Door latch

Abstract

A vehicle latch comprising only a single motor that performs both the release / rear drive function of the vehicle latch, as well as the power lock / unlock function of the vehicle latch, and a mechanical lock / unlock feature for locking and unlocking the latch in the event of a power failure of the vehicle latch.

Description

[0001] Cross-references to related applications

[0002] This application claims the advantages of U.S. Provisional Patent Application No. 63 / 422,239, filed November 3, 2022, the contents of which are incorporated herein by reference. Background Technology

[0003] Exemplary embodiments of this disclosure relate to door latch technology.

[0004] The vehicle latch comprises multiple cooperating components to provide operation of the vehicle latch.

[0005] Competition in the automotive industry is becoming increasingly fierce and complex. Therefore, closed systems need to be challenged and improved in terms of reliability and overall quality by providing deeper functionality, thus enabling them to better enhance their capabilities.

[0006] Reducing the number of latch components and using them, or using them for multiple functions, is a difficult task.

[0007] A closed system needs to reassure end users that their car doors will only open and close at the expected times, ensuring their safety on the road and when the vehicle is parked.

[0008] Therefore, it is desirable to provide an improved vehicle latch that can be operated on demand while reducing the number of components required for latch operation. Summary of the Invention

[0009] The proposed concept allows the latch to perform both power release / reverse drive and power locking / unlocking functions using the same motor. Furthermore, it includes the availability of mechanical locking / unlocking in the event of a power failure. The single motor eliminates the need for a second motor, which would have impacted the latch's packaging, thus allowing it to remain compatible with a wide range of vehicles. It also significantly impacts the cost of the final product, making it competitive.

[0010] The proposed concept accomplishes the basic functions while providing a superior experience through electrical performance, allowing for features such as power release, latching, and locking / unlocking, ensuring a pleasant interaction between the latch and the end user.

[0011] A vehicle latch is disclosed, comprising: a single motor performing a release / reverse drive function of the vehicle latch, a power locking / unlocking function of the vehicle latch, and a mechanical locking / unlocking feature for locking and unlocking the latch in the event of a power outage of the vehicle latch.

[0012] A vehicle latch is also disclosed, comprising: a drive assembly; and a motor operably connected to the drive assembly via a worm gear fixed to the shaft of the motor, wherein the drive assembly performs one of the functions of locking and power release of the vehicle latch by rotation of the worm gear.

[0013] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the drive assembly includes a power release gear, a reset rod fixed to one side of the power release gear, and a gear locking rod located on the opposite side of the power release gear, the gear locking rod being capable of moving independently relative to the power release gear and the reset rod.

[0014] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the surface of the power release gear has a cam feature that engages the damper of the gear locking lever when the drive assembly of the vehicle latch is in the locked position and the gear locking lever is in the initial position.

[0015] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the gear locking lever has an upper lug member operably coupled to a switch linkage movably mounted to the actuator housing of the vehicle latch.

[0016] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the upper lug member is accommodated in the opening of the switch linkage.

[0017] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the gear locking lever has a lower portion having a "U"-shaped receiving area operably coupled to a lug of a locking connecting lever, the lug of the locking connecting lever being movably mounted to a housing portion of the vehicle latch.

[0018] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the actuator housing and the housing portion of the vehicle latch are independent components that are fixed to each other.

[0019] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the actuator housing and the housing portion of the vehicle latch are integrally formed as a single integral latch housing portion.

[0020] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, movement of the locking connecting rod from the first position to the second position will allow the vehicle latch to be opened by an external release rod pivotally mounted to the housing portion.

[0021] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the external release lever is operatively coupled to the handle.

[0022] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the external release lever is operably connected to the handle via a cable.

[0023] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the locking connecting rod is located in the back plate and has two guide features that slide through two slots in the back plate.

[0024] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, when the power release gear is in the first position, the cam feature of the power release gear contacts the buffer of the gear locking lever, the buffer holding the gear locking lever in the initial position, the initial position corresponding to the locked position of the drive assembly of the vehicle latch.

[0025] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, when the power release gear rotates and the cam feature no longer contacts the damper of the gear locking lever, the gear locking lever is elastically biased to the unlocked position by a locking link spring that provides a biasing force to a locking connecting rod movably mounted to the housing portion of the vehicle latch.

[0026] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the switch linkage spring provides a biasing force to the switch linkage such that the locking linkage spring and the switch linkage spring cause the gear locking lever to rotate when the power release gear rotates and the cam feature is no longer in contact with the damper of the gear locking lever.

[0027] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the reset lever has a cam feature configured to engage a complementary cam feature of the power release gear, such that the reset lever can be secured to the power release gear.

[0028] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the cam feature of the reset lever has crushing ribs to allow the reset lever to be interference-fitted or snap-fitted into the power release gear.

[0029] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the reset lever cam has another cam feature provided on the opposite side of the reset lever relative to the cam feature described above, the other cam feature defining a recessed area for a protruding portion of a receiving spring.

[0030] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, when the reset lever is rotated to the unlock position, the protruding portion engages with the recessed area.

