Systems and methods for decoupling door linear actuator assemblies in response to damage conditions

Abstract

Systems and methods are provided for decoupling a door linear actuator assembly in response to damage conditions, and systems for releasably securing actuator assemblies connected to a vehicle closing panel and a vehicle body. The system for releasably securing a linear actuator assembly to a vehicle closing panel includes: a linear actuator coupled at one end to a door frame via a first pivot connection and at a second end to a vehicle body via a second pivot connection, the actuator having an extendable member configured to extend and retract to facilitate opening and closing the closing panel relative to the vehicle body; and at least one of the pivot connections having an actuator connector connected to the extendable member and a body connector connected to the vehicle body or door frame, such that, when in a coupled state, the connecting element secures the body connector to the actuator connector; and a disconnect mechanism for removing the connecting element from the connector in response to a detected damage event.

Description

Technical Field

[0001] This disclosure relates to a closed panel actuation system. Background Technology

[0002] When using a spindle (an electric linear actuator, such as an extendable and retractable lead screw) to actuate (e.g., open / close) a door / lift-type door, problems may arise during a collision event or other system failure (e.g., damage to components or otherwise causing component failure). For example, a side impact to a vehicle may deform / damage the linear actuator (e.g., the lead screw), making it impossible to open the door if the lead screw cannot extend / retract under power or by manual opening.

[0003] In existing linear actuator systems, typically either end of the spindle is directly fixed to the vehicle frame. However, this type of arrangement can be problematic during a collision. Any damage to the spindle mechanism (e.g., due to impact forces transmitted from the vehicle body / door to the spindle) could cause the spindle to bind or malfunction during opening or closing of the door after a collision. Summary of the Invention

[0004] The object of the present invention is to provide a linear actuator disconnection system and method that eliminates or mitigates at least some of the disadvantages mentioned above.

[0005] The first aspect provided is a system for releasably securing a linear actuator assembly to a vehicle closing panel, the system comprising: a linear actuator assembly coupled at one end to a door frame via a first pivot connection and at a second end to a vehicle body via a second pivot connection, the actuator assembly having an extendable member configured to extend and retract to facilitate opening and closing the closing panel relative to the vehicle body; and at least one of the pivot connections having an actuator connector connected to the extendable member and a body connector connected to the vehicle body or door frame, such that, when in a coupled state, a connecting element secures the body connector to the actuator connector; and a disconnect mechanism for removing the connecting element from the connector in response to a detected door malfunction.

[0006] Another aspect provided is a method for releasably securing a linear actuator assembly to a vehicle closing panel, the method comprising: providing a linear actuator assembly coupled at one end to a door frame via a first pivot connection and at a second end to a vehicle body via a second pivot connection, at least one of the pivot connections having an actuator connector connected to the linear actuator assembly and a body connector connected to the vehicle body or door frame, such that, when in a coupled state, a connecting element secures the body connector to the actuator connector; receiving an event signal indicating a door malfunction event; and, in response to the event signal, instructing a disconnection mechanism to remove the connecting element from the connector; wherein, when the connecting element is removed, at least one of the pivot connections is placed in a decoupled state due to the separation of the body connector from the actuator connector.

[0007] On the other hand, a system is provided for releasably securing an actuator assembly connected to a vehicle closure panel and a vehicle body. The system includes: an actuator assembly coupled to the vehicle closure panel via a first connection and coupled to the vehicle body at a second end via a second connection, the actuator assembly having an extendable member configured to move to facilitate opening and closing the closure panel relative to the vehicle body, wherein one of the connections has a coupled state securing the actuator assembly to one of the vehicle closure panel and the vehicle body, and a decoupled state releasing the actuator assembly from one of the vehicle closure panel and the vehicle body, the decoupled state enabling the closure panel to be opened without movement of the extendable member. Attached Figure Description

[0008] The foregoing and other aspects will now be described by way of example only with reference to the accompanying drawings, in which:

[0009] Figure 1 It is a perspective view of the vehicle's closed panel coupled to the vehicle;

[0010] Figure 2 yes Figure 1 Another embodiment of the closed panel shown;

[0011] Figure 3 yes Figure 1 A side view of an embodiment of the linear actuator assembly shown;

[0012] Figure 4 yes Figure 1 Alternative implementations of the linear actuator assembly shown;

[0013] Figure 5 yes Figure 3 An enlarged view of the linear actuator assembly in its coupled state before collision detection;

[0014] Figure 6 yes Figure 3 An enlarged view of the linear actuator assembly in a coupled state after a collision detection.

[0015] Figure 7 yes Figure 3 An enlarged view of the linear actuator assembly in its coupled state when the disconnection mechanism is activated;

[0016] Figure 8 yes Figure 3 An enlarged view of the linear actuator assembly in a decoupled state after the disconnection mechanism operation is performed;

[0017] Figure 9 It shows Figure 3 A plan view of another embodiment of the linear actuator assembly in a coupled state;

[0018] Figure 10 This shows the state of decoupling. Figure 9 The linear actuator assembly shown;

[0019] Figure 11 It shows Figure 3 A cross-sectional view of an example linear actuator;

[0020] Figure 12 yes Figure 3 A cross-sectional view of another embodiment of the linear actuator;

[0021] Figure 13 yes Figure 1 Example operations of the system;

[0022] Figure 14 yes Figure 13 Alternative implementation methods of the operation; and

[0023] Figure 15 yes Figure 13 Alternative implementation methods for the operation. Detailed Implementation

[0024] In this specification and claims, the use of the articles “a,” “an,” or “the” to refer to an item is not intended to exclude the possibility of including multiple items in some embodiments. It will be apparent to those skilled in the art that, in at least some instances of this specification and the appended claims, multiple items may be included in at least some embodiments. Similarly, the use of the plural form to refer to an item is not intended to exclude the possibility of including one item in some embodiments. It will be apparent to those skilled in the art that, in at least some instances of this specification and the appended claims, one item may be included in at least some embodiments.

