceleration above a predetermined threshold is observed, controller 108 determines if power from main power supply 110 is present at step 224. If the power is present, and controller 108 determines that latch assembly 104 is disengaged at step 226, controller 108 engages latch assembly 104 utilizing main power supply 124 at step 228. Accordingly, loop 200 may be repeated continuously to ensure proper engagement and disengagement of latch assembly 104 based on the inertia or acceleration levels and/or vehicle velocity observed by accelerometer 114, the power supply level of main power supply 110, the power supply level of backup power supply 112, latch assembly status (engaged or disengaged), and signal(s) received from the vehicle.
In the exemplary embodiment, loop 200 may be continuously repeated to monitor and ensure proper position of Crashworthiness Enhancement System (CES) 104 by observing vehicle speed, acceleration levels, main power supply health, backup power supply health, position sensor input from the CES itself, or other sensory input form the vehicle. Furthermore, controller 108 can monitor the health of the backup energy supply 112 and restore it to proper levels by directing energy from the main power supply 110 to the backup power supply 112 or limiting the flow of energy when required.
Exemplary embodiments of latch assembly 104 are illustrated in
Referring now to
Still further and referring to
In order to translate the blocking member 18 between positions A and B an integral, internal threaded portion 22 is provided. The internal threaded portion 22 is configured to interface and be driven by a power screw member 23 which allows the blocking element 18 to be selectively driven to a desired position by rotating the power screw member 23. In one non-limiting embodiment, the power screw member 23 has an integral helical gear 24 configured to interface with a worm gear 25, that is mechanically coupled to an electric motor 26. Accordingly, selective rotation of the motor would cause the subsequent translation of the blocking element into the desired positions.
While the systems shown in
For example, and referring to the forkbolt and detent lever geometry as described previously in
In an alternative embodiment, the detent release lever 6 is clutched to the detent blocking member 7 such that movement of the detent blocking member 7 also decouples the detent release lever 6 from the release mechanism.
To this point, it has been assumed that the electric motor will receive energy via a controller to engage or disengage the blocking member. If however, the blocking member is engaged and an event occurs that severs power to the controller or to the vehicle door latch, a passenger will not be able to open the door under any normal circumstance. Therefore and in one exemplary embodiment, a manual over ride system, or energy back up system, is provided in the event of such an occurrence.
When considering a manual over ride mechanism for a detent lever blocking/release mechanism decoupling device, an issue of relevance occurs. If a passenger or inadvertent release activation were able to disengage the blocking member, it would defeat the purpose of this invention which is to greatly enhance the inertial and crashworthiness performance of the vehicle. However, when subjected to the stresses of a crash event, a human is less likely to process the required steps to reveal an auxiliary release mechanism and instead defaults to the existing release handle. Therefore, an over ride mechanism somehow co-joined to the conventional release mechanism is desirable. However, in a crash or rollover event there may be several inertia impulses or linkage activation events capable of releasing the door latch mechanism that could over ride the blocking member if the over ride mechanism were co-joined to the conventional release chain of the door latch.
Accordingly and in one exemplary embodiment, a feature of this manual over ride methodology requires multiple release motions to return the blocking member to its disengaged position and allow egress from the vehicle. For example, the design illustrated in
For example, and referring to the motor/worm gear/helical gear arrangement as previously depicted in
In the event of an engaged detent blocking member 7, the force of the release mechanism input would provide no work or movement to the detent.
Referring now to
Thus, if the release link 38 and its associated interface feature 41 are translated in the direction of arrow 40 to the release position
Accordingly and upon returning the release link 38 back to its home position illustrated by the dashed lines in
Once the helical gear 15 is in the disengaged position, translation of the release link 38 in the direction of arrow 40 would transfer work energy to the detent, thus releasing the door. Accordingly, the system illustrated in
Referring now to
Moreover and as illustrated, integral cam driving feature 12 is received within the linear cam slot 10 of the sliding rack 11 thus the first release motion of the release link 38 moves the dwell portion 47 to the position 48 and no work or movement is applied to the blocking member. However and upon a second release motion of the release link, the dwell portion 47 is moved from position 48 to position 49 and the blocking member is now driven to its disengaged position illustrated by reference numeral 50. Then a subsequent third release motion of the release link would release the detent lever from its latched position.
Accordingly, the system illustrated in
As used herein, the terms “first,” “second,” and the like, herein do not denote any order, quantity, or importance, but rather are used to distinguish one element from another, and the terms “a” and “an” herein do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced item. In addition, it is noted that the terms “bottom” and “top” are used herein, unless otherwise noted, merely for convenience of description, and are not limited to any one position or spatial orientation.
The modifier “about” used in connection with a quantity is inclusive of the stated value and has the meaning dictated by the context (e.g., includes the degree of error associated with measurement of the particular quantity).
While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.
This application claims the benefit of U.S. Provisional Patent Application No. 61/859,949 filed Jul. 30, 2013, the contents of which are incorporated herein by reference thereto. This application is also a Continuation-in-Part Application of U.S. patent application Ser. No. 13/549,389, filed Jul. 13, 2012, which claims the benefit of U.S. Provisional Patent Application No. 61/507,803 filed Jul. 14, 2011, the contents each of which are also incorporated herein by reference thereto.
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101666192 | Mar 2010 | CN |
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English Abstract CN102016207. |
English Translation Chinese Office Action for Patent Application No. 201401371284.5; dated Nov. 15, 2016. |
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20150069766 A1 | Mar 2015 | US |
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61507803 | Jul 2011 | US |
Number | Date | Country | |
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Parent | 13549389 | Jul 2012 | US |
Child | 14341005 | US |