[0031] A vehicle latch is also disclosed, comprising: a drive assembly including a power release gear, a reset lever fixed to one side of the power release gear, and a gear locking lever located on the opposite side of the power release gear, the gear locking lever being movable independently relative to the power release gear and the reset lever; a motor operably connected to the drive assembly via a worm gear fixed to the shaft of the motor, wherein the drive assembly performs one of the locking and power release functions of the vehicle latch by rotation of the worm gear; and a locking connecting rod movably mounted on the housing portion of the vehicle latch, wherein the gear locking lever has a lower portion having a receiving area. The receiving area is operably coupled to a lug on a locking connecting rod; a key cylinder rod, pivotally mounted on the latch housing portion, the key cylinder rod being operably coupled to a key cylinder via a rod, the key cylinder rod having a lug portion received in the receiving area of ​​the locking connecting rod such that actuation of the key cylinder rod from a first position to a second position causes the lug portion to contact the wall of the receiving area, which causes the locking connecting rod to move from a locked position to an unlocked position, the key cylinder rod allowing manual unlocking of the vehicle latch; and an emergency locking lever, accessible from the outside of the vehicle latch, which, when activated, converts the vehicle latch from an unlocked state to a locked state.

[0032] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the emergency locking lever has a column member configured to contact the receiving area of ​​the locking connecting lever.

[0033] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the receiving area of ​​the locking connecting rod is located on the arm member of the locking connecting rod.

[0034] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the emergency locking lever also features contact with a pair of complementary stop portions of the housing portion of the vehicle latch.

[0035] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, an over-center spring is also included, which provides a biasing force to hold the emergency locking lever in a locked position corresponding to the locked state of the vehicle latch.

[0036] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the emergency locking lever has the feature of being accessible from the outside of the vehicle latch.

[0037] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the surface of the power release gear has a cam feature that engages the damper of the gear locking lever when the drive assembly of the vehicle latch is in the locked position and the gear locking lever is in the initial position.

[0038] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the gear locking lever has an upper lug member operably coupled to a switch linkage movably mounted to the actuator housing of the vehicle latch.

[0039] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the upper lug member is accommodated in the opening of the switch linkage.

[0040] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, it further includes: a main switch operably coupled to the controller, wherein actuation of the main switch via the outer periphery of the reset lever sends a signal to the controller, the signal causing the motor to stop operating and instructing the controller that the vehicle latch is in an unlocked state.

[0041] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, a secondary switch is also included, operably coupled to the controller, wherein actuation of the secondary switch via the cam surface of the switch linkage sends a signal to the controller, the signal causing the motor to stop operating and instructing the controller that the vehicle latch is in the unlocked state.

[0042] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the reset lever has a recessed periphery that does not contact the main switch when the reset lever is in the locked position, and the outer periphery of the reset lever contacts the main switch when the reset lever is in the unlocked position.

[0043] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the surface of the power release gear has a cam feature that engages the damper of the gear locking lever when the drive assembly of the vehicle latch is in the locked position and the gear locking lever is in the initial position.

[0044] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the gear locking lever has an upper lug member operably coupled to the switch linkage.

[0045] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the upper lug member is accommodated in the opening of the switch linkage.

[0046] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the actuator housing and the housing portion of the vehicle latch are independent components that are fixed to each other.

[0047] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the actuator housing and the housing portion of the vehicle latch are integrally formed as a single integral latch housing portion.

[0048] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, movement of the locking connecting rod from the first position to the second position will allow the vehicle latch to be opened by an external release rod pivotally mounted to the housing portion.

[0049] In addition to one or more of the features described above, or as an alternative to any of the above embodiments, when the power release gear is in the first position, the cam feature of the power release gear contacts the buffer of the gear locking lever, the buffer holding the gear locking lever in the initial position corresponding to the locked position of the drive assembly of the vehicle latch, and when the power release gear rotates, the cam feature no longer contacts the buffer of the gear locking lever; the gear locking lever is elastically biased to the unlocked position by a locking link spring fixed to the vehicle latch, the locking link spring providing a biasing force to the locking connecting rod such that when the power release gear rotates and the cam feature no longer contacts the buffer of the gear locking lever, the locking link spring and the switch link elastically cause the locking connecting rod to rotate.

[0050] A method for operating a vehicle latch using only a single motor is also disclosed, comprising: rotatably mounting a drive assembly to the vehicle latch, the drive assembly having a power release gear, a reset lever fixed to one side of the power release gear, and a gear locking lever located on the opposite side of the power release gear, the gear locking lever being movable independently relative to the power release gear and the reset lever; operably connecting the single motor to the drive assembly via a worm gear fixed to the shaft of the single motor, wherein the drive assembly performs one of the locking and power release functions of the vehicle latch by rotation of the worm gear; movably mounting a locking connecting rod to a housing portion of the vehicle latch; and detaching the locking connecting rod from the housing portion. An ear is operably connected to the lower part of the gear locking lever; a key cylinder lever is pivotally mounted on the latch housing portion, the key cylinder lever being operably connected to a key cylinder via a lever, the key cylinder lever having a lug portion received in the receiving area of ​​the locking connecting lever, such that actuation of the key cylinder lever from a first position to a second position will cause the lug portion to contact the wall of the receiving area, which causes the locking connecting lever to move from a locked position to an unlocked position, the key cylinder lever allowing manual unlocking of the vehicle latch; and an emergency locking lever is pivotally mounted to the vehicle latch, the emergency locking lever being accessible from the outside of the vehicle latch, the emergency locking lever, when activated, converting the vehicle latch from an unlocked state to a locked state. Brief description of the attached figures

