Door latch

Abstract

A vehicle latch comprising: a drive assembly, wherein the drive assembly comprises a power release gear, a return lever fixed to one side of the power release gear, and a gear lock lever located at an opposite side of the power release gear, the gear lock lever being rotatably mounted to the power release device and the return lever; a switch link operably connected to the gear lock lever; an eccentric spring configured to move between a first position and a second position, wherein in the first position the eccentric spring provides a first biasing force in a first direction to the switch link, and in the second position the eccentric spring provides a second biasing force in a second direction to the switch link; the first direction being opposite to the second direction; a clutch mechanism operably coupling the switch link to the return lever; and a motor operably coupled to the drive assembly by a worm fixed to a motor shaft, wherein the drive assembly performs one of a locking function and a power release function of the vehicle latch by rotation of the worm.

Description

Technical Field

[0001] The exemplary embodiments disclosed herein pertain to the field of vehicle door latches. Background Technology

[0002] The door latch consists of multiple components that work together to provide operation of the door latch.

[0003] The automotive industry has become increasingly competitive and complex. Therefore, closed systems need to meet these challenges and improve their reliability and overall quality by offering deeper functionalities, thus enabling them to better enhance their capabilities.

[0004] Reducing the number of parts in a latch assembly and using them, or using them for multiple functions, is a difficult task.

[0005] The closing system needs to provide end users with confidence that their car doors will only open and close when expected, thereby ensuring their safety on the road and when the vehicle is parked.

[0006] Therefore, it is desirable to provide an improved door latch, wherein the latch can be operated as needed, while reducing the number of parts required for latch operation. Summary of the Invention

[0007] 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 during power failure. The single-motor design eliminates the need for a second motor, which would affect the latch's packaging, thus ensuring compatibility with a wide range of vehicles. It also significantly impacts the cost of the final product, making it competitive.

[0008] The proposed concept achieves basic functionality while providing a superior experience through electrical performance, allowing for functions such as power release, tightening, and locking / unlocking, ensuring a pleasant interaction between the latch and the end user.

[0009] A vehicle latch is disclosed, comprising: a single motor that performs a release / reverse drive function of the vehicle latch, a power locking / unlocking function of the vehicle latch, and a mechanical locking / unlocking function of the vehicle latch in the event of a power failure.

[0010] 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 motor shaft, wherein the drive assembly performs one of the locking and power release functions of the vehicle latch by rotation of the worm gear.

[0011] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the drive assembly includes: a power release gear, a reset lever fixed to one side of the power release gear, and a locking link located on the opposite side of the power release gear. The gear locking lever is capable of independent movement relative to the power release gear and the reset lever.

[0012] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the surface of the power release gear has a cam feature that engages with 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 original position.

[0013] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the gear locking lever has an upper tab member operably coupled to a switch linkage movably mounted to the actuator housing of the vehicle latch.

[0014] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the upper tab member is received within the opening of the switch linkage.

[0015] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the gear locking lever has a lower portion having a "U"-shaped receiving area for a tab operably coupled to a locking link, the locking link being movably mounted to a housing portion of the vehicle latch.

[0016] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the actuator housing and the housing portion of the vehicle latch are separate components fixed to each other.

[0017] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the actuator housing and the housing portion of the vehicle latch are integrally formed as a single integral latch housing portion.

[0018] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, movement of the locking link from the first position to the second position will allow the vehicle latch to be opened by an external release lever pivotally mounted to the housing portion.

[0019] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the external release lever is operatively coupled to the handle.

[0020] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the external release lever is operably connected to the handle via a cable.

[0021] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the locking link rests in the back plate, and the locking link has two guide features that slide through two slots in the back plate.

[0022] In addition to one or more of the features described above, or as an alternative to any of the foregoing 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, which holds the gear locking lever in the original position, wherein the original position corresponds to the locked position of the drive assembly of the vehicle latch.

[0023] In addition to one or more of the features described above, or as an alternative to any of the foregoing 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 spring-biased to the unlocked position by the locking link spring, which provides a biasing force to the locking link movably mounted to the housing portion of the vehicle latch.

[0024] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the eccentric spring provides a biasing force to the switch linkage such that when the power release gear rotates and the cam feature no longer contacts the damper of the gear locking lever, the locking linkage spring and the eccentric spring will cause the gear locking lever to rotate.

[0025] In addition to one or more of the features described above, or as an alternative to any of the foregoing 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.

[0026] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the cam feature of the reset lever has a compression rib that allows the reset lever to be interference-fitted or snap-fitted into the power release gear.

[0027] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, the reset lever cam has another cam feature disposed on the opposite side of the reset lever relative to the cam feature, the other cam feature defining a recessed area of ​​the protrusion portion receiving the spring.

[0028] In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, when the reset lever is rotated to the unlock position, the protrusion portion engages the recessed area.

