Drive spring system for a bonnet

Abstract

A spring drive system for moderating the opening speed of a vehicle closure panel, the system comprising: an ejection mechanism mounted proximate the closure panel for moving the closure panel from a fully closed position to a partially open position, the ejection mechanism having a plunger; and a biasing cam mechanism coupled to the ejection mechanism by a coupling, the biasing cam mechanism having a biasing element for moderating the rate of deployment of the plunger.

Description

Technical Field

[0001] This disclosure relates to pop-out mechanisms for closing panels and hinge-based opening and closing mechanisms for closing panels. Background Technology

[0002] The vehicle is equipped with a compartment (such as the engine compartment) closing panel with an associated pop-out mechanism. Unfortunately, especially for high-end vehicles, the pop-out mechanism is often sudden and noisy during operation. A rapid pop-out engine hood is particularly common in large vehicles.

[0003] Therefore, there is a need for a method that reduces the ejection rate while still providing safe and predictable operation of the ejection mechanism in various situations (e.g., opening and closing of the engine hood).

[0004] Some vehicles are equipped with closing panels, such as lift gates, that use an electrically driven lifting or opening system to move between an open position (position 2) and a closed position (position 1). A drawback of existing systems is the fact that the gate can open at large angles, such as 180 to 270 degrees. Due to these large opening angles, the gate can stop (e.g., halt) in any position arbitrarily based on many factors, including the vehicle's location (e.g., parked on a steep road) and environmental conditions (e.g., strong winds impacting the vehicle).

[0005] Therefore, there is a need for a method to temporarily lock the closed panel in a selected (e.g., predefined) position so that the closed panel is positioned to be more resistant to windy conditions and / or steep parking conditions.

[0006] Current panel closure stop designs include lever-cylinder mechanisms (pneumatic, hydraulic, or other) that selectively generate friction on a lever to prevent or at least brake the operation of the hinge (e.g., DE 10 2009 053 938). Another current stop design, described by ISE Automotive in DE 10 2008 047 952, provides a stop sleeve with stop markings that inhibit hinge movement via a stop element driven by the door's movement. However, these existing designs can be positioned externally to the hinge mechanism itself, and thus can raise issues regarding form factors and general operational limitations. Furthermore, setting the stop position can be disadvantageous, especially in hinged configurations where greater flexibility is needed to select the desired stop angle (ultimately the angle formed with the vehicle body when the door is in the open position).

[0007] Furthermore, the large shape factor occupies valuable vehicle cargo space, for example, the space defined by vertical supports along the opening to the rear liftgate. Therefore, current stopping systems may undesirably restrict the size of the passageway through the opening and into the interior cargo space, requiring additional tandem lift support systems, such as gas struts and other balancing mechanisms. This has unacceptable implications for manual opening and closing operations requiring significant manual force from the operator at the panel handle, and / or for temperature effects due to the variable manual effort required by the operator caused by fluctuations in ambient temperature. Summary of the Invention

[0008] The object of the present invention is to provide a spring-based system for an engine hood that eliminates or mitigates at least one of the disadvantages described above.

[0009] On one hand, a spring-driven system for moderating the opening speed of a vehicle closing panel is provided, the system comprising: an ejector mechanism mounted near the closing panel for moving the closing panel from a fully closed position to a partially open position, the ejector mechanism having a plunger; and a biasing cam mechanism connected to the ejector mechanism via a coupling, the biasing cam mechanism having a biasing element for moderating the deployment rate of the plunger.

[0010] The second aspect provides a method for using an ejector mechanism to moderate the opening speed of a vehicle closing panel, the method comprising the steps of: connecting an offset cam mechanism to the ejector mechanism via a coupling; engaging an offset element of the offset cam mechanism to the movement of the coupling to moderate the plunger deployment rate.

[0011] The third aspect provides an offset cam mechanism for connection via a coupling to a pop-up mechanism used in a closed panel of a vehicle, the offset cam mechanism having an offset element for modulating the deployment rate of the plunger of the pop-up mechanism by engaging with a cam spring element.

[0012] On the other hand, there is a spring-driven system for moderating the opening speed of a vehicle's closed panel, the system comprising: an ejector mechanism mounted near the closed panel for moving the closed panel from a fully closed position to a partially open position; and an actuator operably coupled to the ejector mechanism, the actuator being adapted to modulate the speed at which the closed panel moves from the fully closed position to the partially open position.

[0013] Other aspects, including the method of operation, and other embodiments of the foregoing, will be apparent from the following description and accompanying drawings.

[0014] The object of the present invention is to provide a stop mechanism based on a hinge that eliminates or mitigates at least one of the disadvantages mentioned above.

[0015] On the other hand, a hinge with a stop function for a vehicle closing panel is provided, the hinge having: a plurality of links connecting the closing panel to the vehicle body, the links being used to guide the movement of the closing panel relative to the vehicle body between an open position and a closed position; and a stop mechanism connected to a pair of the plurality of links to resist movement of the hinge, the stop mechanism including a stop element.