[0025] Figure 1 This is a perspective view of vehicle 10, which includes a vehicle body 12 and at least one door 14 (also referred to as a closing panel 14). The vehicle closing panel 14 includes a latch 20 positioned on a door frame 15 of the vehicle closing panel 14. The latch 20 is releasably engaged with a strike pin 28 on the vehicle body 12 to releasably hold the vehicle closing panel 14 in a closed position. The door frame 15 also supports a window 13 via a window adjuster assembly mounted to the door frame 15 of the vehicle closing panel 14. An external closing panel handle 17 is configured to open the latch 20 (i.e., to release the latch 20 from the strike pin 28) and thus open the vehicle closing panel 14, and optionally operate an electric actuator assembly 30, which is exemplarily shown as a linear actuator assembly having lead screws 24, 140 and a motor 25 (see [link to relevant documentation]). Figure 3 , Figure 11 , Figure 12Additionally, the vehicle closing panel 14 has internal controls 16, 18 (e.g., door handle, door locking / unlocking tab, etc.) for operating the latch 20 and the electric linear actuator assembly 30. It is also recognized that the electric linear actuator assembly 30 can be activated as needed using a key fob (not shown) or other presence-sending control device (e.g., door presence sensor – not shown). Examples of actuator assembly 30 may include, but are not limited to, the types shown in the following U.S. patent applications: U.S. Patent Application No. 14 / 930735 entitled "Swing door actuation system having a power swing door actuator and a control system," U.S. Patent Application No. 17 / 762391 entitled "Powered door unit optimized for servo control," U.S. Patent Application No. 16 / 200777 entitled "Swing Door Control Linkage," U.S. Patent Application No. 15 / 473727 entitled "Power swing door actuator with integrated door check mechanism," U.S. Patent Application No. 14 / 234812 entitled "Power swing door actuator," U.S. Patent Application No. 14 / 472854 entitled "Power door actuation system," and U.S. Patent Application No. 15 / 884582 entitled "Powerside door actuator with rotating drive nut." The teachings herein can be applied to other types of actuator assemblies having vulnerable movable elements that could prevent movement of the movable elements and opening of the door. Movable elements may include foldable links, pivotable links, levers, cable and cable reel structures, rack and pinion structures, gear mechanisms, and spindle mechanisms. Closure panels may include, but are not limited to, liftgates, tailgates, frunk closure panels, and sliding doors.

[0026] For vehicle 10, the closing panel 14 may be referred to as a partition or door. The closing panel 14 is typically hinged, but sometimes it is attached in front of an opening for allowing people and / or goods to enter and exit the interior of vehicle 10 via other mechanisms (e.g., tracks). For vehicle 10, the closing panel 14 may be a driver's door / passenger door, a lift-up door (see...). Figure 2Alternatively, it can be some other type of closing panel 14, such as a conventional type of door hinged at the front or rear edge of the door, or a swing-out door (i.e., sometimes called a gull-wing door), thus allowing the door to swing (or slide) away from (or toward) the opening in the vehicle body 12 of the vehicle 10. Sliding door embodiments of the closing panel 14 and canopy door embodiments of the closing panel 14 are also contemplated, such that the sliding door can be a door of the type that opens by horizontal or vertical sliding, whereby the door is mounted on or suspended from a track providing a larger opening. A canopy door is a door of the type that sits on top of the vehicle 10 and is raised in some way to provide an entrance to vehicle passengers via an opening (e.g., a car roof, aircraft roof, etc.). Depending on the application, the canopy door can be connected (e.g., hinged at a defined pivot axis and / or connected to travel along a track) to the vehicle body 12 of the vehicle at the front, side, or rear of the door. It should be recognized that the vehicle body 12 may be represented as the main body panel of the vehicle 10, the frame of the vehicle 10, and / or a combination of the frame and the main body panel assembly, as needed.

[0027] The closing panel 14 (e.g., a passenger access control panel, such as, but not limited to, doors and liftgates / hatchouts) can be accessed via one or more hinges 22 (see Figure 3 , Figure 9 , Figure 10 The latch assembly 20 (e.g., for holding the closed panel 14 in the closed position once it is closed) is connected to the vehicle body 12. It should also be appreciated that the hinge 22 can be configured as an offset hinge 22, which can be configured to disengage the closed panel 14 from the open position (e.g., ...). Figure 1 , Figure 2 (As shown) biased and / or biased toward the open position. With regard to the biased hinge 22 used in conjunction with the electric linear actuator assembly 30, the biased hinge 22 can assist in positioning the closed panel 14 beyond the ratchet of the latch assembly 20, which could affect the positioning of the closed panel 14 (i.e., via the operation of the electric linear actuator assembly 30 as further described below). It should also be appreciated that the biased hinge 22 can be configured as a door check mechanism integrated into the hinge and / or a separate door check assembly providing bias.

[0028] Reference Figures 3 to 8 This illustrates one embodiment of an electric linear actuator assembly 30 for powering the opening / closing of a closed panel 14 (e.g., a door). See also Figure 2The linear actuator assembly 30 includes, for example, an extendable member 32 coupled to the lead screw 24 and a motor 25 enclosed in a housing 235. See [link to other examples of actuator assemblies 30] for further details. Figure 11 and Figure 12 The linear actuator assembly 30 is connected between the door frame 15 and the vehicle body 12 (e.g., A-pillar or B-pillar). The extendable member 32 can be connected to the vehicle body 12 at one end via pivot point 34 (e.g., position 28) and at the other end via pivot point 27 (e.g., position 27).