[0029] Brief description of the attached figures

[0030] The following description should not be construed as limiting in any way. Referring to the accompanying drawings, the same elements have the same numbers:

[0031] Figure 1 A portion of a vehicle latch according to this disclosure is shown, with the gear locking lever in its original position;

[0032] Figure 1A A portion of a vehicle latch according to this disclosure is shown, wherein the gear locking lever is removed;

[0033] Figure 2 This is a perspective view of the gear locking lever, power release gear, and reset lever of the vehicle latch disclosed herein;

[0034] Figure 2A This is a partial sectional view of the gear locking lever;

[0035] Figure 2B It is a 3D diagram of the power release gear;

[0036] Figure 2C It is a 3D view of the reset lever;

[0037] Figure 2D This is an exploded view of the reset lever and the power release gear;

[0038] Figure 2D 'This is a cross-sectional view of the reset lever and the power release gear;

[0039] Figure 2E This is a rear perspective view of the gear locking lever disclosed herein;

[0040] Figure 2F This is a perspective view showing the interaction between the overmolded buffer of the gear locking lever according to the present disclosure and the power release gear;

[0041] Figure 3 This is a perspective view of the gear locking lever, locking linkage, and power release gear of the latch disclosed herein;

[0042] Figure 4 This is a perspective view of a portion of a vehicle latch according to this disclosure;

[0043] Figure 5 This is a perspective view of a vehicle latch in the locked position according to this disclosure;

[0044] Figure 6 This is a perspective view of a vehicle latch in the unlocked position according to this disclosure;

[0045] Figure 7 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0046] Figure 8 is a perspective view of the gear locking lever in the locked position according to the present disclosure;

[0047] Figure 9 is a perspective view of the gear locking lever in the unlocked position according to the present disclosure;

[0048] Figure 10 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0049] Figure 11 This is a perspective view of the components of the vehicle latch according to this disclosure;

[0050] Figure 12A The release lever of the vehicle latch is shown when the vehicle latch is in the locked state;

[0051] Figure 12B The operation of the vehicle latch release lever is shown when the vehicle latch is in the locked state;

[0052] Figure 13A The release lever of the vehicle latch is shown when the vehicle latch is in the unlocked state;

[0053] Figure 13B The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0054] Figure 13C The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0055] Figure 14 The operation of the vehicle latch release lever is shown when the vehicle latch is in the unlocked state;

[0056] Figure 15 This is a perspective view of the vehicle latch portion according to this disclosure;

[0057] Figure 16 and Figure 17 This is a perspective view of the vehicle latch portion according to the present disclosure, showing the movement of the reset lever;

[0058] Figure 18 and Figure 19 This is a view showing the movement of the reset lever;

[0059] Figure 20 It is a 3D view of the reset lever;

[0060] Figure 21 It is a three-dimensional view of the vehicle's latch section;

[0061] Figure 22 It is a three-dimensional view of the vehicle's latch section;

[0062] Figure 23 It is a three-dimensional view of the vehicle's latch section;

[0063] Figure 24 It is a perspective view of the vehicle latch according to this disclosure;

[0064] Figures 25A-28 The movement of the emergency lock of the vehicle latch according to this disclosure is shown;

[0065] Figure 29 This is a perspective view of a vehicle latch in the locked position according to this disclosure;

[0066] Figure 30 This is a perspective view of a vehicle latch in the unlocked position according to this disclosure;

[0067] Figure 31 This is a view of the clutch mechanism according to this disclosure;

[0068] Figure 32 It is the amplification part of the clutch mechanism;

[0069] Figure 33 This is a perspective view of the clutch mechanism according to this disclosure;

[0070] Figure 34 Another perspective view of the clutch mechanism according to this disclosure;

[0071] Figures 35A-35C The movement of the switch linkage and clutch mechanism according to this disclosure is shown;

[0072] Figure 35D This illustrates a scenario where, in the event of a power outage, the reset lever has rotated to the power-release position and the switch linkage subsequently moves to the locked position.

[0073] Figure 36 The movement of the switch linkage and clutch mechanism according to this disclosure is shown;

[0074] Figure 37 It is a perspective view of the part of the vehicle latch that has moved to the unlocked position via the lock cylinder rod; and

[0075] Figure 38 It is a perspective view of the part of the vehicle latch that moves to the locked position via the lock cylinder rod. Specific Implementation

[0076] A detailed description of one or more embodiments of the disclosed apparatus and methods is presented herein by way of example and not limitation, with reference to the accompanying drawings.

[0077] The single-motor concept provides the ability to perform multiple latching functions electrically. Power release, reverse drive, locking, and unlocking of the latch can be achieved using only a single motor. In this disclosure, a locking / unlocking function is newly introduced and operates by enabling / disabling an external release lever pivoting on the latch housing, allowing the user to freely and securely ensure that the vehicle's side doors will only be closed or opened from the outside when needed.