[0016] On the other hand, a method is provided for positioning a closed panel of a vehicle in a predetermined stop position between an open position and a closed position of the closed panel, the method comprising the steps of: providing a plurality of links connecting the closed panel to the vehicle body for guiding movement of the closed panel relative to the vehicle body between the open position and the closed position; and operating a stop mechanism connected to a pair of the plurality of links for resisting movement of the hinge during hinge operation, the stop mechanism including a stop element.

[0017] Other aspects include: a plurality of links comprising a door portion of a hinge for connecting the hinge to a closed panel and a body portion of a hinge for connecting the hinge to a vehicle body; wherein the plurality of links are connected to each other via a plurality of respective pivots; a stop mechanism comprising a first additional element and a second additional element such that the stop mechanism is connected to the plurality of links via a pair of pivot points of corresponding pivot points; wherein the stop element is positioned at at least one of the pair of pivot points; the stop mechanism includes a third pivot point connecting the first additional element to the second additional element; wherein the stop element is positioned at the third pivot point; wherein the plurality of links are configured as a four-bar linkage comprising a body portion of a hinge and a door portion of a hinge; wherein the pair of links comprises one of a body portion of a hinge and a door portion of a hinge, and a link connecting the body portion to the door portion. Attached Figure Description

[0018] Refer to the attached diagram for illustrative purposes only. In the attached diagram:

[0019] Figure 1 A side view of a vehicle having one or more closed panels;

[0020] Figure 2 A front perspective view of a vehicle with one or more closed panels, illustrating... Figure 1 The drive spring system;

[0021] Figure 3 for Figure 1 and Figure 2Side view of the spring system;

[0022] Figure 4 It shows Figure 1 and Figure 2 The first operation of the spring system;

[0023] Figure 5 It shows Figure 4 An enlarged view of a part of the system;

[0024] Figure 6 It shows Figure 1 and Figure 2 The second operation of the spring system;

[0025] Figure 7 It shows Figure 6 An enlarged view of a part of the system;

[0026] Figure 8 It shows Figure 1 and Figure 2 The third operation of the spring system;

[0027] Figure 9 It shows Figure 1 and Figure 2 The fourth operation of the spring system;

[0028] Figure 10 It shows Figure 1 and Figure 2 The fifth operation of the spring system;

[0029] Figure 11 It shows Figure 1 and Figure 2 The sixth operation of the spring system;

[0030] Figure 10a It shows Figure 10 An enlarged view of a part of the system;

[0031] Figure 11a It shows Figure 11 An enlarged view of a part of the system;

[0032] Figure 12 It shows Figure 1 and Figure 2 The seventh operation of the spring system;

[0033] Figure 13 It shows Figure 1 and Figure 2 The eighth operation of the spring system;

[0034] Figure 14 It shows Figure 1 and Figure 2 The ninth operation of the spring system;

[0035] Figure 15A , Figure 15B , Figure 15C It shows the use of Figure 1 and Figure 2 Example operation of a latching system with a spring system;

[0036] Figure 16 It shows Figure 1 and Figure 2 Example operation of a spring-driven system;

[0037] Figure 17 A side view of a vehicle having one or more closed panels;

[0038] Figure 18 A rear perspective view of a vehicle with one or more closed panels, illustrating a hinge-based stop mechanism positioned along the hinge axis.

[0039] Figure 19 for Figure 17 Alternative implementation methods for vehicles;

[0040] Figure 20 for Figure 17 Alternative implementation methods for vehicles;

[0041] Figure 21 It shows Figure 17 , Figure 18 , Figure 19 A plan view of an embodiment of a stop mechanism based on a hinge;

[0042] Figure 22 It shows Figure 21 A schematic diagram of multiple links in a hinged joint;

[0043] Figures 23 to 26 It shows Figure 17 , Figure 18 , Figure 19 Different implementations of the stop element position of the stop mechanism of the hinge;

[0044] Figure 27 , Figure 28 It shows Figure 17 , Figure 18 , Figure 19 Different operating positions of the hinge;

[0045] Figure 29 , Figure 30 , Figure 31 It shows Figures 23 to 26 One embodiment of the stop element; and

[0046] Figure 32 It shows Figures 6 to 9 Another embodiment of the stop element. Detailed Implementation

[0047] In this specification and claims, the use of the articles “a,” “an,” or “the” relating to items 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 of items is not intended to exclude the possibility of including one of these 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, one of these items may be included in at least some embodiments.