[0051] The following description should not be considered as any limitation. Referring to the accompanying drawings, similar components are numbered the same:

[0052] Figure 1 A portion of a vehicle latch with a gear locking lever in the initial position, according to this disclosure, is shown;

[0053] Figure 1A A portion of a vehicle latch with the gear locking lever removed according to this disclosure is shown;

[0054] Figure 2 A perspective view of the gear locking lever, power release gear, and reset lever of the vehicle latch of this disclosure is shown;

[0055] Figure 2A A partial cross-sectional view of the gear locking lever is shown;

[0056] Figure 2B A perspective view of the power release gear is shown;

[0057] Figure 2C A perspective view of the reset lever is shown;

[0058] Figure 2D An exploded view of the reset lever and the power release gear is shown;

[0059] Figure 2D' A cross-sectional view of the reset lever and the power release gear is shown;

[0060] Figure 2E A rear perspective view of the gear locking lever of this disclosure is shown;

[0061] Figure 2F A perspective view showing the interaction between the overmolded damper of the gear locking lever according to the invention and the power release gear.

[0062] Figure 3 A perspective view of the gear locking lever, locking link, and power release gear of the latch of this disclosure is shown;

[0063] Figure 4 This is a perspective view of a portion of the vehicle latch according to this disclosure;

[0064] Figure 5 This is a perspective view of a vehicle latch in the locked position according to this disclosure;

[0065] Figure 6 This is a perspective view of the vehicle latch in the unlocked position according to this disclosure;

[0066] Figure 7 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0067] Figure 8 This is a perspective view of the gear locking lever in the locked position according to this disclosure;

[0068] Figure 9 This is a perspective view of the gear locking lever in the unlocked position according to this disclosure;

[0069] Figure 10 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0070] Figure 11 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0071] Figure 12A The release lever of the vehicle latch is shown when the vehicle latch is in the locked state;

[0072] Figure 12B The operation of the vehicle latch release lever is shown when the vehicle latch is in the locked state;

[0073] Figure 13A The release lever of the vehicle latch is shown when the vehicle latch is in the unlocked state;

[0074] Figure 13B The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0075] Figure 13C The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0076] Figure 14 The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0077] Figure 15 A perspective view of a portion of a vehicle latch according to this disclosure is shown;

[0078] Figure 16 and 17 A perspective view of a portion of the vehicle latch that allows the reset lever to move according to this disclosure is shown;

[0079] Figure 18 and 19 A perspective view showing the movement of the reset lever is provided.

[0080] Figure 20 A perspective view of the reset lever is shown;

[0081] Figure 21 A perspective view of a portion of the vehicle latch is shown;

[0082] Figure 22 A perspective view of a portion of the vehicle latch is shown;

[0083] Figure 23 A perspective view of a portion of the vehicle latch is shown;

[0084] Figure 24 A perspective view of a vehicle latch according to this disclosure is shown; and

[0085] Figure 25A-28 The movement of the emergency locking mechanism of the vehicle latch according to this disclosure is shown. Detailed Implementation

[0086] This document provides a detailed description of one or more embodiments of the disclosed devices and methods by way of example rather than limitation by reference figures.

[0087] The single-motor concept provides the ability to perform several electrically latched functions. With just one motor, the latch will be able to release power, reverse drive, lock, and unlock. In this disclosure, a locking / unlocking function is newly introduced and operates by enabling / disabling an external release lever rotating on the latch housing to allow the user the freedom and security to ensure that the vehicle's side doors are only closed or opened from the outside when needed.

[0088] The initial position of the proposed mechanism is also referred to as the locked state. In this state, the power release gear is in the fully rearward drive direction and contacts an overmolded buffer located on the gear locking lever (as used herein and throughout the application; in a non-limiting embodiment, the buffer may refer to an elastomeric material capable of deflecting and absorbing shocks; a non-limiting material for the buffer is rubber or a rubber-like polymer or its equivalent). This ensures that the latter remains in its position without any movement (also due to dynamic braking in the power release motor). The gear locking lever, rotating on the power release gear, will have a U-shaped feature at its bottom, which will allow connection between the gear locking lever and the locking link. Therefore, the locking link will also have a corresponding geometry to allow interaction between the gear locking lever and the locking link, which will cause the locking link to move whenever the gear locking lever moves to the unlocking or locking direction. The locking link will have a spring mounted on the latch housing and located on the back plate, causing the mechanism to enter the unlocking direction when the power release gear enters the power release direction or the unlocking direction. The locking link will be located on the backplate and will have two guide features that slide through two slots on the backplate to ensure the stability of the link when it travels to the locked or unlocked position. When the gear lock moves to the unlocked position, a damper mounted on the cover will inhibit and stop its movement by rotating 35 degrees. Within the geometry of the locking link, there will be an "impatient passenger" spring; this spring will always apply torque to the bypass lever in case of an impatient passenger situation; this is when the vehicle user pulls the external release lever before the unlocking operation. When the external release lever returns to its initial position, the impatient passenger spring will allow the bypass lever to enter the unlocking direction, preventing any obstruction within the release mechanism. The bypass lever will pivot and travel along a channel feature located on the locking link. The bypass lever will also have a lug feature that will travel along the channel of the pawl release lever. The external release lever, pivoting in the latch housing, will contact this lug, causing the pawl release lever to move, thereby moving the pawl lifter and pawl, releasing the pawl, and opening the latch. Whenever a single motor latch is locked, the lug feature in the bypass lever will move to disable the possibility of releasing the latch via an external release lever.