[0078] The original position of the proposed mechanism is also referred to as the locked state. In this state, the power release gear is in a fully rearward drive direction and contacts an overmolded buffer (as used herein and throughout this application, and in a non-limiting embodiment, the buffer may refer to an elastomeric material capable of deflecting and absorbing impact forces; one non-limiting material considered for the buffer is rubber or a rubber-like polymer or its equivalent) located in the gear locking lever, ensuring that the gear locking lever remains in its position without any movement (this is also due to the dynamic brake in the power release motor). The gear locking lever, pivoting on the power release gear, will have a U-shaped feature at its bottom to 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 move to the unlocking direction whenever the power release gear moves to the power release direction or the unlocking direction. The locking linkage will be housed on the backplate and will have two guide features that slide through two slots in the backplate to ensure stability of the gear locking lever as it moves to the locked or unlocked position. When the gear lock moves to the unlocked position, a damper mounted in the cover will suppress and stop its 35-degree rotational movement. Within the geometry of the locking linkage, there will be an "impatient passenger" spring; this spring will always apply torque to the bypass lever in case of passenger impatience; this occurs whenever the vehicle user pulls the external release handle before the unlocking operation. Whenever the external release lever returns to its original position, the impatient passenger spring will allow the bypass lever to move in the unlocking direction, thus preventing any jamming within the release mechanism. The bypass lever will pivot and travel along a channel feature located within the locking linkage. The bypass lever will also have a tab feature that travels along the channel of the pawl release lever. The external release lever, pivoting in the latch housing, will contact this tab, thereby enabling the pawl release lever to move, which in turn moves the pawl lifter and pawl, releasing the pawl and opening the latch. Whenever the single-motor latch is locked, the tab feature in the bypass lever moves to prevent the possibility of releasing the latch via an external release lever.

[0079] Additionally, a switch linkage is connected to a gear locking lever, so that whenever the gear locking lever rotates to the unlocking direction, the switch linkage travels along a channel located in the Electronic Component Carrier (ECC), activating the locking switch. This switch will serve as a redundant switch (redundant with the gear locking switch) to ensure that locking / unlocking activation is always detected in the event of a switch failure. 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 overtravel and reduce the risk of accidental power release latching. To achieve precise stopping of 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 activate precisely at 35 degrees of rotation and 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 also integrate a "U"-shaped feature that will interact directly with the internal release lever spring; this "U"-shaped feature will be trapped between corresponding parts in the spring as the mechanism approaches 35 degrees of rotation. This feature, located in the reset lever, helps ensure that the mechanism stops at the desired moment. In addition, a power release damper will be installed on the reset lever to suppress noise and impact loads when the latch turns to the power release direction or the rear drive direction. Furthermore, a new semi-tubular pivot has been introduced instead of using a pin to pivot the power release gear. This is to better handle the stability of the power release mechanism and the locking mechanism, as it facilitates better stacking between all components and reduces deformation between these components due to the thrust load of the motor.

[0080] In the event of a vehicle power failure, the latch should be able to be locked or unlocked mechanically or manually. To achieve this, a lock cylinder lever pivoting within the latch housing is used for manual unlocking. The lock cylinder lever has a tab that interacts directly with the locking link so that whenever the lock cylinder lever is rotated to the unlocked position, the tab pushes the locking link in that direction, thereby translating the bypass lever to allow 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 the power release gear will also move to the unlocked position due to the overmolded buffer located within the gear lock. As previously mentioned, the reset lever engages with the power release gear and moves whenever the latter moves. After manual unlocking via the lock cylinder, a U-shaped feature in the reset lever will also engage with a corresponding portion in the internal release lever spring, thus securing the manually unlocked position.

[0081] To lock the vehicle in the event of a power outage, the emergency locking lever, pivoting within the latch housing, features a key input feature at its base (on the side of the frame) to allow the vehicle user to manually lock the latch by inserting a key. Whenever the user rotates the emergency locking lever to the locked position, the lever translates the locking link into the locked position due to the interaction of a post with the linkage. Consequently, the bypass lever also translates 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, an eccentric spring mounted in the latch housing and assembled within the emergency locking lever ensures that the locked or unlocked state is achieved and maintained.

[0082] Side door latches are provided, which can electrically lock / unlock, power tighten, and power release the vehicle. It also provides mechanical functions such as manual release from the inside and outside, as well as key unlocking and emergency locking in case of battery loss.

[0083] Electrical features will certainly provide a comfortable experience for the end user, allowing them to interact with the doors in a very comfortable way. Mechanical features, on the other hand, ensure that users can still lock / unlock and open the side doors.

[0084] The tightening mechanism provided by the latch operates via a remote tightening actuator connected by a cable to a mechanism within the latch. The remote tightening actuator contains a motor that sends pulses, thereby moving a gear train. A driven gear is connected to a cable lever, which moves a tightening lever within the latch to allow the door to move from an auxiliary position to a primary closed position. The tightening mechanism also includes a method for overriding this function when necessary. This is achieved through the interaction between overriding links, which pull an overriding clutch lever, which in turn moves the overriding lever to allow the tightening link to bypass the pawl.