[0048] Refer again Figure 1 and Figure 2 The diagram shows a vehicle 10 with a body 11 having one or more closed panels 14. For the vehicle 10, the closed panel 14 may be referred to as a partition or door, which is typically hinged to the front of an opening 13, but sometimes attached to the front of the opening 13 by other mechanisms, such as rails, for allowing people and / or goods to enter and exit the interior of the vehicle 10. It is also appreciated that the closed panel 14 may be used as part of a system of the vehicle 10, such as an engine compartment (see...). Figure 2 The closing panel 14 can be used as an access panel for the conventional trunk compartment of a vehicle 10 of the automobile type. The closing panel 14 can be opened to provide access to the opening 13, or it can be closed to protect or otherwise restrict access to the opening 13. Examples include trunk lids, front trunks, hoods, and tailgates. The front trunk, also known as the front cargo box, is provided as a storage compartment for user items such as luggage and groceries. Although the front compartment space of a vehicle has traditionally been occupied by the engine, the front trunk is located in electric vehicles or vehicles with the engine mounted at the rear. The closing panel 14 can also be used for center consoles with articulated covers, storage compartments, light truck covers, windows, etc.

[0049] The closing panel 14 can be opened manually and / or electrically powered, wherein the electrically powered closing panel 14 can be found on minivans, high-end cars, or sport utility vehicles (SUVs). Furthermore, a characteristic of the closing panel 14 is that, due to the weight of the materials used in its manufacture, some form of force-assisted opening and closing mechanism (or multiple opening and closing mechanisms) is used to facilitate the opening and closing operation by an operator of the closing panel 14 (e.g., a vehicle driver).

[0050] Regarding vehicle 10, the closed panel 14 can be as follows: Figure 1 and Figure 2 The engine hood shown, or the closing panel 14, could be some other type of closing panel 14, such as a liftgate, an upward-swinging door (i.e., sometimes called a gull-wing door), or a conventional type of door hinged to the front or rear edge of the door (see [link]). Figure 3 This allows the door to swing (or slide) away from (or toward) the opening 13 in the body 11 of the vehicle 10. A canopy door is a type of door that sits on top of the vehicle 10 and is raised in some way to provide passage for vehicle passengers via the opening 13 (e.g., car roof, aircraft roof, etc.). Where application permits, the canopy door may be attached (e.g., hinged and / or connected at a defined pivot axis for travel along tracks) to the front, side, or back of the door to the body 11 of the vehicle.

[0051] Refer again Figure 2 In the context of a vehicle application using a closed panel as an example only, the closed panel 14 is movable between a closed position (shown in dashed outline) and an open position (shown in solid outline). In the illustrated embodiment, the closed panel 14 pivots between the open and closed positions about a pivot axis 18, which may be configured to be horizontal or otherwise parallel to the support surface 9 of the vehicle 10. In other embodiments, the pivot axis 18 may have some other orientation, such as a vertical orientation or an orientation that extends outward from the support surface 9 of the vehicle 10 at an angle.

[0052] Reference Figure 1 and Figure 2 A drive spring element system 16 is provided (e.g., constructed using a pop-out mechanism 16a connected via a cable 16b to a bias cam mechanism 16c), which can be advantageously used with a vehicle closing panel 14 to be configured to (e.g., in a controlled manner) mitigate the initial opening speed of the closing panel 14 of the vehicle 10 (i.e., from the opening speed of the closing panel 14). Figure 2 (The initial opening of the fully closed position is shown in dashed lines). Furthermore, the closing panel 4 is connected to the vehicle body 11 via a hinge 12 on the pivot axis 18. Therefore, when driven by the pop-out mechanism 16a, the closing panel 14 opens about the hinge 12. The pop-out mechanism 16a may include a latch 16d (e.g., a ratchet and pawl type latch system with a striker known in the art) to hold the closing panel 14 in the closed position.

[0053] It is understood that the latch 16d may include a pawl 11a, a lever 12a, and an actuator 13a associated with the plunger 7 of the ejection mechanism 16c, such as Figure 15A As shown, pawl 11a is mounted on pivot 38 and lever 12a is mounted on pivot 39, such that components 11a and 12a are biased about their respective pivots 38 and 39, as shown. Pawl 11a and catch member 14a are in position to hold plunger 7 in the unacted position as shown (i.e., plunger 7 is in the original position, such that engine hood 14 is in the fully closed position). Figure 15A The diagram also shows a damping spring retainer 10a (e.g., mounted on the vehicle body 11), which provides optional damping resistance for the movement of the plunger 7. Additionally, a stop 12c for the lever 12a is shown, such that when resting against the stop 39... Figure 15B As shown, actuator 13a is actuated, thus pivoting lever 12a, and thus allowing pawl 11a to pivot out of engagement with stop 12c. This causes plunger 7 (and adjacent closed panel 14) to move under the influence of first biasing element 8, as... Figure 15C As shown in the figure.