[0089] In addition, a switch linkage will be attached to the gear locking lever so that whenever the gear locking lever rotates to the unlocking direction, the switch linkage will travel along a channel located in the electronic component carrier (ECC), thereby activating the locking switch. This switch will serve as a redundant switch (redundant with the gear locking switch) to ensure that locking / unlocking activation can always be detected in the event of a failure of any switch. Since the unlocking state occurs at approximately 35 degrees of rotation, the mechanism must be able to stop the gear at a precise moment to avoid any excessive movement and reduce the risk of unintentional release of the latch. To achieve precise stopping in the locking / unlocking mechanism, a reset lever connected to the gear will have a cam surface that contacts a switch called the gear locking switch. This switch will be precisely activated at 35 degrees of rotation and will send a signal to the vehicle's DCU to stop the motor, thereby stopping the worm gear and gear. In addition to switch activation, the reset lever connected to the gear will integrate a "U" feature that will interact directly with the internal release lever spring; this "U" feature will be clamped between corresponding portions of the spring as the mechanism approaches 35 degrees of rotation. This feature, located in the reset lever, helps ensure the mechanism stops at the desired moment. In addition, the reset lever will be fitted with a power release damper to suppress noise and shock loads when the latch enters the power release direction or rear drive direction. Furthermore, instead of using a pin to fulcrum the power release gear, a new semi-tube pivot has been introduced. This is to better handle the stability of the power release and locking mechanisms, as it contributes to a better stacking between all components and also improves the deformation between them due to the thrust load of the motor.

[0090] In the event of a vehicle power failure, the latch should be able to be locked or unlocked mechanically or manually. To make this possible, a key cylinder lever pivoting in the latch housing will be used for manual unlocking of the latch. The key cylinder lever will have a lug that interacts directly with the locking link so that whenever the key cylinder lever is rotated to the unlock position, this lug will push the locking link in that direction, thereby transmitting a bypass lever to enable manual release of the latch via an external handle. Since the locking link is directly connected to the gear lock, the gear lock will move to the unlocked position and then, due to the overmolded buffer located on the gear lock, directly connect to the power release gear. As previously described, the reset lever engages with the power release gear and will move as the latter moves. After manual unlocking is performed via the key cylinder, the U-shaped feature on the reset lever will also be trapped in its corresponding inner release lever spring, thus securing the manually unlocked position.

[0091] To lock the vehicle in the event of a power outage, the emergency locking lever, which rotates within the latch housing, features a key entry feature at its bottom (on the side of the frame) to allow the vehicle user to insert a key to manually lock the latch. When the user rotates the emergency locking lever into the locked position, the lever, via a post that interacts with the locking linkage, returns the locking linkage to the locked position. Consequently, the bypass lever also returns to the locked position, disabling the ability to manually release the latch via an external release lever. To ensure the emergency locking lever remains in its position, a super-central spring mounted on the latch housing and assembled onto the emergency locking lever ensures that the locked or unlocked state is reached and maintained.

[0092] It provides a side latch that enables electric locking / unlocking, power locking, and power release of the vehicle. It also provides mechanical functions such as manual release, via inside or outside, as well as key unlocking and emergency locking in case of power failure.

[0093] Electrical features ensure a comfortable experience for end users, allowing them to interact with the doors in a luxurious manner. Mechanical features ensure that users still have the means to lock / unlock and open the side doors.

[0094] The locking mechanism provided by the latch operates via a remote locking actuator connected by a cable to a mechanism within the latch. The remote locking actuator contains a motor that sends pulses to move a gear train. This gear train is coupled to a lever that tensions the cable, thereby moving a locking lever within the latch, causing the door to move from a secondary position to a primary closed position. The locking mechanism also includes a device for overloading the function when necessary. This is achieved by an interaction between an overload linkage and an overload clutch lever, which in turn moves the overload linkage, causing the locking lever to bypass the pawl.

[0095] The electrical functions within the latch operate via a single motor, which allows for power release and locking / unlocking. Several geometric modifications have been made to accommodate this new and improved latch design. This also applies to all releases of the latch, including those using external release mechanisms and ratchet release levers. The concept remains unchanged, but the geometry has been enhanced to improve the functionality of these components in the new design.