[0085] The electrical functions within the latch operate via a single motor, which allows for power release and locking / unlocking. To accommodate this new and improved latch design, several geometric modifications were made. The same applies to the external release mechanism and the pawl release levers for all releases of the latch. The concept remains unchanged, but the geometry has been enhanced to improve the functionality of these components in the new design.

[0086] The power release mechanism has also been modified to accommodate the new design. A key element of this new latch is its ability to perform power release / reverse 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 enhanced vehicle security. The system consists of a gear locking lever that interacts with a locking linkage to enable / disable the external release lever.

[0087] In addition, the latch has the capability to mechanically lock / unlock in the event of battery loss. Locking is achieved via an emergency locking lever and an eccentric spring for activating the external lever. Mechanical unlocking is achieved via a lock cylinder rod, which is mounted on the latch housing and interacts directly with the locking linkage. A bypass lever is mounted on the latter and passes through a slot in the pawl release lever to activate the external lever. Furthermore, the mechanism includes an impatient passenger spring, so 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, the user will be forced to release the handle and pull it again to open the door.

[0088] Referring now to the accompanying drawings, a vehicle latch 10 according to the present disclosure is shown. As described above, a single motor 12 is used to electrically perform multiple latching functions. The vehicle latch 10 is capable of power release, reverse drive, locking, and unlocking using only a single motor 12. In other words, the vehicle latch 10 will have only one or a single motor 12.

[0089] A single motor 12 is operatively coupled to a drive assembly 14 via a worm gear 16 fixed to the shaft of the single motor 12. The 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, in which the gear locking lever 22 is in its original position. This position is at least... Figure 1 , Figure 4 and Figure 5 As shown in the image.

[0090] In addition, a semi-tubular pivot 19 is used instead of a pin to pivot the power release gear 18. This is to better handle the stability of the power release mechanism and the locking mechanism, as it helps to stack all the components better and also improves the deformation between these components due to the thrust load of the motor 12.

[0091] The gear locking lever 22 has an upper tab member 28 operably coupled to a switch link 30, which is movably or slidably mounted to the actuator housing 32 of the vehicle latch 10. The upper tab member 28 is received in an opening 29 of the switch link 30. The gear locking lever 22 also has a lower portion 34 with a U-shaped receiving area 36 operably coupled to the tab 38 of a locking link 40, which is movably mounted to the housing portion 42 of the vehicle latch 10. In one embodiment, the actuator housing 32 and the housing portion 42 of the vehicle latch 10 are separate components fixed to each other, or the actuator housing 32 and the housing portion 42 are integrally formed as a single integral latch housing portion.

[0092] Movement of the locking linkage 40 from a first or locked position to a second or unlocked position will allow the vehicle latch 10 to be opened by an external release lever 44, which is pivotally or movably mounted to the housing portion 42. The external release lever 44 is operatively connected 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 connected to the handle 46 via a cable 47 or any other equivalent means.

[0093] The locking link 40 will rest in the back plate 41 and will have two guide features 43 that slide through two slots 45 in the back plate 41 to ensure the stability of the locking link as it travels between the locked and unlocked positions.

[0094] When the power release gear 18 is in the first or original 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 original position, corresponding to the locked position of the vehicle latch 10. To shift the vehicle latch 10 to the unlocked position, the single motor 12 is energized and the worm gear 16 rotates, and the power release gear 18 is engaged relative to at least... Figure 1 , Figure 2A , Figure 4 and Figure 5 The view shown is rotated clockwise. This movement causes the cam feature 24 to no longer contact the buffer 26 of the gear locking lever 22. The gear locking lever 22 is spring 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 a torsion spring 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 relative to at least Figure 1 , Figure 2A , Figure 4, Figure 5 The view shown in Figure 8 is rotated clockwise from the first or original position (locked position) to the second or unlocked position, at least with reference to... Figure 6 Figure 9.

[0095] When the power release gear 18 rotates so that the cam feature 24 no longer contacts the buffer 26, the springs 48 and 50 cause movement of the switch link 30 and the locking link 40, which in turn causes rotation of the gear locking lever 22, as it is operatively connected to the switch link 30 and the locking link 40. For example, the upper tab member 28 engages the switch link 30, and the tab 38 of the locking link 40 is received in the receiving area 36 of the gear locking lever 22.

[0096] When portion 52 of gear locking lever 22 contacts buffer 54 fixed to inner surface 56 of latch cover 58, a second or unlocked position of gear locking lever 22 is defined, and latch cover 58 is configured to be fixed to actuator housing 32.

[0097] 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, thereby enabling the reset lever 20 to be secured to the power release gear 18. The cam feature 68 of the reset lever 20 has a pressing rib 72, which allows the reset lever to be either interference-fitted or snap-fitted into the power release gear 18.

[0098] A cam feature 74 is provided on the opposite side of the reset lever 20. The cam member 74 is disposed on the opposite side of the cam member 68. The cam member 74 defines a recessed region 76 that receives a protrusion portion 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, the protrusion portion 78 engages the recessed region 76. (At least referring to...) Figure 18 and Figure 19 .