[0054] As further described below, when plunger 7 (see...) Figure 3 When the closed panel 14 is pushed from the closed position to the partially open position, the operation of the pop-out mechanism 16a is mitigated by the offset cam mechanism 16c. (See reference...) Figure 3 The drive spring element system 16 (e.g., constructed using a pop-out mechanism 16a connected via cable 16b to a bias cam mechanism 16c) is shown in the closed position of the closed panel 14. The pop-out mechanism 16a has a plunger 7 driven by a first biasing element 8 positioned between the body 11 and the plunger 7, such that the first biasing element 8 biases the plunger 7 away from the body 11 and toward the adjacent closed panel 14. An optional damping mechanism 20 (e.g., a hydraulic piston-cylinder device, once released, for damping the movement of the plunger 8 away from the body 11, see...) Figure 15A , Figure 15B , Figure 15C It can be connected to the plunger 7. In any case, once the movement begins, under the influence of the first biasing element 8, the plunger 7 of the pop-out mechanism 16a pulls the cable 16b to be affected by the sequential movement of the biasing cam mechanism 16c.

[0055] As further described below, since the ejector mechanism 16a is connected to the bias cam mechanism 16c via cable 16b, the operation of the bias cam mechanism 16c (as connected with the movement of the plunger 7) will moderate the operation of the ejector mechanism 16a (i.e., the plunger 7 moves from the fully closed position (see...)). Figure 15A Proceed to the partially opened position (see) Figure 15C (The rate of the spring). For example, compared to the uncontrolled release of spring energy, the speed of the ejector mechanism 16a can be slowed down or reduced by providing resistance against the energy release from the bias element 8 or the spring, and the speed of the ejector mechanism 16a can be controlled by the bias element 8 or the spring.

[0056] Refer again Figure 3 The biasing cam mechanism 16c (mounted on the body 11) may include a drive pulley 1a with a control cam 1b mounted on a pivot 30 (of the frame 31), such that the drive pulley 1a can move relative to the cam spring element 2 about the pivot 30. As shown, a biasing element is used to bias the drive pulley 1a about the pivot 30 using the control cam 1b. The cam spring element 2 is also mounted on the pivot 30. A control bolt 3 is mounted on the frame 31 (mounted to the body 11). Furthermore, an engagement lever 4 is mounted on the cam spring element 2 via a pivot 32, and a lifting latch 6 is mounted on the cam spring element 2 via a pivot 33, such that these elements 4, 6, as... Figure 4 The bias is as shown in the diagram. Figure 4 The diagram also shows a release lever element 5, which is mounted on a pivot 34 (e.g., on the body 11 and / or frame 31) and coupled to a cable 16b at an end 35. As shown, the release lever element 5 is biased about the pivot 34. A stop 22 for the cam spring element 2 is also shown, which prevents the cam spring element 2 from rotating about the pivot 30 in the first direction shown.

[0057] A cable spring retainer 9a is shown for connecting cable 16b to ejection mechanism 16a. (See diagram.) Figure 3 As shown, the bias cam mechanism 16c is shown in the center position, while the closing panel 1 is in the fully closed position (see Figure 1). Figure 2 Furthermore, the engaging lever 4 rests against the control bolt 3. The cam spring element 2 abuts against the stop 22, while the engaging lever 4 rests against the control bolt 3.

[0058] Reference Figure 4 The closed panel 14 remains closed; however, the latch 16d is activated upon the first actuation, thereby setting it to release the drive pulley 1a, which rotates R1 about pivot 30 in a first direction, as shown. It should be noted that when components 1a and 1b pivot about pivot 30, the cam spring element 2 does not pivot about pivot 30. Figure 4 , Figure 5 As shown, the movement of the control cam 1b (mounted on the drive pulley 1a) causes engagement via the notch 1c of the control cam 1b with the adjacent end 6a of the lifting latch 6. For example, the release lever spring element 5 has not yet pivoted about the pivot 34.

[0059] Reference Figure 6 The diagram illustrates the return stroke of the drive pulley 1a (and the mounted control cam 1b) about pivot 30, thus the contact between the abutment end 6a and the notch 1c causes the control cam 1b to pick up the cam spring element 2 for co-rotation R2 about pivot 30 in a second direction. This movement causes contact between the notch 4a of the engagement lever 4 and the engagement end 6d of the lifting latch 6 (see diagram). Figure 7 The engaging lever 4 can disengage from the control bolt 3. It should be noted that... Figure 6 In the middle, the abutting portion 5a of the release lever spring element 5 rests against the surface 2a of the cam spring element 2, thus limiting the rotation of the release lever spring element 5 about the pivot 34, and thus easing the movement of the plunger 7. Figure 6 It is shown that after 1c and 6C have been engaged by the motor, the control cam 1b is moved counterclockwise by the motor, thus returning to its original position. This motor had previously rotated the control cam 1b clockwise to allow the pawl 6a to lock with the notch 1c. From Figure 6 It can be seen that as the abutting part 5a travels along the surface 2a, the continued rotation of the control cam 1b can eventually guide the spring upward.