[0029] Reference Figure 3 , Figure 9 and Figure 10Pivot point 27 (and / or pivot point 34) may include a body connector 80, an actuator connector 82, and a connecting element 84 (e.g., a pin). Thus, the body connector 80 is attached to the vehicle body 12 and the actuator connector 82 is attached to the actuator assembly 30 (e.g., attached to the end of the lead screw 24 or the extendable member 32). Furthermore, as further described below, the connecting element 84 (e.g., a removable pin, an expanding bolt, etc.) is used to releasably secure the actuator connector 82 to the body connector 80. It is also appreciated that connectors 80, 82, and connecting element 84 can be assembled at pivot point 34 and / or pivot point 27 as needed. Furthermore, it is appreciated that the extendable member 32 or lead screw 24 can be directly connected to the respective pivot points 27, 34. In other words, depending on the configuration, the lead screw 24 (if used) or the extendable member 32 (if used) may have an actuator connector 82 attached thereto. It can be appreciated that one embodiment of connectors 80, 82 is an eyelet, such that once connectors 80, 82 are aligned, a connecting element 84, acting as a pin or bolt, is positioned along the aligned connectors, thereby releasably securing connectors 80, 82 to each other. In other words, the presence of connecting elements 84 that simultaneously overlap or otherwise couple to each of connectors 80, 82 causes the connection between connectors 80, 82 to be secured. Alternatively, when connecting elements 84 are removed from connectors 80, 82 (e.g., removing pins or bolts from the eyelets of simultaneously overlapping connectors 80, 82), connector 80 is released or otherwise disconnected from connector 82. Thus, the coupling between connectors 80, 82 is a releasable fixed connection / coupling, depending on the presence of connecting elements 84 in the connection illustratively shown as pivot connections 27, 34. For example, a fixed pivot connection 27 includes connector 80 coupled to connector 82 via connecting elements 84, thus the body connector 80 is releasably secured to actuator connector 82. Alternatively, when the connecting element 84 is removed from the pivot connection 27, the body connector 80 is released from the actuator connector 82.

[0030] In alternative implementation methods, such as Figure 9 As shown in the ghosted view, the main connector 80 is attached to the door frame 15, and the actuator connector 82 is attached to the actuator assembly 30 (e.g., attached to the end of the lead screw 24 or the extendable member 32).

[0031] When releasably secured as pivot connection 27, actuator assembly 30 is coupled to vehicle body 12. When released as pivot connection 27, actuator assembly 30 is decoupled from vehicle body 12. Alternatively, when releasably secured as pivot connection 34, actuator assembly 30 is coupled to door frame 15. Alternatively, when released as pivot connection 34, actuator assembly 30 is decoupled from door frame 15. An example process for implementing releasable securing (i.e., coupling) and releasing (i.e., decoupling) is further described below. The connection element 84 that transitions actuator connector 82 from a coupled state to a decoupled state does not cause the door to become completely decoupled from the vehicle body; for example, the hinged connection of the door relative to the vehicle body remains such that, after transitioning to the decoupled state, the door can be opened normally, for example, pivoting about its hinge point.

[0032] Refer again Figure 3 The controller 100 (e.g., a main control module) can be connected to the sensor 102 (e.g., an impact detection sensor, a damage sensor, an operation sensor, etc.) to influence the presence of the connecting element 84 between connectors 80 and 82, or the presence of a connection between the connecting element 84 and connectors 80 and 82. In other words, the controller 100 can determine whether to remove the connecting element 84 from the pivot connections 27, 34 based on signals from the sensor 102 (e.g., signals indicating a collision event, signals indicating deformation, damage, or other malfunction of the actuator assembly). Figure 3 In the illustrated embodiment, controller 100 can activate disconnect mechanism 86 (e.g., using a plunger with a pyromechanism) upon receiving a signal from sensor 102 (e.g., indicating that a collision event has occurred or is about to occur). Once activated by sensor 102, controller 100 can activate disconnect mechanism 86 to remove connecting element 84 from pivot connections 27, 34 (e.g., remove connecting element 84 from connectors 80, 82). Figure 3One embodiment of the disconnection mechanism 86 is shown, wherein the disconnection mechanism 86 is a plunger, such that actuation of the plunger (e.g., a pyrotechnic device as a chemical actuator or a motor or switch as a mechanical actuator) is caused by a controller 100. This document shows a pyrotechnic device, but it is understood that, as a non-limiting example, other methods may be provided to change the connection from a coupled state to a decoupled state, such as by using an electrically heated device (e.g., a thermal device), a spring-release device, a motor-based device, a destructive device, a chemical reaction device, or a pressure-based device. In another possible configuration, the controller 100 may be configured to activate the disconnection upon detection of damage to the actuator 30, which may be caused by a collision or by abuseloading or mechanical failure (e.g., due to a slam), which may also cause the actuator 30 (e.g., lead screw 24) to jam or other malfunctions, wherein such detection may be performed before or during opening or closing the door (see [link to documentation]). Figure 15 For example, actuator unit 30 may be actuated by controller 100, but due to damage, the controller may (for example, using a position sensor (Hall sensor or coded sensor) in actuator 30 or on the hinge) detect that no corresponding door movement follows. Controller 100 may determine that damage to actuator assembly 30 (e.g., a failure of assembly 30 itself) has necessitated activation of disconnection. Controller 100 may also receive signals from an obstacle detection system (for example, an obstacle detection system based on ultrasound, capacitance, radar, or a camera—not shown) indicating to controller 100 that there is no obstacle near door 14 that would cause the door 14 to fail to open or close during controller 100's attempt to operate actuator assembly 30.