[0099] The reset lever 20 has a recessed periphery 84, which is present when the reset lever 20 is in the locked position (at least according to reference). Figure 16 When the reset lever 20 is in the unlocked position, the recessed periphery 84 does not contact the main switch 86, and when the reset lever 20 is in the unlocked position, the outer periphery 88 of the reset lever 20 contacts the main switch 86. The main switch 86 is operatively connected to the controller 64. Actuating the main switch 86 via 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 unlocked.

[0100] Movement of the gear locking lever 22 also causes movement of the switch linkage 30. The switch linkage 30 has a cam surface 60, which actuates an auxiliary switch 62 when the gear locking lever 22 is in the unlocked position. In the event of a failure of the main switch 86, the auxiliary switch serves as a backup switch for the main switch 86. In one embodiment, switches 62 and 86 are fixed to an electronic circuit carrier 90.

[0101] As described above, during power unlocking, which occurs when the gear locking lever 22 rotates approximately 35 degrees, 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 accidentally releasing the latch 10 with power. 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 will contact the switch 86 (referred to as the gear locking switch). This switch will be precisely activated at 35-degree rotation and will send a signal to the vehicle's door control unit (DCU) to stop the motor 12, thereby stopping the worm gear 16 and gear 18. In addition to switch activation, the reset lever 20, coupled to the gear 18, will have an integrated "U"-shaped feature that will interact directly with the internal release lever spring 80; this "U"-shaped feature will be trapped between corresponding components in the spring as the mechanism approaches 35-degree rotation. This feature located in the reset lever helps ensure that the mechanism stops at the desired moment. In addition, the reset lever will be fitted with a power release damper 82 to suppress noise and shock loads whenever the latch turns to the power release direction or the reverse drive direction.

[0102] The buffer 82 of the reset lever 20 is configured to contact a feature located on the inner surface of the actuator housing 32.

[0103] Since the locking link 40 is operably connected to the gear locking lever 22 via the tab 38 of the locking link 40, the rotational movement of the gear locking lever 22 causes the locking link 40 to move linearly in the direction of arrow 92.

[0104] A bypass lever 94 is rotatably and slidably mounted to a locking link 40. The bypass lever 94 has a tab portion 96 that slides within an opening 98 of a pawl release lever 100 when the locking link slides in the direction of arrow 92. The pawl release lever 100 is rotatably mounted to a latch housing 42. The pawl release lever 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 a vehicle latch 10. Movement of the pawl 104 from an engaged position (pawl 104 engages with the pawl 108 of the latch 10) to an engaged position (pawl 104 no longer engages with the pawl 108 of the latch 10) allows the pawl 108 to rotate from a closed position to an open position.

[0105] In one embodiment, the pawl 108 and the ratchet 104 are rotatably mounted to the back plate 106, with the pawl 108 spring-biased to the open position and the ratchet 104 spring-biased to the 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, the portion of the ratchet 104 no longer engages the portion of the pawl 108, and the pawl 108 is free to rotate from the closed position to the open position.

[0106] The bypass lever 94 also has a feature 109 that is movably received within the opening 110 of the locking link 40. When the locking link 40 is moved to the unlocked state via the gear locking lever 22, the bypass lever 94 passage lever 94 is moved by the locking link 40, causing the tab portion 96 to move within the opening, thereby placing it in a position engaging with the tab portion 112 of the external release lever 44. This position is at least... Figure 11 and Figures 13A-14 As shown in the diagram. Thus, when the external release lever 44 is actuated, the vehicle latch 10 will open.

[0107] When the locking link 40 is moved to the locked state by the gear locking lever 22, the bypass lever 94 is moved by the locking link 40, causing the tab portion 96 to move within the opening, thereby placing it in a position where it is not engaged with the tab portion 112 of the external release lever 44. This position is at least... Figure 10 , Figure 12A and Figure 12B As shown in the diagram. Thus, when the external release lever 44 is actuated, the vehicle latch 10 will not open.

[0108] During the power release of the vehicle latch 10, a single motor 12 is actuated and the power release gear 18 rotates until the cam feature 24 of the power release gear 18 contacts the power release lever 114, which is rotatably mounted to 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.

[0109] The vehicle latch 10 also includes a lock cylinder 116. The lock cylinder 116 is pivotally mounted to the latch housing portion 42. Furthermore, the lock cylinder 116 is operatively coupled to the lock cylinder 118 via a rod 120 or any equivalent structure. The lock cylinder 116 has a tab portion 122 that is received in a receiving region 124 of the locking link 40, such that the lock cylinder 116 is in a first position (at least in…) Figure 22 (as shown in the image) to the second position (at least in) Figure 23The actuation (shown in the diagram) causes the tab portion 122 to contact the wall of the receiving area 124, which causes the locking link 40 to move, thus moving the locking link 40 from the locked position (at least in the locked position). Figure 22 (as shown in the image) Move to the second position (at least in) Figure 23 (As shown in the diagram). The second position again allows the external release lever 44 to open the vehicle latch 10, as described above. The lock cylinder function is particularly useful when the vehicle associated with the vehicle latch is de-energized and manual unlocking of the vehicle latch 10 is required.