[0060] Furthermore, it is recognized that the shape / profile of the mating surface 2a and the abutment portion 5a can be kinematically optimized (e.g., similar to a common profile) and matched with the timing of the release of the front trunk lock (i.e., latch 16d). For example, a person might not want to begin releasing (i.e., operating the bias cam mechanism 16c) until latch 16d has already been released, which can increase the load on the ratchet pawl element of latch 16d (e.g., increase the release effort). Accordingly, cam surface 2a can thus provide a time delay between the signal for releasing the pawl (pawl of latch 16d - not shown) (received mechanically or electronically by latch 16d) and the signal for actuating the actuator (e.g., bias cam mechanism 16c). The pawl of the front trunk latch 16d can remain in the open position before the hood (i.e., closing panel 14) is pushed upward by the pop-out mechanism 16a.

[0061] Reference Figure 8 As rotation R2 continues, the abutting portion 5a of the release lever spring element 5 continues to ride on the moving surface 2a of the cam spring element 2, and thus, the pivoting speed (e.g., rotational rate) of the release lever spring element 5 is moderated (e.g., controlled) by the movement of the cam spring element 2 (i.e., rotation R2). In other words, since mechanisms 16a and 16c are connected to each other via cable 16b, the expansion rate of the first biasing element 8 (and therefore the movement of the plunger 7 away from the body 11) depends on (i.e., proportional to) the resistance of the drive pulley 1a to its bias (e.g., as...). Figure 3The pivoting speed (i.e., rotational rate) of the plunger 7 away from the body 11 can be mitigated by the offset B1 of the cam offset mechanism 16c. Figure 9 The mechanism 16c is shown relative to Figure 8 Further rotation of the bias B1 about the pivot 30, and further advance of the plunger 7 away from the body 11. As described, the abutment portion 5a continues to follow the surface 2a until the abutment portion 5a encounters the stop 42.

[0062] from Figure 9 The position shown is further rotated by R2 to Figure 10 The position of the lifting latch 6 causes the engaging lever 4 to move M about the pivot 32, resulting in the lifting latch 6 being disengaged from the control cam 1b (see...). Figure 11 Note that the cam spring element 2 may also encounter the stop 44. Once the control cam 1b and the lifting latch 6 are disengaged, the drive pulley 1a, under the influence of the bias B1, will pivot freely again in the first direction to return to R1. Figure 10a It shows Figure 10 The relationship between part 6a and notch 4a. Figure 11a It shows Figure 11 The relationship between part 6a and notch 4a. Figure 12 It shows that due to Figure 11 The disconnection shown drives the pulley 1 to rotate R1, and the lifting latch 6 re-engages with the engagement lever 4. Once engaged, the plunger 7 is pushed back down (e.g., by pushing the closing panel 14 back to its original position). Figure 15A The closing position shown in Figure 2 is... Figure 13 This will cause cable 16b to lose tension, and thus facilitates the release lever spring element 5 to return to its original position (see...). Figure 14 And the same applies to the cam spring element 2. In this way, system 16 can be reset for another actuation of latch 16d.

[0063] In view of the above, for the spring-driven system 16, it is advantageous to moderate the opening speed of the closed panel 14 of the vehicle 10. Thus, the system 16 may include: an ejector mechanism 16a, mounted near the closed panel 14 for moving the closed panel 14 from a closed position to a partially open position, the ejector mechanism having a plunger 7; and a biasing cam mechanism 16c, connected to the ejector mechanism 16a via a coupling 16b, the biasing cam mechanism 16c having a biasing element B1 for moderating the deployment rate of the plunger 7. For example, the biasing cam mechanism 16c may have a cam spring element 2 connected to the biasing element B1 (e.g., connected via a control cam 1b once engaged via the lifting latch 6) and a release lever 5 connected to the ejector mechanism 16a via the coupling 16b, such movement of the cam spring element 2 being coupled to the deployment rate of the plunger 7 via the release lever 5.

[0064] Another advantage of the operation of system 16 is the use of an offset cam mechanism 16c, which is used to connect with the pop-out mechanism 16a used by the closing panel 14 of vehicle 10 via a coupling 16b. The offset cam mechanism 16c has an offset element B1, which is used to moderate the deployment rate of the plunger 7 of pop-out mechanism 16a by engaging with the cam spring element 2.

[0065] Figure 16 Example method 100 is shown, by which the opening speed of the closing panel 14 of the vehicle 10 is moderated. At step 102, the biasing cam mechanism 16c is connected to the pop-out mechanism 16a via the coupling 16b; and at step 104, the biasing element B1 of the biasing cam mechanism 16c is engaged with the movement of the coupling 16b to moderate the unfolding rate of the plunger 7 of the pop-out mechanism 16a.

