Vehicle latch

Abstract

A vehicle latch includes: a drive assembly wherein the drive assembly includes a power release gear, a reset lever fixed to one side of the power release gear, and a gear lock lever on an opposite side of the power release gear, the gear lock lever being rotatably mounted to the power release gear and the reset lever; a switch link operably connected to the gear lock lever; the eccentric spring is configured to move between a first position and a second position, in the first position, the eccentric spring provides a first bias force along a first direction for the switch connecting rod, and in the second position, the eccentric spring provides a second bias force along a second direction for the switch connecting rod; the first direction is opposite to the second direction; a clutch mechanism operably coupling the switch link to the reset lever; and a motor operably coupled to the drive assembly through a worm fixed to a motor shaft, where the drive assembly performs one of a locking function and a power release function of the vehicle latch through rotation of the worm.

Description

Technical Field

[0001] Exemplary embodiments of the present disclosure pertain to the field of vehicle door latches. Background Art

[0002] A vehicle door latch includes a plurality of components that cooperate with one another to provide operation of the vehicle door latch.

[0003] The automotive industry has become increasingly competitive and complex. Therefore, closed systems need to rise to the challenge and be more capable of improving their functionality by providing deeper functionality to increase their reliability and overall quality.

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

[0005] Closure systems need to provide end users with confidence that their doors will only open and close when expected, keeping them safe on the road and when the vehicle is parked.

[0006] Therefore, it is desirable to provide an improved vehicle door latch wherein the latch can be operated as desired while reducing the number of components required for operation of the latch. Utility Model Content

[0007] The proposed concept allows the latch to perform both the power release / backdrive function and the power lock / unlock function using the same motor, and furthermore, it includes the availability of mechanical lock / unlock when power is lost. The single motor eliminates the need to include a second motor which would impact the packaging of the latch, so it can continue to be compatible with many vehicles. It also greatly impacts the cost of the final product, making it competitive.

[0008] The proposed concept achieves basic functionality while providing a more premium experience through electrical performance, which allows 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 that includes only a single motor that performs a release / backdrive function of the vehicle latch, a powered lock / unlock function of the vehicle latch, and a mechanical lock / unlock function of the vehicle latch in the event of a power failure.

[0010] A vehicle latch is also disclosed, comprising: a drive assembly; a motor operably coupled to the drive assembly via 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 through rotation of the worm.

[0011] In addition to one or more of the above features, 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 an opposite side of the power release gear. The gear locking lever can move independently relative to the power release gear and the reset lever.

[0012] In addition to one or more of the above features, or as an alternative to any of the foregoing embodiments, a surface of the power release gear has a cam feature that engages a buffer 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 link that is movably mounted to an 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 preceding embodiments, the upper tab member is received within an opening in the switch link.

[0015] In addition to one or more of the above features, or as an alternative to any of the foregoing embodiments, the gear locking rod has a lower portion, the gear locking rod having a lower portion, the lower portion having a "U" shaped receiving area for operably connecting to a tab of a locking link, and the locking link is movably mounted to the 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 preceding embodiments, the actuator housing and the housing portion of the vehicle latch are separate components that are fixed to each other.

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

[0018] In addition to one or more of the above features, or as an alternative to any of the preceding embodiments, movement of the locking link from the first position to the second position allows 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 preceding embodiments, the external release lever may be operably coupled to the handle.

[0020] In addition to one or more of the features described above, or as an alternative to any of the preceding embodiments, the external release lever is operably coupled 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 preceding embodiments, the locking link rests in a 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 above features, or as an alternative to any of the preceding embodiments, when the power release gear is in the first position, a cam feature of the power release gear contacts a buffer of the gear locking rod, which maintains the gear locking rod in the original position, wherein the original position corresponds to a locked position of the drive assembly of the vehicle latch.

[0023] In addition to one or more of the above features, or as an alternative to any of the preceding embodiments, when the power release gear rotates and the cam feature no longer contacts the buffer of the gear locking rod, the gear locking rod is resiliently biased to an unlocked position under the action of a locking link spring, which provides a biasing force to a locking link that is movably mounted to a housing portion of the vehicle latch.

[0024] In addition to one or more of the above features, or as an alternative to any of the preceding embodiments, the over-center spring provides a biasing force to the switch link 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 over-center spring will cause the gear locking lever to rotate.

[0025] In addition to one or more of the above features, or as an alternative to any of the preceding embodiments, the reset lever has a cam feature configured to engage a complementary cam feature of the power release gear so 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 preceding embodiments, the cam feature of the reset lever has a compression rib that allows the reset lever to be interference fit or snap fit into the power release gear.

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

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

[0029] Brief Description of the Figures

[0030] The following description should not be considered limiting in any way. Referring to the drawings, like elements have like reference numerals:

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

[0032] Figure 1A A portion of a vehicle latch according to the present disclosure is shown with the gear locking bar removed;

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

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

[0035] Figure 2B It is a three-dimensional diagram of the power release gear;

[0036] Figure 2C is a stereogram of the reset lever;

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

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

[0039] Figure 2E is a rear perspective view of the gear locking lever of the present disclosure;

[0040] