VEHICLE DOOR POWER LOCK ACTUATOR

Abstract

A power lock actuator is provided for a door lock mechanism of a vehicle. The actuator includes an electric motor, a linear drive, and a slip clutch between the motor and the linear drive. The clutch includes a dual-lobe pinion for pulsed energy transmission from the motor to the linear drive, to provide soft starts and stops, which extend the life of the drive assembly 26. The linear drive includes a screw with multiple, discontinuous male thread segments to minimize friction with female threads on the extendible and retractable carriage, thereby minimizing wear between the screw and the carriage.

Description

FIELD OF THE INVENTION

The invention is directed to a linear actuator for a power lock of a vehicle door.

BACKGROUND OF THE INVENTION

Vehicle doors usually have a lock mechanism, which often times is locked and unlocked by an electrically powered actuator. One common design for such power lock actuators is a linear push/pull action for electrically locking and unlocking the door locking mechanism. A typical power lock actuator includes an electrical motor, and a rotary-to-linear transmission mechanism which translates rotary motion from the motor output shaft to a linear motion for locking and unlocking the door lock mechanism. The rotary-to-linear mechanism includes a reversibly rotatable screw and carriage, or a rack and pinion, wherein the motor drives a pinion gear which linearly moves the rack or carriage, which in turn is mechanically coupled to the lock mechanism of the door.

It is customary for motor vehicle doors to be provided with locks having a manual release mechanism inside the vehicle and a key-operated mechanism accessible from outside the vehicle. If the screw/carriage or rack and pinion is directly linked to the locking mechanism, manual operation with a key may be hindered or rendered difficult since the motor has to be back driven. In order to allow back drive, it is known in the industry to provide a clutch mechanism between the electric motor and lock actuator, whereby the clutch couples the motor and actuator only when the motor is energized. When the motor is not energized, the actuator functions independently from the motor. Conventional slip clutch driven actuators for a vehicle door lock typically have a limited life due to the hard start and stop of the clutch engagement, which creates excessive wear on the screw/carriage or rack and pinion assembly. For example, see U.S. Pat. No. 6,109,124.

Accordingly, a primary objective of the present invention is the provision of an improved actuator for a vehicle door lock mechanism having enhanced actuator life.

Another objective of the present invention is the provision of a power lock actuator for a vehicle door lock which provides for soft start and stop functioning of the actuator so as to minimize wear and maximize life of the actuator.

Another objective of the present invention is the provision of a power lock actuator for a vehicle door lock mechanism which allows for actuation in both electrical and manual modes.

A further objective of the present invention is the provision of a power lock actuator for a door lock mechanism which accommodates back drive of the motor.

Still another objective of the present invention is the provision of a power lock actuator for a door lock mechanism having a centrifugal clutch with a dual-lobe drive gear to minimize start and stop loads on the linear actuator.

Yet another objective of the present invention is the provision of a power lock actuator for a door lock mechanism having a centrifugal clutch which pulses energy from the motor to the linear drive.

A further objective of the present invention is the provision of a power lock actuator for a door lock mechanism having a centrifugal clutch which produces a sine wave pulse for the linear actuator.

Another objective of the present invention is the provision of a power lock actuator for a door lock mechanism having minimal friction between the screw shaft and carriage of the actuator.

A further objective of the present invention is the provision of a power lock actuator for a door lock mechanism wherein the screw drive has thread segments only on one half of the shaft for reduced frictional engagement with the threads of the carriage.

Still another objective of the present invention is the provision of a power lock actuator which is economical to manufacture, yet durable and long lasting.

These and other objectives will become apparent from the following description of the invention.

SUMMARY OF THE INVENTION

The power door lock actuator of the present invention has an electric motor coupled to a linear drive actuator movable between extended and retracted positions. A centrifugal clutch is disposed between the motor and the linear drive. The linear drive is coupled to the door lock, such that upon energizing the motor, the linear drive is extended and retracted to lock and unlock the lock mechanism. The clutch has a rotatable dual-lobe drive which minimizes the start and stop loads on the linear drive by pulsing the energy from the motor to the linear drive.

The linear actuator also includes a screw and carriage wherein the screw threads reside only on one-half of the screw shaft. The reduced surface area of the threads minimizes frictional forces between the screw and the carriage for minimized wear, increased efficiency and extended life of the actuator.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front plan view of the power lock actuator of the present invention.

FIG. 2 is a rear plan view of the actuator.

FIG. 3 is a top elevation view of the actuator.

FIG. 4 is a plan view of the actuator with the front casing removed to show in the internal components of the actuator.

FIG. 5 is an exploded view of the actuator.

FIG. 6 is a sectional view of the actuator taken along lines 6-6 of FIG. 1.

FIG. 7 is a sectional view of the actuator taken along lines 7-7 of FIG. 1.

FIG. 8 is a sectional view of the actuator taken along lines 8-8 of FIG. 1.

FIG. 9 is a perspective view of the clutch pinion of the actuator.

FIG. 10 is a side elevation view of the pinion.

FIG. 11 is an end view of the pinion.

FIG. 12 is a sectional view of the pinion taken along lines 12-12 of FIG. 10.

FIG. 13 is a sectional view of the pinion taken along lines 13-13 of FIG. 11.

FIG. 14 is a perspective view of the band spring of the clutch.

FIG. 15 is a side elevation view of the wire form band spring.

FIG. 16 is a top plan view of the band spring, shown with a schematic full diameter of the cam and the contact points for reference.

FIG. 17 is a side elevation view of the motor and clutch assembly.

FIG. 18 is a sectional view taken along line 18-18 of FIG. 17.

FIG. 19 is a schematic view of the multi-lobe pinion cam profile of the actuator showing the low and high pressure details with a full diameter (shown in hidden lines) as reference.

FIG. 20 is a top elevation view of the screw drive of the linear actuator.

FIG. 21 is an end elevation view of the screw drive.

FIG. 22 is an end view of the screw drive from the opposite end of FIG. 18.

FIG. 23 is a sectional view of the screw drive taken along lines 20-20 of FIG. 22.

FIG. 24 is a schematic view showing the actuator coupled to a vehicle door handle assembly.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The power lock actuator of the present invention is generally designated by the reference numeral 10 in the drawings. The actuator 10 includes a housing or cover 12, preferably formed in two halves 14A, 14B secured together by snaps and/or fasteners, such as screws 16. A reversible electric motor 18 is mounted in the cover 12 and has a wiring harness 20 operatively connected to the vehicle battery or other electrical power source for energizing the motor 18.

The motor 18 includes a rotatable output shaft 22. A centrifugal clutch assembly 24 is mounted on the shaft 22. A linear drive assembly 26 is coupled to the clutch assembly 24 and to the power lock mechanism (not shown) of the vehicle door. When the motor 18 is energized, the clutch assembly 24 will actuate the linear drive 26 which provides an extension or retraction so as to lock and unlock the door lock mechanism.

The centrifugal clutch assembly 24 includes a hub 28 press fit on the motor shaft 22 and a pinion 30 slip fit on the motor shaft 22. Thus, the hub 28 rotates with the motor shaft 22, while the pinion 30 rotates freely on the motor shaft 22.

The hub 28 includes a pair of drive pins 32 which extend and retract radially relative to the hub 28. Each drive pin 32 is biased by a spring 34 to a radially retracted position. When the motor 18 is energized so as to rotate the shaft 22 and hub 28, the centrifugal force will overcome the bias of the springs 34 so that the drive pins 32 extend radially outwardly.

The pinion 30 includes a head 36, a cam profile 38, an enlarged shoulder 40, and a drive gear 42. An L-shaped wire form or clutch spring 44 has opposing legs 46 to mount the spring 44 onto the cam profile 38 of the pinion 30.