[0096] The power release mechanism has also been modified to accommodate the new mechanism. A key element of this new latch is that it can perform power release / rearward drive and locking / unlocking functions via a single motor. This mechanism allows the end user to power lock / unlock the doors from the outside, providing greater vehicle security. The system consists of a gear locking lever that interacts with a locking linkage to enable / disable the external release lever.

[0097] In addition, the latch includes the ability to mechanically lock / unlock in the event of a power failure. Locking of the latch is achieved via an emergency locking lever and an over-center spring for activating the external lever. Mechanical unlocking of the latch is achieved via a key cylinder lever mounted on the latch housing and interacting directly with the locking linkage. A bypass lever is mounted on the locking linkage and passes through a slot in the pawl release lever to activate the external lever. Furthermore, the mechanism includes an impatient passenger spring, so that if the end user pulls the handle while the latch is locked, the door will not open. However, if the latch becomes unlocked during this interaction, it forces the user to release the handle and pull it again to open the door.

[0098] Referring now to the accompanying drawings, a vehicle latch 10 conforming to this disclosure is shown. As described above, a single motor 12 is used to electrically perform several latching functions. With only a single motor 12, the vehicle latch 10 will be able to release power, reverse drive, lock, and unlock. In other words, the vehicle latch 10 will have only one or a single motor 12.

[0099] A single motor 12 is operatively connected to a drive assembly 14 via a worm gear 16 fixed to the shaft of the single motor 12. This drive assembly 14 may also be referred to as a locking mechanism and a power release mechanism. The drive assembly includes a power release gear 18, a reset lever 20 fixed to one side of the power release gear 18, and a gear locking lever 22 located on the opposite side of the power release gear 18. The gear locking lever 22 is capable of independent movement relative to the power release gear 18 and the reset lever. The surface of the power release gear 18 is configured to have a cam feature 24, which engages a buffer 26 of the gear locking lever 22 when the drive assembly 14 of the latch 10 is in the locked position and the gear locking lever 22 is in the initial position. This position is at least... Figure 1 As shown in 4 and 5.

[0100] Furthermore, the use of a semi-tubular pivot 19 instead of a pin to rotate the power release gear 18 is to better handle the stability of the power release mechanism and the locking mechanism, as it helps to better stack all components and improves the deformation between these components due to the thrust load 12 of the motor.

[0101] The gear locking lever 22 has an upper lug member 28 operably coupled to a switch linkage 30, which is movably or slidably mounted to the actuator housing 32 of the vehicle latch 10. The upper lug member 28 is received within an opening 29 in the switch linkage 30. The gear locking lever 22 also has a lower portion 34 with a U-shaped receiving area 36 operably coupled to the lug 38 of a locking connecting lever 40 movably mounted to a housing portion 42 of the vehicle latch 10. In one embodiment, the actuator housing 32 and housing portion 42 of the vehicle latch 10 are mutually fixed independent components, or the actuator housing 32 and housing portion 42 are integrally formed as a single integral latch housing portion.

[0102] Movement of the locking lever 40 from a first or locked position to a second or unlocked position allows the vehicle latch 10 to be opened via an external release lever 44, which is pivotally or movably mounted to the housing portion 42. The external release lever 44 is operatively coupled to a handle 46 (schematically shown) located outside the vehicle, to which the vehicle latch 10 is secured. The external release lever 44 is operatively coupled to the handle 46 via a cable 47 or any other equivalent device.

[0103] The locking connecting rod 40 will be located in the back plate 41 and has two guide features 43 that slide through two slots 45 in the back plate 41 to ensure the stability of the locking connecting rod as it moves between the locked and unlocked positions.

[0104] When the power release gear 18 is in the first or initial position, the cam feature 24 of the power release gear 18 contacts the buffer 26 of the gear locking lever 22, which holds the gear locking lever in the first or initial position, corresponding to the locked position of the vehicle latch 10. To transition the vehicle latch 10 to the unlocked position, the single motor 12 is energized and the worm gear 16 is rotated, and relative to at least Figure 1 , Figure 2A , Figure 4 and Figure 5 The view shown rotates the power release gear 18 clockwise. This movement causes the cam function 24 to no longer contact the damper 26 of the gear locking lever 22. The gear locking lever 22 is elastically biased to a second or unlocked position by a locking link spring 48 fixed to the vehicle latch. The locking link spring 48 provides a biasing force to the locking link 40. The switch link spring 50 fixed to the vehicle latch provides a biasing force to the switch link 30. In a non-limiting embodiment, the switch link spring 50 is fixed to the latch cover 58 of the vehicle latch. The locking link spring 48 and the switch link spring 50 will cause the gear locking lever 22 to be at least Figure 1 , Figure 2A , Figure 4 , Figure 5 and Figure 8 The view shown is rotated clockwise from a first or initial position (locked position) to a second or unlocked position, at least as shown. Figure 5 , Figure 6 and Figure 9 .

[0105] When the power release gear 18 rotates, causing the cam feature 24 to no longer contact the buffer 26, the locking link spring 48 and the switch link spring 50 cause movement of the switch link 30 and the locking connecting rod 40. Since the gear locking rod 22 is operably coupled to the switch link 30 and the locking connecting rod 40, this causes the gear locking rod 22 to rotate. For example, the upper lug member 28 engages with the switch link 30, and the lug 38 of the locking connecting rod 40 is received in the receiving area 36 of the gear locking rod 22.