[0033] Figure 4Another embodiment of the disconnection mechanism 86 is shown, wherein the disconnection mechanism 86 is a detonation charge for a bolt 84 that causes an explosive event (e.g., an explosion), such that the detonation of the detonating device is caused by a controller 100. For example, the disconnection mechanism 86 may be a deformable bolt 84 (e.g., deformable by chemical or mechanical means) for engaging with both connectors 80 and 82 when the pivot connections 27, 34 are in a coupled state. For example, the disconnection mechanism 86 may include a deformation mechanism 86, such as an explosive charge or mechanical deformation mechanism 86, for disrupting the structural integrity of the bolt 84, which acts as a connecting element 84, such that the bolt 84 is engaged with both connectors 80 and 82 when the pivot connections 27, 34 are in a coupled state. Once the structural integrity of the bolt 84 is disrupted, the connectors 80 and 82 become separable from each other, and the pivot connections are placed in a decoupled state. Therefore, an explosion event may cause one of the connections to change from a coupled state to a decoupled state, thus disconnecting the power actuator assembly 30 from either the door or the vehicle body. For example, in a configuration where the power actuator assembly 30 is located in the door, decoupling the power actuator assembly 30 results in a change in the connection between the power actuator assembly 30 and the door, such that the power actuator assembly 30 remains coupled to the door but is decoupled from the vehicle body. For example, in a configuration where the power actuator assembly 30 is located in the vehicle body, decoupling the power actuator assembly 30 results in a change in the connection between the power actuator assembly 30 and the door, wherein the power actuator assembly 30 remains coupled to the vehicle body but is decoupled from the door.

[0034] With one of the connections in a decoupled state, the closed panel 14 can be moved toward the open position without the need for movement of the extendable member 32. If the extendable member 32 is damaged, such as by deformation or bending, the door can be moved without the need for extension or retraction of the extendable member 32, for example, if the extendable member is a lead screw. Damage to the actuator assembly 30, such as as a result of a lateral impact causing inward deformation of the outer door panel, may prevent the extendable member 32 from moving when the motor 25 is activated or when the user manually moves the door. Where possible, deformation of the extendable member 32 may cause a locking action on the door, meaning the door cannot move when the motor 25 is powered (in one direction or in both the open and closed directions) or when the user applies manual force to the door 14. For example, deformation of the lead screw may prevent the lead screw from passing through a rotatable nut in a threaded manner. For example, deformation of the lead screw may prevent the lead screw from moving through a hole in the vehicle's shutdown face. For example, deformation of the lead screw may cause the lead screw to engage with surrounding components, preventing its rotation. For example, deformation of the lead screw may prevent the movable nut from moving forward or retracting when the lead screw rotates without translation. Similarly, deformation of a link connected to such a movable nut may prevent the door from opening under the power of the motor 25. Therefore, the actuator assembly cannot be manually driven (e.g., forward or backward) by the user when one of the connections is decoupled, because the door is disconnected from the vehicle body via the actuator assembly when one of the connections is decoupled. The hinged connection between the closing panel and the vehicle body can remain coupled. Likewise, the motor 25 of the actuator assembly 30 may fail to move the door after an emergency event of deformation or damage to the extendable member. For example, deformation or damage to the extendable member may cause the motor to stall. Other damage to parts of the actuator assembly 30 may prevent the actuator assembly 30 from moving the door; such other damage includes damage to the gear train, shaft, housing, bushing, and link, but these are merely non-limiting examples of preventing the user from manually moving the door. After a collision or emergency event is detected, for example, by the vehicle controller 100 (e.g., the main control module or BCM), in one possible configuration, the controller 100 may (e.g., when handle activation is subsequently detected during an emergency mode activated by an emergency event) assume deformation has occurred and disconnect the actuator assembly 30 from the vehicle body in response to the triggering event. In another possible configuration, the controller 100 may perform a test to verify that deformation has occurred before disconnecting the actuator assembly 30 from the vehicle body (e.g., activating the disconnect mechanism 86). For example, the controller 100 may power the motor of the actuator assembly 30 to determine whether there is movement transmitted to the extendable member 32.Such movement can be determined by monitoring the stall state of motor 25, monitoring for movement of the extendable member 32, monitoring for movement of the motor or gear train assembly of actuator assembly 30, or monitoring for movement of the closing panel 14 around its hinge. Associated sensors or sensing structures can be configured to monitor such illustrative movements to determine if the extendable member 32 has been damaged. If controller 100 determines that damage has occurred, for example after operating motor 25 without causing door 14 to move toward the open position, the disconnect mechanism 86 can be activated. Performing tests after a collision event is detected can avoid unnecessarily causing the actuator assembly to disconnect, for example, in the case where the detected collision is the result of a minor accident that only causes the bumper to break; thus, the accident is unrelated to the side door. Alternatively, dedicated sensors can be placed in the door to detect direct accidents that are likely to damage the actuator assembly. As a possible example, an accelerometer can be used to detect collisions or emergency events.