The cam profile 38 of the pinion 30 is formed with dual lobes 48 so as form a major axis 50 and a minor axis 52, as best shown in FIGS. 12 and 19. In the preferred embodiment, the cam profile 38 has dual lobes 48 creating a high and low pressure point contact with the clutch spring 44. As shown in FIG. 19, the cam profile is basically an oval with two axes of symmetry; low pressure peak offset (LPOFF) and high pressure peak offset (HPOFF), and is constructed from two arcs; low pressure variable rate lobe curve (LPVAR) and high pressure variable rate lobe curve (HPVAR). The arcs are joined at a point that is tangential to both arcs and coincides with the full diameter circle as defined as MNOM making the cam profile smooth. M is the dwell point as shown on the high pressure offset side in 2 places and provides part of the transition from the high pressure curve to the full diameter circle (MNON). This cam profile provides low pressure (LP) and high pressure (HP) points that results in 2 variable force differentials (F1) and (F2) that interact with the clutch spring and the frictional interaction between the mating components. These force differentials contact points are shown as OPF1 and OPF2. Also shown is a full diameter circle around the natural center of the pinion 30 and is shown in hidden lines (MNOM) as reference to highlight this cam profile.

As best seen in FIG. 16, the legs 46 of the clutch spring 44 each have an inner segment 54 and an outer segment 56 which are angularly disposed with respect to one another. Thus, the clutch spring 44 has four points of contact with the cam profile 38 of the pinion 30 with a different interference fit or frictional force on the segments 54, 56 of each leg 46, due to the different high points of the dual-lobe cam profile 38. The outer ends 56 expand and contract as the pinion 30 rotates. Also, the intersection I of the axes 50, 52 is offset both vertically and horizontally from the center, C, of the pinion 30. This interaction between the cam profile 38 and the clutch spring 44 and the low and high pressure points causes the frictional interactions to allow for a sine wave pulsing which provides for soft starts and stops and extends the life of the actuator.

The linear drive 26 includes a screw drive 60 having a driven gear 62 on one end meshing with the drive gear 42 of the pinion 30. The opposite end of the drive screw 60 includes male threads 64 which threadably mesh with female threads on the interior of a carriage 66. The carriage 66 extends outwardly from the cover 12 and terminates in a tip 68 which is operably connected to the lock mechanism (not shown) of the door. A bellows 70 sealingly covers the exposed end of the carriage 66 to preclude foreign material from entering the cover 12.

In the preferred embodiment, the male threads 64 of the drive screw 60 are discontinuous and only extend approximately 90° on each of the opposite sides of the screw shaft 61. Thus, the threads 64 extend a total of only 180° of the circumference of the shaft 61, as seen in FIG. 21. In comparison, the female threads 65 of the carriage 66 extend 360° around the bore of the carriage 66. The discontinuous segments of the male threads 64 minimize surface area friction with the female threads 65, and thereby reduce wear and extend the life of the linear drive 26. The partial male threads 64 also allow grease to move or flow or move easier around the shaft 61.

The carriage 66 includes a pair of tabs extending radially outwardly into opposite grooves 74 formed in the halves 14A, 14B of the cover 12. The grooves 74 form a track for the carriage tabs 72 as the carriage 66 extends and retracts relative to the cover 12 upon rotation of the screw drive 60 in opposite directions. A thrust washer 76 resides between the inner end of the carriage 66 and the driven gear 62.

When the motor 18 is de-energized, the drive pins 32 are retracted by the springs 34 into the hub 28, and do not engage the spring web 58 of the clutch spring 44. When the motor 18 is energized, the hub 28 initially rotates with the shaft 22 without rotation of the pinion 30. As the motor 18 gets up to speed, centrifugal force pushes the drive pins 32 of the hub 28 outwardly so as to engage the spring web 58 of the clutch spring 44, which in turn, begins to rotate the pinion 30 via the frictional engagement of the spring legs 46 with the pinion cam profile 38. The rotating pinion 30 and dual-lobe cam profile 38 provides pulsed energy in a sign wave pattern, thereby producing a soft start for the linear drive 26. Similarly, when the motor 18 is de-energized and the output shaft 22 begins to slow its rotational velocity, the pinion 30 provides a sign wave pulse for a soft stop of the linear drive 26. When the centrifugal force drops sufficiently, the springs 34 retract the drive pins 32 in the hub 28 so as to disengage the spring legs 46, thereby discontinuing the rotation of the pinion 30 with the hub 28, and stopping the rotation of the drive screw 60 and the associated linear movement of the carriage 66 relative to the screw shaft 61. Rotation of the motor shaft 22 in opposite directions turns the drive screw 60 in opposite directions, and thereby moves the carriage 66 in opposite linear directions to extend and contract thereby locking and unlocking the door.