[0106] When part 52 of gear locking lever 22 contacts buffer 54, a second or unlocked position of gear locking lever 22 is defined. Buffer 54 is fixed on inner surface 56 of latch cover 58, which is configured to be fixed to actuator housing 32.

[0107] As previously described, the reset lever 20 is secured to the power release gear. The reset lever 20 has a cam feature 68 configured to engage a complementary cam feature 70 of the power release gear 18, allowing the reset lever 20 to be secured to the power release gear 18. The cam feature 68 of the reset lever 20 has crushing ribs 72, which allows the reset lever to be either interference-fitted or snap-fitted onto the power release gear 18.

[0108] A cam feature 74 is provided on the opposite side of the reset lever 20. Cam feature 74 is located on the opposite side of cam feature 68. Cam feature 74 defines a recessed region 76 that receives a protrusion 78 of a spring 80 fixed to a vehicle latch. In a non-limiting embodiment, the spring 80 is fixed to an actuator housing 32. When the reset lever 20 is rotated to the unlocked position, this protrusion 78 engages with the recessed region 76. See at least [reference needed]. Figure 18 and Figure 19 .

[0109] The reset lever 20 has a function when the reset lever 20 is in the locked position (at least see) Figure 16 When the reset lever 20 is in the unlocked position, its outer periphery 88 contacts the main switch 86, and when the reset lever 20 is in the unlocked position, its outer periphery 88 contacts the main switch 86. The main switch 86 is operatively coupled to the controller 64. Actuation of the main switch 86 by the outer periphery 88 of the reset lever 20 sends a signal to the controller 64, which causes the individual motor 12 to stop operating and indicates to the controller 64 that the vehicle latch 10 is in the unlocked state.

[0110] The movement of the gear locking lever 22 also causes the movement of the switch linkage 30. The switch linkage 30 has a cam surface 60, which drives the secondary switch 62 when the gear locking lever 22 is in the unlocked position. When the main switch 86 fails, the secondary switch 62 acts as a backup switch for the main switch 86. In one embodiment, the secondary switch 62 and the main switch 86 are fixed to the electronic circuit carrier 90.

[0111] As described above, during power unlocking, at approximately 35 degrees of rotation of the gear locking lever 22, the mechanism must be able to stop the power release gear 18 at a precise moment to avoid any overtravel and mitigate the risk of accidental power release latch 10. To achieve precise stopping in the locking / unlocking mechanism, the reset lever 20, coupled to the power release gear 18, will have a cam surface that contacts a switch 86, referred to as the gear locking switch. This switch will be precisely activated at 35 degrees of rotation and will send a signal to the vehicle's door control unit (DCU) to stop the motor 12, as well as the worm gear 16 and gear 18. In addition to switch activation, the reset lever 20, coupled to the gear 18, will integrate a "U" feature that will directly interact with the internal release lever spring 80; this "U" feature will be clamped between corresponding portions of the spring as the mechanism is about to rotate to 35 degrees. This feature, located within the reset lever, helps ensure that the mechanism stops at the desired moment. In addition, a power release damper 82 will be installed on the reset lever to suppress noise and shock loads when the latch enters the power release direction or the rear drive direction.

[0112] The buffer 82 of the reset lever 20 is configured to contact a feature located on the inner surface of the actuator housing 32.

[0113] Since the locking connecting rod 40 is operably connected to the gear locking rod 22 via the lug 38 of the locking connecting rod 40, the rotational movement of the gear locking rod 22 causes the locking connecting rod 40 to move linearly in the direction of arrow 92.

[0114] A bypass rod 94 is rotatably and slidably mounted to a locking connecting rod 40. The bypass rod 94 has a lug portion 96 that slides within an opening 98 of a pawl release rod 100 as the locking connecting rod slides in the direction of arrow 92. The pawl release rod 100 is rotatably mounted to a housing portion 42 of the latch. The pawl release rod 100 is operatively coupled to a pawl lifter 102, which is operatively coupled to a pawl 104. The pawl lifter 102 and the pawl 104 are rotatably mounted to a backplate 106 of the vehicle latch 10. Moving the pawl 104 from an engaged position (where the pawl 104 engages the pawl 108 of the latch 10) to another engaged position (where the pawl 104 no longer engages the pawl 108 of the latch 10) allows the pawl 108 to rotate from a closed position to an open position.

[0115] In one embodiment, a pawl 108 and a ratchet 104 are rotatably mounted on a back plate 106. The pawl 108 is spring-biased to an open position, and the ratchet 104 is spring-biased to an engaged position. When the ratchet 104 is in the engaged position, a portion of the ratchet 104 engages a portion of the pawl 108 to prevent the pawl 108 from rotating from the closed position to the open position. When the ratchet 104 moves to the disengaged position, that portion of the ratchet 104 no longer engages that portion of the pawl 108, and the pawl 108 can freely rotate from the closed position to the open position.