[0035] Reference Figure 5 The diagram shows a plunger-integrated disconnect mechanism 86 in an inactive position (e.g., in normal mode prior to a collision / emergency situation, with the lead screw 24 connected to the body). Therefore, prior to a collision event, the pivot connections 27, 34 are secured because they include two connectors 80, 82 coupled to each other via connecting element 84. (See reference...) Figure 6 The diagram shows the disconnect mechanism 86, including the plunger, in an activated state. Therefore, since pivot connections 27, 34 include two connectors 80, 82 coupled to each other via connecting element 84, pivot connections 27, 34 are secured; however, sensor 102 has already sent a signal to controller 100 indicating the detection of a collision event or other damage / failure to actuator assembly 30. (See reference...) Figure 7 The diagram illustrates a plunger-based disconnection mechanism 86 in the active position (e.g., in collision mode, after a timeout period using a controller timer, where the lead screw is disconnected from the vehicle body to open the door without the need for a reverse drive motor). Therefore, since pivot connections 27, 34 include two connectors 80, 82 coupled to each other via connecting element 84, pivot connections 27, 34 remain fixed; however, force 104 is applied to connecting element 84 through the movement of the plunger. (Refer to...) Figure 8 The diagram shows a disconnection mechanism 86 including a plunger in an activated position (e.g., the plunger moves relative to the pin to separate the pivot connection from the lead screw and hinge). Therefore, upon detection of a collision event, the pivot connections 27, 34 are now released because they consist only of connectors 80, 82 that are decoupled from each other due to the removal of connecting element 84. Figure 6 yes Figure 5 A perspective view of the linear actuator assembly in the open position; Figure 7 yes Figure 5 A top view of the linear actuator assembly in the closed position; Figure 8 It shows Figure 7 A three-dimensional view of the linear actuator assembly shown.

[0036] Taking into account the above and additional considerations Figure 4 It can be recognized that a similar disconnection process can be achieved by using an explosive bolt as an implementation of the disconnection mechanism 86.

[0037] Reference Figure 9 This illustrates that pivot connections 27 and 34 are releasably secured (e.g., coupled) via a connecting element 84 that engages with both the door connector 82 and the body connector 80, such that the actuator assembly 30 is coupled to the vehicle body 12. It can be appreciated that, in this configuration, the actuator assembly 30 is connected via pivot connection 34 (see...) Figure 5 Connect to door frame 15. (Refer to...) Figure 10 It is shown that when the connecting element 84 is separated from both the door connector 82 and the body connector 80, the pivot connections 27, 34 are released due to the connecting element 84 (e.g., decoupled), thereby decoupling the actuator assembly 30 from the vehicle body 12.

[0038] Reference Figure 13 This illustrates the methods for detecting damage / failure events and subsequent events such as... Figure 9 , Figure 10 The example illustrates method 200 for releasing pivot connection 27. It can be appreciated that, once a collision is detected, method 202 can be used for automatic release of pivot connections 27, 34 after an optional timeout period (e.g., detecting a collision and starting a timer so that the controller separates the actuator from the vehicle body once the timeout period has expired). Alternatively, it can be appreciated that, for example, once a collision is detected, a waiting period can be established and (by controller 100) a response can be received (e.g., due to handles 16, 17 (see example 200)). Figure 1Method 204 involves manually releasing the pivot connections 27 and 34 after a door opening signal is triggered by the operation of the door (e.g., waiting for a manual handle release signal, and if a handle release signal is detected, the controller actuates to separate the actuator from the vehicle body). Method 200 illustratively includes a step 210 of detecting a collision event. After detecting a collision event 210, a timer may be started in step 212, or alternatively, a standby state may be entered in step 214, waiting for a trigger signal, such as waiting for a handle release signal to be detected. Starting from step 212, after determining in step 216 whether a timeout period has expired, method 200 may continue to control the disconnect mechanism to separate the actuator assembly from the vehicle body / door in response to the expiration of the timeout period in step 218. Starting from step 214, after determining a trigger event at step 220, for example if a handle release request is detected due to handle pulling, method 200 continues to step 222 to control the disconnect mechanism to separate the actuator assembly from the vehicle body / door in response to the detection of the trigger event.

[0039] Reference Figure 14 The diagram illustrates another method 300 for opening the door 14 based on whether the external handle 17 process 304 or the internal handle 16 process 302 is used. In both cases, if the controller 100 is notified 305 (e.g., by a door opening signal from a door sensor (not shown)) that the door 14 is normally opened 307 (i.e., where pivot connections 27, 34 are secured), then it is not necessary to remove the connecting element 84 from the pivot connections 27, 34. On the other hand, if the controller 100 is not notified 305 (e.g., by a door opening signal from a door sensor (not shown)) that the door 14 is not normally opened 308 (i.e., where pivot connections 27, 34 are secured), for example due to a detected collision event, then the controller 100 (in the case of process 302) sends a signal 310 after starting timer 311 to remove the connecting element 84 from the pivot connections 27, 34 312 (i.e., from Figure 9 The coupling state is transformed into Figure 10The decoupling state is used to facilitate the subsequent opening of door 14. It should be understood that the described alarm and timer steps can be optional. In the case of process 302, if the driver requests 314 to decouple the door, decoupling 312 occurs. Alternatively, if the driver does not request 316, the timer first expires 318, an alarm 320 is issued, and then the unit is decoupled 312. For process 304, after a signal is transmitted 310 to the controller, an alarm 322 is issued, and then the unit is decoupled 312. Method 300 illustratively includes a collision detection step 306. The method can proceed to step 308, where step 308 detects a handle release signal (internal) as an example of a conscious driver situation. The method can proceed to step 310, where step 310 detects a handle release signal (external) 310 as an example of a conscious driver situation. From step 308, method 300 can continue to determine an attempt at power opening in step 312. If opening is not achieved, the method may proceed to step 314 to start a timer and in step 316 to indicate to the driver that there is no opening signal or warning. The method may proceed from step 316 to step 318, where it is determined whether there is a driver request to decouple the actuator assembly from the door. From step 318, method 300 may continue to decouple the actuator assembly from the door in step 319. The method may proceed from step 316 to step 320, where it waits for the timer to expire (e.g., in the case of the driver becoming unconscious after a collision). From step 320, method 300 may continue to issue an alarm in step 322 and decouple the actuator assembly from the door in step 324. If opening is not achieved in step 312, the method may proceed to step 326 to determine that the door is open and no response is required.