[0110] The vehicle latch 10 also includes an emergency locking feature. The emergency locking feature is accessible from the outside of the vehicle latch 10 and, when actuated, 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. The emergency locking lever 126 has a post member 128 configured to contact a C- or U-shaped receiving area 130 of the locking link 40. The C- or U-shaped receiving area of ​​the locking link 40 is located on an arm member 132 of the locking link 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 eccentric spring 138 is provided to hold the emergency locking lever 126 of the emergency locking mechanism in a locked position. The eccentric spring 126 provides a biasing force to hold the emergency locking lever 126 of the emergency locking mechanism in a locked position corresponding to the locked state of the vehicle latch. Figures 25A-28 As shown, movement of the emergency locking lever 126 will contact the locking link 40 to change the vehicle latch 10 from the unlocked position to the 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.

[0111] 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 on the vehicle secured by the vehicle latch.

[0112] Now for reference Figures 29-38 An alternative embodiment of the present disclosure is shown. In this embodiment, the spring 80 and the recessed region 76 are removed. However, and in yet another alternative embodiment, it is conceivable that the spring 80 and the recessed region 76 may be incorporated into the following features of this embodiment. In addition to all the foregoing features, in this embodiment, a clutch mechanism 150 is coupled to the switch link 30. The clutch mechanism 150 includes a clutch lever 152 pivotally mounted to the switch link 30. A spring 154 fixed to the switch link 30 biases the clutch lever 152 to at least Figure 31 , Figure 32 , Figure 34 and Figures 35A-35C The engagement position is shown. In this position, the hook 156 of the clutch lever 152 is positioned to engage the reset lever 20 and the buffer 82, such that when the motor 12 is energized, the reset lever 20 is positioned relative to... Figure 35A and Figure 35B In the case of counterclockwise movement as shown in the view, the reset lever 20 will cause the switch link 30 to move. When this occurs, the buffer 82 will contact the hook 156 and push the switch link 30 in the direction of arrow 153. As the switch link 30 moves in the direction of arrow 153, the spring 50 (an eccentric spring in this embodiment) will change its pushing force from the opposite direction to arrow 153 to the direction of arrow 153. Therefore, the initial movement of the reset lever 20 causes the switch link 30 to move via the clutch mechanism 150, and then the spring 50 pushes the switch link 30 in the direction of arrow 153.

[0113] As used herein, an eccentric spring is a spring operable between a first position and a second position. When in the first position, it provides a biasing force in a first direction (opposite to arrow 153 here), and when the biasing force in the first direction is overcome and the spring is operated to the second position, it then provides a biasing force in a different direction (arrow 153 here). For example, and as used herein, spring 50, when in its first position, will provide a first biasing force in the direction opposite to arrow 153 until switch linkage 30 moves in the direction of arrow 153, until spring 50 moves to its second position and provides a biasing force in the direction of arrow 153 and helps move switch linkage 30 to the unlocked position.

[0114] Similarly, when the switch linkage 30 moves from the unlocked position to the locked position, the biasing force of the spring 50 in the direction of arrow 153 will be overcome, and the spring will provide a biasing force in the opposite direction to arrow 153.

[0115] Therefore, when motor 12 is energized during the power unlocking function (lock unlocking movement), power release gear 18 rotates (at least according to reference). Figure 35A (in the counterclockwise direction), and the reset lever 20 operably coupled thereto is rotated (at least referring to) Figure 35A(Counterclockwise). Through the interaction of the clutch mechanism 150 and the reset lever 20, the switch link 30 moves in the direction of arrow 153, and the eccentric spring 50 changes the direction of its bias force, as mentioned above. Subsequently, during the power-locking operation (movement from unlocking to locking), the power release gear 18 rotates in the opposite direction, and the cam feature 24 of the power release gear 18 contacts the overmolded damper 26 of the gear locking lever 22. The locking link 22 moves, and the switch link 30 moves backward in the direction opposite to arrow 153, and the bias force of the spring 50 changes again.

[0116] It should be understood that during the power release function, the power release gear 18 and the reset lever 20 can be further moved in the same direction as the unlocking function (at least referring to...). Figure 35A Rotating counterclockwise, and if a power outage subsequently occurs, i.e., the power release gear 18 and the reset lever 20 remain in the position corresponding to the power release, the gear locking lever 22 is then manually moved to the locked position via the lock cylinder lever 116 (at least referring to...). Figure 35D And the power release gear 18 and the reset lever 20 move back to their original positions (at least according to reference). Figure 35B If this is the case, then the buffer 82 and cam feature 74 will need to bypass the clutch mechanism 150, so that in this case the motor 12 is energized and the reset lever 20 is relative to at least Figure 35D The view shown is moved clockwise. This is achieved by the cam surface 155 of the reset lever 20, which contacts the surface 157 of the clutch lever 152 and pushes the clutch lever against the biasing force of the spring 154 in the direction of arrow 161, so that the power release gear 18 and the reset lever 20 can move back to at least Figure 35B The position shown. It can be understood that once the power release gear 18 and the reset lever 20 move back to at least... Figure 35B At the position shown, the biasing force of spring 154 will cause clutch lever 152 to return at least... Figure 35B The location shown.