[0116] The bypass rod 94 also has a feature 109 that allows it to be movably received within the opening 110 of the locking connecting rod 40. When the locking connecting rod 40 is moved to the unlocked state by the gear locking rod 22, the bypass rod 94 is moved by the locking connecting rod 40, causing the lug portion 96 to move within the opening, thereby placing it in a position engaging with the lug portion 112 of the external release rod 44. This position is at least... Figure 11 , Figures 13A to 14 As shown in the diagram. Therefore, when the external release lever 44 is activated, the vehicle latch 10 will open.

[0117] When the locking connecting rod 40 is moved to the locked state by the gear locking rod 22, the bypass rod 94 is moved by the locking connecting rod 40, causing the lug portion 96 to move within the opening, thereby placing it in a position where it is not engaged by the lug portion 112 of the external release rod 44. This position is at least... Figure 10 , Figure 12A and Figure 12B As shown in the diagram. Therefore, when the external release lever 44 is activated, the vehicle latch 10 will not open.

[0118] During the power release of the vehicle latch 10, a single motor 12 is actuated and the power release gear 18 is rotated until the cam feature 24 of the power release gear 18 contacts a power release lever 114 rotatably mounted on the actuator housing 32. The power release lever 114 is operatively coupled to a pawl release lever 100, which is operatively coupled to a pawl lifter 102, which is operatively coupled to a pawl 104. As described above, movement of the power release lever 114 will ultimately move the pawl 104.

[0119] The vehicle latch 10 also includes a key cylinder rod 116. The key cylinder rod 116 is pivotally mounted to the housing portion 42 of the latch. Furthermore, the key cylinder rod 116 can be coupled to the key cylinder 118 via a rod 120 or any equivalent structure. The key cylinder rod 116 has a lug portion 122 received in a receiving area 124 of the locking connecting rod 40, such that the key cylinder rod 116 can be positioned from a first position (e.g., ...) Figure 22 (As shown) actuated to the second position (e.g.) Figure 23 When the lug portion 122 contacts the wall of the receiving area 124 (as shown), it causes the locking connecting rod 40 to move. This movement of the locking connecting rod 40 moves the locking connecting rod 40 from the locked position (at least as shown). Figure 22 (as shown) Move to the second position (at least as shown) Figure 23 (As shown). As described above, the second position again allows the external release lever 44 to open the vehicle latch 10. The key cylinder function is particularly useful when the vehicle to which the vehicle latch is associated has lost power and the vehicle latch 10 needs to be unlocked manually.

[0120] The vehicle latch 10 also includes an emergency locking feature. The emergency locking feature is externally accessible from the vehicle latch 10 and, upon activation, transitions the vehicle latch 10 from an unlocked state to a locked state. The emergency locking feature is provided by an emergency locking lever 126. This emergency locking lever 126 has a post member 128 configured to contact a C-shaped or U-shaped receiving area 130 of a locking connecting lever 40. The C-shaped or U-shaped receiving area 130 of the locking connecting lever 40 is located on an arm member 132 of the locking connecting lever 40. The emergency locking lever 126 also has a feature 134 that contacts a pair of complementary stop portions 136 of the housing portion 42 of the vehicle latch 10. An over-center spring 138 is also provided to hold the emergency locking lever 126 of the emergency locking mechanism in the locked position. The over-center spring 138 provides a biasing force to hold the emergency locking lever 126 of the emergency locking mechanism in the locked position, which corresponds to the locked state of the vehicle latch. Figures 25A-28As shown, movement of the emergency locking lever 126 will contact the locking connecting lever 40 to transition the vehicle latch 10 from an unlocked position to a locked position. The emergency locking lever 126 has a feature 140 that is accessible from the outside of the vehicle latch 10. In a non-limiting embodiment, feature 140 may be a slot or opening configured to receive part of a tool such as a screwdriver or other equivalent structure.

[0121] The emergency locking feature of the vehicle latch 10 allows the user to manipulate the vehicle latch 10 from the unlocked state to the locked state, which is useful again in the event of a power outage to the vehicle to which the vehicle latch is secured.

[0122] The term “about” is intended to encompass the degree of error associated with a specific number of measurements based on the equipment available at the time of application submission. For example, “about” could include a range of ±8%, 5%, or 2% for a given value.

[0123] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be further understood that the terms “comprising” and / or “including,” when used in this specification, specify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups.

[0124] While this disclosure has been described with reference to one or more exemplary embodiments, those skilled in the art will understand that various changes can be made and equivalents of its elements can be substituted without departing from the scope of this disclosure. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of the invention without departing from its essential scope. Therefore, this disclosure is intended to be limited to the specific embodiments disclosed as the best mode contemplated for carrying out this disclosure, but rather to include all embodiments falling within the scope of the claims.