[0040] Reference Figure 15The diagram illustrates another method 400 for opening the door 14 based on whether the external handle 17 process 404 or the internal handle 16 process 402 is used. In both cases, if the controller 100 is notified 405 (e.g., by a door opening signal from a door sensor (not shown)) that the door 14 is normally opened 407 (i.e., where pivot connections 27, 34 are secured), then it is not necessary to remove the connecting element 84 from the pivot connections 27, 34. On the other hand, if the controller 100 is not notified (e.g., by a door opening signal from a door sensor (not shown)) that the door 14 is not normally opened 408 (e.g., as indicated by the controller 100, where pivot connections 27, 34 are secured), for example due to a detected malfunction of the expected operation of the actuator assembly 30, the controller 100 sends a disconnect signal 410 to finally remove the connecting element 84 from the pivot connections 27, 34 412 (i.e., from) before issuing alarms 420, 422. Figure 9 The coupling state is transformed into Figure 10 (The decoupling state) is used to facilitate the subsequent opening of door 14. It should be recognized that the depicted alarm and timer steps may be optional.

[0041] Furthermore, for example, in process 402, after receiving signal 410, controller 100 can check 430 whether all doors are open or closed. If another door is opened by a passenger 432, a fault signal (e.g., signal 410) remains active and the power door function is disabled 434. Alternatively, if the passenger does not exit via one of the doors 436, the system queries 438 whether the passenger desires door decoupling. Upon receiving a passenger response 440, if the passenger desires 442 door decoupling, an alarm 420 is issued and the door is decoupled 412. Alternatively, if the passenger does not desire 444 door decoupling, the system returns at step 410 to await further transmission of a disconnect signal.

[0042] Furthermore, for example, in process 404, after receiving signal 410, controller 100 can check 431 whether all doors are open or closed. If another door is opened by a passenger 432, the fault signal (e.g., signal 410) remains valid and the door power function is disabled 434. Alternatively, if the passenger does not exit via one of the doors 436, the system queries 438 whether the passenger wishes to decouple the door. Upon receiving a passenger response 440, if the passenger wishes 442 to decouple the door, an alarm 422 is issued and the door is decoupled 412. Alternatively, if the passenger does not wish 444 to decouple the door, the system returns to step 410 to await further transmission of a disconnect signal.

[0043] Method 400 is also useful in cases where (for example, in the absence of a collision event) something in the actuator assembly 30 may be damaged or otherwise malfunctioning (which would prevent the door 14 from moving). It is also possible that the actuator assembly 30 is functional, however, some adjacent parts of the vehicle or other foreign objects interfere with the successful opening / closing of the door with the assistance of the actuator assembly 30.

[0044] For example, damage or damage event can refer to different situations, such as: a collision event that determines a failure of actuator assembly 30; damage to actuator assembly 30; and / or an impact or otherwise considered as interfering with the operation of actuator assembly 30.

[0045] It should be recognized that methods 200, 300, and 400 can also be applied to the closing of vehicle doors, that is, the vehicle door is successfully opened, but then refuses to obey the closing command (from controller 100).

[0046] Figure 11 and Figure 12 Showing the target Figure 3 The linear actuator assembly 30 is an exemplary configuration, such as a spring-loaded strut. The housing 235 also includes an extension member 240 (e.g., an extendable member 32) for extending from or retracting within the housing 235 to achieve final positioning of the closed panel 14 relative to the door frame 15. For example, an extended extension member 240 positions the closed panel 14 relative to the vehicle body 12 in an extended / open state, while a retracted extension member 240 positions the closed panel 14 relative to the vehicle body 12 in a retracted / closed state. It will be appreciated that the linear actuator assembly 30 can be implemented as a strut. The linear actuator assembly 30 can be biased (e.g., provided with a biased spring and / or inflation device). In another example, see... Figure 12 The extension member 240 is actively driven via a lead screw 140 (e.g., lead screw 24). The extension member 240 extends out of or retracts into the housing 235. It can be appreciated that the linear actuator assembly 30 may have a lead screw 140 (e.g., a rotary output member – see [link to motor 25]) actively operated (i.e., driven) by a motor 25 (e.g., an electric motor). Figure 12 ).

[0047] Reference Figure 2 , Figure 11 , Figure 12The diagram illustrates a linear actuator assembly 30 having a body 235 (e.g., a housing) with a first end 260 for connection via a pivot point 27 (e.g., point 238) and a second end 262 for connection at a fixed mounting (also referred to by reference numeral 236) to a closed panel 14. In this configuration, by way of example only, the linear actuator 30 has an extension member 240 (e.g., a stator member capable of slidably engaging with a rotary output member via, for example, mating threads) positioned within an interior 264 of the housing 235. The distal end 254 of the extension member 240 (e.g., via an optional element 266—a spring) is coupled to the second end 262, and the proximal end 248 of the extension member 240 is coupled to the first end 260. The extension member 240 is coupled to the lead screw 140 via a traveling member 245 (e.g., as part of or separate from the extension member 240), such that rotation of the lead screw 140 causes the traveling member 245 to travel along the lead screw 140, thereby causing the extension member 240 to extend or retract relative to the housing 235. (See also: Regarding...) Figure 12 As discussed, the traveling member 245 and the lead screw 140 are coupled to each other via mating threads. As shown, the linear actuator assembly 30 may be a support with an elastic element having a power spring 268, which provides a balancing torque (T) during operation of the closed panel 14 moving between the extended and retracted positions.

[0048] Refer again Figure 11 , Figure 12 The traveling member 245 is positioned at one end of the extension member 240. The extension member 240 (in this example, via a mounted recoil spring 266) is coupled to the housing 235 at its distal end. Additionally, the extension member 240 is coupled at its proximal end. Therefore, as the extension member 240 shifts along the longitudinal axis 241, the attached traveling member 245 also shifts along the lead screw 140. Thus, as the closed panel 14 moves between the extended and retracted positions, the position of the traveling member 245 along the lead screw 140 changes, thereby providing reciprocating motion of the traveling member 245 along the longitudinal axis 241 of the lead screw 140.