[0117] In another operation, if the power release gear 18 and reset lever 20 do not fully return to their original positions due to power failure, and if the buffer 82 and reset lever 20 are in a position to be engaged via the clutch mechanism, and the switch linkage 30 is manually moved from the unlocked position to the locked position via the lock cylinder 116, the reset lever 20 will also move if it is in a position engaged with the hook 156 of the clutch lever and has not yet fully returned to its original position. For example, the hook 156 may engage the cam feature 74 of the reset lever 20 or the elastomeric buffer 82 fixed to the cam feature 74. In this embodiment, the buffer 82 will be in direct contact with the clutch lever 152. The switch linkage 30 is mounted on and pivots thereon.

[0118] If the hook 156 of the clutch lever 152 engages with the cam feature 74 and the buffer 82, and the reset lever has not fully returned to its original position when the switch linkage 30 moves to the locked position, the clutch mechanism 150 also allows the reset lever 20 to be manually moved via the lock cylinder 116 when the clutch mechanism 150 engages with the reset lever 20. Furthermore, as described above, the engagement of the hook 156 with the elastomeric buffer 82 fixed to the cam feature 74 causes the switch linkage 30 to move during power unlocking as described above.

[0119] As previously described, the locking and unlocking functions of the vehicle latch 10 depend on whether the bypass lever 94 is engaged or disengaged from the external release lever 44. The bypass lever 94 pivots in a slot 110 on the locking link 40, and as described above, the locking link 40 moves linearly between the locked and unlocked positions. The locking link 40 is connected to the gear locking lever 22 via a hook or tab 38 of the locking link 40 housed in the gear locking lever 22. The gear locking lever 22 pivots on the power release gear 18. The power release gear 18 is fixed to the reset lever 20 and pivots on a semi-tubular pivot 19 of the actuator housing 32 of the vehicle latch 10.

[0120] Whenever the power unlock function is requested, the motor 12, located in the actuator housing 32, intermittently jerks to move the worm gear 16 mounted on the motor shaft. The worm gear 16 then moves the power release gear 18, thus also moving the reset lever 20 to the unlocked position, and stops whenever the gear switch or main switch 86 is activated (e.g., during a 35-degree rotational movement of the power release gear 18; other rotational movement angles greater or less than 25 degrees are conceivable). As the reset lever 20 moves, the cam feature 74 and the elastomeric damper 82 simultaneously enable the switch linkage 30 to move via the clutch lever 152. Because the switch linkage 30 includes a slot feature or opening 29, in which the post or upper tab member 28 of the gear locking lever is received, the gear locking lever 22 moves together with the switch linkage 30. Whenever the clutch lever 152 and the switch linkage 30 move to the unlocked position, the switch linkage spring 50 (which is an eccentric spring mounted in the electronic component carrier 160 and the switch linkage 30) helps the switch linkage 30 move to the unlocked position after the eccentric spring 50 moves to change the direction of the bias force.

[0121] If the latch motor is de-energized, and the lock cylinder 116 mechanically moves the locking link 30 and gear locking lever 22 to the unlocked position, and if the spring 50 is not an eccentric spring, it would be impossible to subsequently hold the gear locking lever 22 back in the locked position, because the locked position of the gear locking lever 22 depends solely on the force applied by the cam feature 24 of the power release gear 18 to the overmolded buffer 26 of the gear. In other words, during the mechanical movement of the gear locking lever 22 to the unlocked position, for example in the event of a power outage, there is no way to subsequently hold the gear locking lever 22 back in the locked position because there is no power to rotate the power release gear 18. However, now that the spring 50 is an eccentric spring, the movement of the gear locking lever 22 from the unlocked position to the locked position via the lock cylinder 116 will cause the switch link 30 to move, which will cause the bias force of the spring to change as described above, in order to hold the locking link 30 and gear locking lever 22 in the locked position.

[0122] Therefore, via the clutch mechanism 150, the lock cylinder 116, which directly contacts the locking link 30, can now move the gear locking lever 22 to the locked or unlocked position and maintain it in that position due to the action of the eccentric spring 50. The clutch mechanism 150 now allows for changes between the locked and unlocked states, independent of the positions of the cam 24 of the power release gear 18 and the reset lever 20. This is possible when the power release gear 18 leaves its original design position or is in a fully reversed drive position (see, for example...). Figure 35D With the clutch mechanism 150 and switch linkage 30 in their locked positions, the power release gear 18 and return lever 20 need to have the ability to override the clutch mechanism 150. This is achieved by pivotally mounting the clutch lever 153 and biasing the clutch lever 152 with the clutch spring 154. In this way, the return lever 20 can be safely passed over the clutch lever 152 by lifting it along its pivot, and the clutch spring 154 will allow the clutch lever 152 to return to its original position.