Because the pinion 30 is slip fit on the motor shaft 22, the power lock actuator can be manually back driven, for example by a key in the lock cylinder of the lock mechanism, so that a person can manually unlock the door from inside or outside the vehicle.

As shown in FIG. 24, the linear actuator 10 is coupled to a vehicle door handle assembly 78 having a lock mechanism. For example, the carriage 66 of the actuator is connected by a rod 80 to a lock cam 82 of the handle assembly 78. As the carriage 66 is extended and retracted by rotation of the screw drive 60, the rod 80 pivots the lock cam to control operation of the handle lock mechanism in a manner similar to that described in co-pending published U.S. Patent Application No. 2012/0272695, incorporated herein by reference.

The invention has been shown and described above with the preferred embodiments, and it is understood that many modifications, substitutions, and additions may be made which are within the intended spirit and scope of the invention. From the foregoing, it can be seen that the present invention accomplishes at least all of its stated objectives.

Claims

1. A door lock actuator for locking and unlocking a vehicle door lock, comprising: a reversible electric motor with a rotatable output shaft;a linear drive movable between extended and retracted positions and connected to the door lock;a centrifugal clutch disposed between the motor and the linear drive to move the linear drive to the extended and retracted positions after the motor is turned on to lock and unlock the door; andthe centrifugal clutch having a rotatable dual-lobe drive to minimize start and stop loads on the linear drive.

2. The door lock actuator of claim 1 wherein the dual-lobe drive pulses energy from the motor output shaft to the linear drive.

3. The door lock actuator of claim 1 wherein the dual-lobe drive generates a sine wave pulse for a soft start and stop of the linear drive.

4. The door lock actuator of claim 1 wherein the clutch drive is a dual-lobe

5. The door lock actuator of claim 1 wherein the centrifugal clutch includes a clutch spring mounted on the dual-lobe drive for coupling with the motor output shaft.

6. The door lock actuator of claim 5 wherein the clutch spring engages the dual-lobe at two spaced apart pressure points.

7. The door lock actuator of claim 1 wherein the clutch spring has spaced apart opposite ends which expand and retract as the dual-lobe drive rotates.

8. The door lock actuator of claim 1 wherein the centrifugal clutch includes a pinion slip fit on the motor output shaft, and a hub press fit on the motor output shaft with two extendable and retractable drive pins for coupling with the pinion.

9. The door lock actuator of claim 8 wherein the drive pins are spring biased to the retracted position and centrifugal force overcomes the spring bias to move the drive pins to the extended position.

10. The door lock actuator of claim 1 wherein the door lock actuator can be back driven.

11. The door lock actuator of claim 1 wherein the dual-lobe drive has a major axis and a minor axis.

12. The door lock actuator of claim 11 wherein each axis has a center point, and the center points being offset with respect a center point of the pinion.

13. A door lock actuator for locking and unlocking a door lock, comprising: an electric motor with a rotatable output shaft;a linear drive having opposite ends threadably coupled so as to extend and retract relative to one another, with one end being operatively connected to the motor and the other end being connected to the door lock;one of the ends having a shaft with a plurality of male thread segments;the other end having female threads; andthe male thread segments each extending radially less than 360° around the shaft.

14. The door lock actuator of claim 13 wherein the male thread segments extend approximately 90° around the shaft in 2 places.

15. The door lock actuator of claim 13 wherein the male thread segments extend only along two sides of the shaft.

16. The door lock actuator of claim 14 wherein the male thread segments are discontinuous from one another.

17. The door lock actuator of claim 13 wherein the female threads extend 360°.