[0049] Now refer to Figure 12 , Figure 12An embodiment of a linear actuator 30 including a housing 235 is shown, the housing 235 having a lower housing 112 and an upper housing 114 for receiving an extension member 240 (e.g., an extendable shaft / rod). A mounting member 118 is attached to an end wall 126 of the lower housing 112 near the door frame 15. The upper housing 114 provides (e.g., cylindrical) sidewalls 141 defining chambers 134 open at both ends. The distal end wall 128 of the lower housing 112 includes a bore 130. A lead screw 140 (or a lead screw 140 powered by rotational movement of a motor 25 or a rotary output member) can be used to transport or otherwise guide a traveling member 245 (connected to the extension member 240) along a longitudinal axis 41. For example, if desired, the traveling member 245 includes a series of inward-facing threads in a bore 161 that mate with a series of outward-facing threads on the extension member 240. The extendable member 240 provides cylindrical sidewalls 154 defining a chamber 156 and can be concentrically mounted between the upper housing 114 and the lead screw 140. As previously described, a pivot mount 238 (i.e., pivot point 27) is attached to the distal end of the extendable member 240. A nut 245 (also referred to as the traveling member 245) is mounted around the proximal end of the extendable member 240 relative to the lower housing 112 and coupled to the lead screw 140 to convert rotational motion of the lead screw 140 into linear motion of the extendable member 240 along the longitudinal axis 41 of the lead screw 140. The nut 245 may include a spline extending into opposing coaxial grooves disposed inside the upper housing 114 to prevent rotation of the nut 245 as it travels along the longitudinal axis 41. Alternatively, without departing from the scope of this specification, the nut 245 may be configured without a spline and thus freely rotate as the nut 245 travels along the longitudinal axis 41. The integrally formed outer edge 164 in the upper housing 114 can provide an environmental seal between the chamber 134 and the outside.

[0050] A spring housing 138 can be provided in the lower housing 112, and the spring housing 138 is defined by a cylindrical sidewall 122, an end wall 128, and a flange 166. Within the spring housing 138, [the following text appears to be incomplete and requires further context: "and..."] Figure 11 The dynamic spring 268 seen in the image is similar to a dynamic spring. Figure 12(Not shown) The spring 268 can be selectively wound around the lead screw 140 to provide mechanical balance for the weight of the closed panel 14. One end of the power spring 268 is positioned or otherwise attached to the traveling member 245, and the other end is fixed to a portion of the cylindrical sidewall 122. When the extendable member 240 is in its retracted position, the power spring 268 is tightly wound around the lead screw 140, thus biasing the traveling member 245. When the lead screw 140 rotates to extend the extendable member 240 in unison with the traveling member 245 along the upper housing 114, the power spring 268 unfolds, releasing the energy stored in the power spring 268 and transmitting axial force through the extendable member 240. When the lead screw 140 rotates to retract the extendable member 240 in unison with the traveling member 245 along the upper housing 114, the power spring 268 is re-energized by rewinding around the lead screw 140. Figure 12 The diagram also shows the mating threads between the threads of the traveling member 245 and the threads of the lead screw 140.

[0051] While the foregoing description constitutes multiple embodiments, it will be understood that further modifications and changes may be made to this disclosure without departing from the reasonable meaning of the appended claims.

[0052] This invention can also be achieved through the following technical solutions:

[0053] Technical Solution 1. A system for releasably securing a linear actuator assembly (30) to a vehicle closing panel (14), the system comprising:

[0054] A linear actuator assembly, coupled at one end to a door frame (15) via a first pivot connection (34) and at the second end to a vehicle body (12) via a second pivot connection (27), the actuator assembly having an extendable member (32) configured to extend and retract to facilitate opening and closing of a closed panel relative to the vehicle body; and

[0055] At least one of the pivoting connections has an actuator connector (82) connected to an extendable member and a body connector (80) connected to a vehicle body or door frame, such that, when in a coupled state, a connecting element (84) secures the body connector to the actuator connector; and

[0056] Disconnection mechanism (86) is used to remove the connecting element from the connector in response to a detected door failure event.

[0057] Technical Solution 2. The system according to Technical Solution 1 further includes a controller (100) for controlling the operation of the disconnection mechanism in response to detecting a door failure event as a damage event.

[0058] Technical solution 3. The system according to technical solution 1 further includes a collision sensor (102) for providing the detection.

[0059] Technical Solution 4. The system according to Technical Solution 1, wherein the disconnection mechanism is a plunger mechanism positioned adjacent to the connecting element, and the connecting element is a pin for engaging with two connectors when at least one pivot connection in the pivot connection is in a coupled state.

[0060] Technical Solution 5. The system according to Technical Solution 1, wherein the disconnection mechanism is a deformable bolt for engaging with two connectors when at least one pivot connection in the pivot connection is in a coupled state.

[0061] Technical Solution 6. The system according to Technical Solution 1, wherein the disconnection mechanism is a deformation mechanism for a bolt that acts as a connecting element, such that when at least one pivot connection in the pivot connection is in a coupled state, the bolt is used to engage with the two connectors.

[0062] Technical Solution 7. The system according to Technical Solution 6, wherein the deformation mechanism is an explosive charge.

[0063] Technical Solution 8. The system according to Technical Solution 1, wherein the main connector is connected to the vehicle body.

[0064] Technical Solution 9. The system according to Technical Solution 1 further includes: the linear actuator comprising a lead screw (24) coupled to an extendable member.