[0066] Reference Figure 17 and Figure 18A hinge-based stop mechanism 116 (e.g., constructed using one or more stop elements 15) is provided, which can be advantageously used with a vehicle closing panel 14 to provide opening and closing operations for the closing panel 14 of the vehicle 10. Other applications of the hinge-based stop mechanism 116—typically within or outside of vehicle applications—include advantageously assisting in optimizing the overall holding force and manual action force for operating the closing panel 14. It is also appreciated that the examples of the hinge-based stop mechanism 116 provided below can be advantageously used as the sole means of assisting in opening and closing the closing panel 14, or can be advantageously used in combination (e.g., in series) with other biasing members of the closing panel 14 (e.g., spring-loaded hinges, biasing struts, etc.). In particular, the hinge-based stop mechanism 116 can be used to provide or otherwise assist in providing a holding force (or torque) for the closing panel 14. Furthermore, it is recognized that the hinge-based stop mechanism 16 can be integrated with the hinge 12 of the closed panel 14, for example, a component of the closed panel 14 assembly, as further described below. The hinge 12 may have a panel-side portion 112a for connecting the hinge-based stop mechanism 116 to the closed panel 14 and a body-side portion 12b for connecting the hinge-based stop mechanism 116 to the vehicle body 11. The hinge-based stop mechanism 116 may advantageously include a stop element 15 encapsulated near the hinge (i.e., pivot) axis 18.

[0067] Refer again Figure 17 and Figure 18 The image shows a vehicle 10 with a body 11 having one or more closed panels 14. For the vehicle 10, the closed panels 14 may be referred to as partitions or doors, and are typically hinged, but sometimes attached to the front of an opening 13 via other mechanisms, such as tracks, for use by people (see...). Figure 20 (and / or cargo) entry and exit from the interior of vehicle 10. It is also recognized that the closing panel 14 can be used for systems within vehicle 10, such as the engine compartment (see...). Figure 19The closing panel 14 can be used as an access panel for the conventional trunk compartment of a vehicle 10 of the automobile type. The closing panel 14 can be opened to provide access to the opening 13, or the closing panel 14 can be closed to protect or otherwise restrict access to the opening 13. Examples include trunk lids, front trunks, hoods, and tailgates. The closing panel 14 can also be used for center consoles, storage compartments, light truck covers, windows, etc., with an articulated cover configuration. It is also appreciated that the closing panel 14 may have one or more intermediate holding positions between a fully open position and a fully closed position, as provided at least in part by a stop element 15. For example, the stop element 15 can assist the closing panel 14 in offset movement away from one or more intermediate holding positions once positioned, said intermediate holding positions also referred to as Third Position Hold (TPH) or Stop-N-Hold. It is also appreciated that the stop element 15 can be configured as a component of the closing panel 14 assembly.

[0068] The closing panel 14 can be manually opened and / or electronically powered via a hinge-based stop mechanism 116, wherein the powered closing panel 14 can be found on minivans, high-end cars, or sport utility vehicles (SUVs). Furthermore, a characteristic of the closing panel 14 is that, due to the weight of the materials used in its manufacture, some form of force-assisted opening and closing mechanism (or multiple opening and closing mechanisms) facilitates the opening and closing operation by an operator of the closing panel 14 (e.g., a vehicle driver).

[0069] Regarding vehicle 10, the closed panel 14 can be as follows: Figure 17 and Figure 18 The illustrated lifting gate, or closing panel 14, can be some other type of closing panel 14, such as an upward-swinging door (i.e., sometimes called a gull-wing door) or hinged at the front or rear edge of the door (see [reference]). Figure 20 A canopy door is a conventional type of door that allows the door to swing (or slide) away from (or toward) the opening 13 in the body 11 of the vehicle 10. A canopy door is a type of door that sits on top of the vehicle 10 and is raised in some way to provide passage for vehicle passengers via the opening 13 (e.g., car roof, aircraft roof, etc.). Where application permits, a canopy door may be attached (e.g., hinged and / or connected at a defined pivot axis for travel along a track) to the body 11 of the vehicle at the front, side, or back of the door.

[0070] Refer again Figure 17In the context of a vehicle application using a closed panel as an example only, the closed panel 14 is movable between a closed position (shown in dashed outline) and an open position (shown in solid outline). In the illustrated embodiment, the closed panel 14 is about a pivot axis 18 (see... Figure 19 The pivot axis 18 pivots between the open and closed positions, and may be configured to be horizontal or otherwise parallel to the support surface 9 of the vehicle 10. In other embodiments, the pivot axis 18 may have some other orientation, such as a vertical orientation (see [link to relevant documentation]). Figure 17 Or, in other ways, an orientation that extends outward at an angle from the support surface 9 of the vehicle 10.