Claims

1. A vehicle latch, comprising: A drive assembly, the drive assembly including a power release gear, a reset rod fixed to one side of the power release gear, and a gear locking rod located on the opposite side of the power release gear, the gear locking rod being able to move independently relative to the power release gear and the reset rod; An electric motor is operatively connected to the drive assembly via a worm gear fixed to the shaft of the motor, wherein the drive assembly performs one of the functions of locking the vehicle latch and releasing power through rotation of the worm gear; A locking connecting rod is movably mounted on the housing portion of the vehicle latch, and the gear locking rod has a lower portion having a receiving area operably connected to a lug of the locking connecting rod; A key cylinder lever, pivotally mounted on the housing portion, is operably coupled to a key cylinder via a lever. The key cylinder lever has a lug portion received in a receiving area of ​​the locking connecting lever, such that actuation of the key cylinder lever from a first position to a second position causes the lug portion to contact the wall of the receiving area, resulting in the locking connecting lever moving from a locked position to an unlocked position. The key cylinder lever allows for manual unlocking of the vehicle latch. An emergency locking lever, accessible from the outside of the vehicle latch, when activated, changes the vehicle latch from an unlocked state to a locked state.

2. The vehicle latch according to claim 1, wherein, The emergency locking lever has a column member configured to contact the receiving area of ​​the locking connecting lever.

3. The vehicle latch according to claim 2, wherein, The receiving area of ​​the locking connecting rod is located on the arm member of the locking connecting rod.

4. The vehicle latch according to claim 3, wherein, The emergency locking lever also features contact with a pair of complementary stop portions of the housing portion of the vehicle latch.

5. The vehicle latch according to claim 4, wherein, It also includes an over-center spring that provides a biasing force to keep the emergency locking lever in a locked position, the locked position corresponding to the locked state of the vehicle latch.

6. The vehicle latch according to claim 5, wherein, The emergency locking lever is characterized by being accessible from the outside of the vehicle latch.

7. The vehicle latch according to claim 6, wherein, The surface of the power release gear has a cam feature that engages the damper of the gear locking lever when the drive assembly of the vehicle latch is in the locked position and the gear locking lever is in the initial position.

8. The vehicle latch according to claim 7, wherein, The gear locking lever has an upper lug member that is operably connected to a switch linkage that is movably mounted to the actuator housing of the vehicle latch.

9. The vehicle latch according to claim 8, wherein, The upper lug member is accommodated in the opening of the switch linkage.

10. The vehicle latch according to claim 9, further comprising: A main switch, operably connected to a controller, wherein actuation of the main switch via the outer periphery of the reset lever sends a signal to the controller, the signal causing the motor to stop running and instructing the controller that the vehicle latch is in the unlocked state.

11. The vehicle latch of claim 10, further comprising: A secondary switch, operably coupled to a controller, wherein actuation of the secondary switch via a cam surface of the switch linkage sends a signal to the controller, the signal causing the motor to stop operating and instructing the controller that the vehicle latch is in the unlocked state.

12. The vehicle latch according to claim 11, wherein, The reset rod has a recessed periphery that does not contact the main switch when the reset rod is in the locked position, and contacts the main switch when the reset rod is in the unlocked position.

13. The vehicle latch according to claim 12, wherein, The actuator housing and housing portion of the vehicle latch are independent components that are fixed to each other.

14. The vehicle latch according to claim 13, wherein, The actuator housing and housing portion of the vehicle latch are integrally formed as a single integral latch housing portion.

15. The vehicle latch according to claim 14, wherein, Movement of the locking connecting rod from the first position to the second position will allow the vehicle latch to be opened via an external release lever pivotally mounted to the housing portion.

16. The vehicle latch according to claim 15, wherein, When the power release gear is in the first position, the cam feature of the power release gear contacts the buffer of the gear locking lever, the buffer holding the gear locking lever in the initial position corresponding to the locked position of the drive assembly of the vehicle latch, and when the power release gear rotates, the cam feature no longer contacts the buffer of the gear locking lever; The gear locking lever is elastically biased to the unlocked position by a locking link spring fixed to the vehicle latch. The locking link spring provides a biasing force to the locking connecting rod, such that when the power release gear rotates and the cam feature no longer contacts the damper of the gear locking lever, the locking link spring and the switch link elastically cause the locking connecting rod to rotate.

17. A method for operating a vehicle latch using only a single motor, comprising: The drive assembly is rotatably mounted to the vehicle latch, the drive assembly having a power release gear, a reset lever fixed to one side of the power release gear, and a gear locking lever located on the opposite side of the power release gear, the gear locking lever being able to move independently relative to the power release gear and the reset lever; The single motor is operably connected to the drive assembly via a worm gear fixed to the shaft of the single motor, wherein the drive assembly performs one of the functions of locking the vehicle latch and releasing power through rotation of the worm gear; The locking connecting rod is movably mounted to the housing portion of the vehicle latch; The lug of the locking connecting rod is operably connected to the lower part of the gear locking rod; A key cylinder rod is pivotally mounted on the housing portion, the key cylinder rod being operably connected to a key cylinder via a rod. The key cylinder rod has a lug portion received in a receiving area of ​​the locking connecting rod, such that actuation of the key cylinder rod from a first position to a second position causes the lug portion to contact the wall of the receiving area, resulting in the locking connecting rod moving from a locked position to an unlocked position. The key cylinder rod allows for manual unlocking of the vehicle latch; and An emergency locking lever is pivotally mounted to the vehicle latch. The emergency locking lever is accessible from the outside of the vehicle latch and, when activated, changes the vehicle latch from an unlocked state to a locked state.

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