[0065] Technical Solution 10. A method for releasably securing a linear actuator assembly to a vehicle closing panel, the method comprising:

[0066] A linear actuator assembly is provided, which is coupled to a door frame at one end via a first pivot connection and to a vehicle body at a second end via a second pivot connection. At least one of the pivot connections has an actuator connector connected to the linear actuator assembly and a body connector connected to the vehicle body or door frame, such that when in the coupled state, the connecting element secures the body connector to the actuator connector.

[0067] Receive event signals indicating door malfunction events; and

[0068] In response to the event signal, the disconnection mechanism is instructed to remove the connecting element from the connector;

[0069] When the connecting element is removed, at least one of the pivot connections is placed in a decoupled state due to the separation of the body connector from the actuator connector.

[0070] Technical Solution 11. A system for releasably securing an actuator assembly (30) connected to a vehicle closure panel (14) and a vehicle body (12), the system comprising:

[0071] An actuator assembly, which is coupled to a vehicle closing panel (14) via a first connection and to a vehicle body (12) via a second connection at a second end, has an extendable member (32) configured to move to facilitate opening and closing the closing panel relative to the vehicle body.

[0072] One of the connections has a coupled state that secures the actuator assembly to one of the vehicle closure panel and the vehicle body, and a decoupled state that releases the actuator assembly from one of the vehicle closure panel and the vehicle body, the decoupled state enabling the closure panel to be opened without the need for movement of the extendable member.

[0073] Technical Solution 12. The system according to Technical Solution 11, wherein one of the connections changes from a coupled state to a decoupled state in response to a blasting event.

[0074] Technical Solution 13. The system according to Technical Solution 12, wherein one of the connections includes a bolt, wherein the bolt includes a blasting device suitable for explosion.

[0075] Technical Solution 14. The system according to Technical Solution 12, wherein the blasting event is controlled by a controller.

[0076] Technical Solution 15. The system according to Technical Solution 14, wherein the controller is adapted to initiate a blasting event after an emergency event is detected.

[0077] Technical Solution 16. The system according to Technical Solution 15, wherein the controller is adapted to initiate a blasting event in response to detecting a door opening signal after detecting an emergency event.

[0078] Technical Solution 17. The system according to Technical Solution 11, wherein the first connection is a pivotal connection for coupling an extendable member to a vehicle body when in a coupled state, and the second connection is another pivotal connection for coupling an actuator assembly to a closing member, wherein the first connection is adapted to have a decoupled state.

[0079] Technical Solution 18. The system according to Technical Solution 17, wherein the first pivot connection is provided with a deformable bolt adapted to deform in response to an explosion to release the extendable member from the vehicle body.

[0080] Technical Solution 19. The system according to Technical Solution 11 further includes: the actuator including a lead screw (24) coupled to the extendable member.

[0081] Technical Solution 20. The system according to Technical Solution 11, wherein the actuator assembly includes a motor for moving the extendable member, wherein, when one of the connections is in a decoupled state, the closed panel can be moved manually without powering the motor.

Claims

1. A system for releasably securing an actuator assembly (30) attached to a vehicle closure panel (14) and a vehicle body (12), the system comprising: The actuator assembly, coupled at one end to the door frame of the vehicle closing panel (14) via a first connection (34) and at the second end to the vehicle body (12) via a second connection (27), has an extendable member (32) configured to move to facilitate opening and closing the vehicle closing panel relative to the vehicle body, wherein the extendable member (32) extends through a hole in the closing surface of the vehicle closing panel; and At least one of the first and second connections has an actuator connector (82) connected to the extendable member and a body connector (80) connected to the vehicle body or the door frame, such that, when in a coupled state, a connecting element (84) at at least one of the first and second connections secures the body connector to the actuator connector, wherein the connecting element (84) is located outside the internal cavity of the vehicle closing panel; and The connecting element (84) is automatically removed from at least one of the first connection and the second connection after a collision event that causes deformation of the extendable member, such that the actuator connector (82) and the body connector (80) become disengaged from each other and at least one of the first connection and the second connection is placed in a decoupled state, and wherein, when the connecting element (84) is removed, the actuator assembly is in the retracted position of the extendable member (32).

2. The system according to claim 1, further comprising: Disconnection mechanism (86) is used to remove the connecting element from the actuator connector (82) and the body connector (80) in response to the detection of a door failure event.

3. The system according to claim 1, wherein, The connecting element is a pin for engaging with both the actuator connector and the body connector when at least one of the first connection and the second connection is in the coupled state.

4. The system according to claim 1, wherein, At least one of the first connection and the second connection transitions from the coupled state to the decoupled state in response to a blasting event.

5. The system according to claim 4, wherein, At least one of the first connection and the second connection includes a bolt, wherein the bolt includes a blasting device suitable for explosion.

6. The system according to claim 4, wherein, The blasting event was controlled by a controller.

7. The system according to claim 6, wherein, The controller is adapted to initiate the blasting event after an emergency event is detected.

8. The system according to claim 7, wherein, The controller is adapted to initiate the blasting event in response to the detection of a door opening signal after the emergency event is detected.

9. The system according to claim 1, wherein, The first connection is a first pivot connection for coupling the actuator assembly to the door frame when in the coupled state, and the second connection is another pivot connection for coupling the actuator assembly to the vehicle body, wherein the first connection is adapted to have the decoupled state.

10. The system according to claim 9, wherein, The first pivot connection is provided with a deformable bolt adapted to deform in response to an explosion in order to release the actuator assembly from the door frame.

11. The system according to claim 1, wherein, The actuator assembly includes a lead screw (24) coupled to the extendable member.

12. The system according to claim 1, wherein, The actuator assembly includes a motor for moving the extendable member, wherein, when at least one of the first connection and the second connection is in the decoupled state, the vehicle closing panel can be moved manually without powering the motor.

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