[0071] Reference Figure 21 An embodiment of the hinge 12 is shown, having a hinge portion 112a for mounting on the closed panel 14 and a hinge portion 12b for mounting on the vehicle body 11. Furthermore, portions 112a and 12b can be connected to each other via connecting rods 120 and intermediate elements 122, thereby providing the hinge 12 as a multi-bar linkage (e.g., via four links xx of example ab, ac, cd, and bd, see...). Figure 22 Furthermore, each link in the chain is connected to each other via a corresponding pivot point, typically denoted by P. Additionally, a stop mechanism 116 may be present, having a stop element 15 positioned on a pair of stop members (e.g., connecting rods) A1, A2. Thus, the stop mechanism 116 is connected to the hinge 12 via a pair of pivots PP1, PP2, wherein another pivot PP3 connects the two stop members A1, A2 to each other. Therefore, each of the pivots PP1, PP2 is located on the corresponding stop member A1, A2.

[0072] Reference Figure 22 The stop mechanism 116 can provide two additional links af and fg, represented by two additional linkage elements A1 and A2 (e.g., rods).

[0073] Reference Figures 23 to 25 An embodiment of the hinge 12 with a stop mechanism 116 is shown, such that different link configurations (e.g., links ab, ac, cd, and bd) constituting the hinge 12 can be connected to the stop mechanism 116 via pivots PP1 and PP2 as needed. For example, Figure 23 Additional links A1 and A2 are shown to be connectable to connecting rod 120 and intermediate element 122. For example, Figure 24 It is shown that additional links A1 and A2 can be connected to the body section 12b and the intermediate element 122. For example, Figure 25 Additional links A1 and A2 are shown to be connectable to door portion 112a and intermediate element 122. It is also recognized that, instead of... Figure 24 , Figure 25 Intermediate element 122, pivots PP1 and PP2 (see Figure 21 It can be connected to the connecting rod 120.

[0074] Reference Figure 26 The stop element 15 can be positioned at any one or more of the pivots PP1, PP2, and PP3 of the stop mechanism 116 as needed. For example, the stop element 15 can be positioned at pivot PP1. For example, the stop element 15 can be positioned at pivot PP2. For example, the stop element 15 can be positioned at pivot PP3. For example, the stop element 15 can be positioned at both pivots PP1 and PP2. For example, the stop element 15 can be positioned at both pivots PP1 and PP3. For example, the stop element 15 can be positioned at both pivots PP3 and PP2. For example, the stop element 15 can be positioned at all three pivots PP1, PP3, and PP2.

[0075] Therefore, by using pivots PP1 and PP2, the stop mechanism 116 (with associated stop element 15) can be connected to the connecting rod xx of the hinge 12 itself. (Refer to...) Figure 27 , Figure 28 The diagram shows different operating positions of the stop mechanism 116 connected to the hinge 12 (e.g., Figure 27 The first stop position DP1 is shown, and Figure 28 The second stop position DP2 is shown.

[0076] Figure 29 It shows Figure 21 Another embodiment of the stop element 15. Figure 30 yes Figure 29 Exploded view of the stop element 15. Figure 31 Is it through Figure 29A cross-sectional view of the stop element 15 of the door hinge 12. The body support (e.g., locking body carrier) 8′ of the stop element 15 can be formed as a single piece and can have a shaft 31′ inserted in a rotatable arrangement into pivots PP1, PP2, PP3 (e.g., bearing sleeves). The shaft 31′ can have a hexagonal connecting section 30′, which can be correspondingly arranged in the corresponding receiving openings of pivots PP1, PP2, PP3, such that the stop element 15 can be fixed in pivots PP1, PP2, PP3 by fasteners (not shown) screwed into threaded holes 29. The cross-section of the locking body carrier 8′ can be circular and has a groove 25 arranged at a 90° angle on its circumferential surface. The groove 25 is used to receive a pin 7′, which is elastically loaded radially away by a coil spring 9′, which rests against the opposite end of the pin 7′. The helical spring 9′ is arranged in the corresponding hole 13′ on the locking body support 8′.

[0077] In the assembled state, the locking sleeve 6′ and the locking body support 8′ are arranged coaxially, and the locking body support 8′ is provided with a pin 7′. On the inner surface 26 of the locking sleeve 6′, the locking position 24 corresponding to the motor vehicle door 14 is arranged in the corresponding open position (i.e., the predefined holding position).

[0078] At the locked angle position of the vehicle door 14, pin 7' is fully positioned in the groove 25 and prestressed by the coil spring 9'. When the corresponding angle position is reached, pin 7' is partially pressed out of the groove 25 by the coil spring 9' and into the stop mark 24, thereby locking the corresponding angle position. Furthermore, locking sleeve 6' is attached / fixed to one of the additional arms A1, A2, and locking body support 8' is attached / fixed to the other of the additional arms A1, A2, such that when the hinge 12 is operated between the open and closed positions of the closed panel 14, as the additional arms A1, A2 pivot about their pivot points PP1, P2, PP3, locking sleeve 6' and locking body support 8' rotate relative to each other about the pivot axis 27. In this way, pin 7' moves from its current groove 25 to an adjacent unoccupied groove 25, thereby moving from one predetermined holding position to the next predetermined holding position.