[0123] Therefore, the vehicle latch 10 can work with a single motor 12, which enables the latch 10 to electrically perform power release, reverse drive, locking, and unlocking. It also provides the ability to manually release the latch (internal and external) and may also include a tightening function.

[0124] The term “about” is intended to include the degree of error associated with a measurement based on a specific quantity of equipment available at the time of application submission. For example, “about” could include a range of ±8%, 5%, or 2% of a given value.

[0125] 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 also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including” as used in this specification designate the presence of stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, element components, and / or groups thereof.

[0126] 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 elements can be substituted with equivalents without departing from the scope of this disclosure. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of this disclosure without departing from its essential scope. Therefore, this disclosure is not intended to be limited to the specific embodiments disclosed as the best mode contemplated for carrying out this disclosure, but rather this disclosure will include all embodiments falling within the scope of the claims.

Claims

1. A vehicle latch, characterized in that, include: A drive assembly, wherein 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 rotatably mounted to the power release gear and the reset rod; A switch linkage operably connected to the gear locking lever; An eccentric spring is configured to move between a first position and a second position, wherein in the first position, the eccentric spring provides a first biasing force to the switch linkage in a first direction, and in the second position, the eccentric spring provides a second biasing force to the switch linkage in a second direction; the first direction is opposite to the second direction. A clutch mechanism that operably connects the switch linkage to the reset lever; and An electric motor is operably connected to the drive assembly via a worm gear fixed to the motor shaft, wherein the drive assembly performs one of the locking function and the power release function of the vehicle latch by rotation of the worm gear; The clutch mechanism includes a clutch lever pivotally mounted to the switch linkage; A spring fixed to the switch linkage biases the clutch lever to an engaged position, wherein the hook portion of the clutch lever engages a portion of the reset lever.

2. The vehicle latch according to claim 1, characterized in that, It also includes a lock cylinder rod operably connected to a locking link, the locking link being operably connected to the gear locking rod.

3. The vehicle latch according to claim 2, characterized in that, The lock cylinder rod is operably connected to the lock cylinder via a rod.

4. The vehicle latch according to claim 2, characterized in that, The lock cylinder has a tab portion that is received in the receiving area of ​​the locking link, such that actuation of the lock cylinder from a first position to a second position will cause the tab portion to contact the wall of the receiving area, thereby causing movement of the locking link, and further causing the locking link to move between a locked position and an unlocked position.

5. The vehicle latch according to claim 1, characterized in that, 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 original position.

6. The vehicle latch according to claim 5, characterized in that, The gear locking lever has an upper tab member operably connected to the switch linkage, which is movably mounted to the actuator housing of the vehicle latch.

7. The vehicle latch according to claim 6, characterized in that, The upper tab member is received within the opening of the switch linkage.

8. The vehicle latch according to claim 6, characterized in that, The gear locking lever has a lower portion having a "U"-shaped receiving area for a tab operably connected to a locking link, the locking link being movably mounted to a housing portion of the vehicle latch.

9. The vehicle latch according to claim 8, characterized in that, The actuator housing and housing portion of the vehicle latch are separate components fixed to each other.

10. The vehicle latch according to claim 8, characterized in that, The actuator housing and the housing portion of the vehicle latch are integrally formed into a single integral latch housing portion.

11. The vehicle latch according to claim 8, characterized in that, Movement of the locking link from the first position to the second position will allow the vehicle latch to be opened by an external release lever pivotally mounted to the housing portion.

12. The vehicle latch according to claim 11, characterized in that, The external release lever is operatively connected to the handle.

13. The vehicle latch according to claim 12, characterized in that, The external release lever is operably connected to the handle via a cable.

14. The vehicle latch according to claim 8, characterized in that, The locking link rests in the back plate and has two guiding features that slide through two slots in the back plate.

15. The vehicle latch according to claim 5, characterized in that, 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, which holds the gear locking lever in the original position, wherein the original position corresponds to the locked position of the drive assembly of the vehicle latch.

16. The vehicle latch according to claim 15, characterized in that, 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 biased to the unlocked position by the locking link spring, which provides a biasing force to the locking link movably mounted to the housing portion of the vehicle latch.

17. The vehicle latch according to claim 16, characterized in that, The eccentric spring provides a biasing force to the switch linkage such that when the power release gear rotates and the cam feature no longer contacts the damper of the gear locking lever, the locking linkage spring and the eccentric spring will cause the gear locking lever to rotate.

18. The vehicle latch according to claim 1, characterized in that, 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 fixed to the power release gear. The cam feature of the reset lever has a compression rib, which allows the reset lever to be interference-fitted or snap-fitted into the power release gear; The reset lever has another cam feature disposed on the opposite side of the reset lever relative to the cam feature, and the other cam feature is in contact with the clutch mechanism.

Images