[0079] Reference Figure 32 Via pivot PP2 connected to stop mechanism 116 (e.g., connected between additional arm A2 and intermediate element 122, see...) Figure 4 , Figure 5 , Figure 21 , Figure 22The example illustrates another embodiment of the stop element 15. The stop element 15 may include a rotating camshaft 1' with a groove 25, a locking lever 2', a roller (e.g., a drum) 3', a rotation axis 4' of lever 2' and a locking lever 6', another roller 5', a locking lever 6', and a tension spring 7'. The tension spring 7' biases one end of levers 2' and 6' (opposite to the rotation axis 4') toward each other to hold the rollers 3' and 5' seated in the corresponding receiving portions 25' of levers 2' and 6'.

[0080] Therefore, levers 2′ and 6″ (e.g., via a pin connecting the rotation axis 4′) can be secured to intermediate element 122 (or, if necessary, to other links xx). Furthermore, the rotary camshaft 1′ can be connected / secured to another link xx of pivot PP2, i.e., the additional arm A2 adjacent to pivot PP2. Thus, when the hinge 12 is operated between the open and closed positions of the closed panel 14 (see...) Figure 1 , Figure 17 , Figure 18 As the additional arms A1 and A2 pivot about their pivot points PP1, P2, and PP3, the rotary camshaft 1' and a set of locking levers 2' and 6″ rotate relative to each other (when the levers 2' and 6″ move relative to each other about the pivot axis 4'). In this way, pins 3' and 5' move from their current recesses 25 to adjacent unoccupied recesses 25 in the rotary camshaft 1', thereby moving from one predetermined holding position to the next predetermined holding position.

[0081] Given the above, the stopping angle of the closed panel 14 relative to the body 11 of the vehicle 10 can be set by the spacing between the grooves 25 around the inner surface 26 of the rotary cam 1′ and / or the locking sleeve 6′. Therefore, the stopping mechanism 15 can be located in the stopping mechanism 116, as needed at any / all of the pivot points PP1, PP2, PP3. Thus, when the door 14 is open, the additional rods A1, A2 move together with the hinge 12. Due to the additional connection points PP1, PP2, PP3 between the new rods A1, A2 and the hinge rods 112a, 12b, 120, 122, there are new options for positioning the stopping element 15.

[0082] An example operation for positioning a closed panel 14 of a vehicle 10 in a predetermined stop position between an open position and a closed position of the closed panel 14. The method may include the steps of: providing a plurality of links xx connecting the closed panel 14 to a body 11 for guiding movement of the closed panel 14 relative to the body 11 between the open and closed positions; and operating a stop mechanism 116 connected to a pair of the plurality of links xx to resist movement of the hinge 12 during operation of the hinge 12, the stop mechanism including a stop element 15 for providing said resistance to movement.

Claims

1. A spring-driven system (16) for regulating the opening speed of a closed panel (14) of a vehicle (10), the system comprising: A pop-out mechanism (16a), mounted near the closed panel for moving the closed panel from a fully closed position to a partially open position, the pop-out mechanism having a plunger; and An offset cam mechanism (16c) is connected to the ejection mechanism via a coupling. The offset cam mechanism has an offset element (B1) and a motor. The offset element (B1) is used to harmonize the deployment rate of the plunger, and the motor is used to control the release of the offset element during the rotation of the motor.

2. The system according to claim 1, wherein, The bias cam mechanism further includes a cam spring element (2) connected to the bias element and a release lever connected to the ejection mechanism via the coupling, the movement of the cam spring element being connected to the deployment rate of the plunger via the release lever.

3. The system according to claim 2 further includes the cam spring element having a cam surface (2a) that contacts the abutment portion (5a) of the release lever.

4. The system according to claim 2 further includes a drive pulley (1a) having a control cam (1b) such that movement (R2) of the control cam in a second direction causes the cam spring element to resist the co-movement of the biasing element.

5. The system according to claim 4, wherein, The movement (R1) of the control cam along the first direction is relative to the position of the cam spring element.

6. The system of claim 4 further includes a lifting latch (6) for connecting the control cam to the cam spring element.

7. The system according to claim 4, wherein, The cam spring element and the drive pulley are mounted to a frame (31) on a pivot (30) such that the drive pulley and the cam spring element rotate about the pivot during system operation.

8. The system according to claim 1, wherein, The connector is a cable (16b).

9. The system according to claim 1, wherein, The closed panel is used for the front trunk.

10. A method for adjusting the opening speed of a closed panel (14) of a vehicle (10) using a pop-out mechanism, the method comprising the steps of: The bias cam mechanism (16c) is connected to the ejection mechanism via a coupling, the ejection mechanism having a plunger, the bias cam mechanism having a bias element (B1) and a motor, the bias element (B1) being used to harmonize the deployment rate of the plunger, and the motor being used to control the release of the bias element during the rotation of the motor. as well as The bias cam mechanism is operated to harmonize the deployment rate of the plunger of the ejector mechanism.

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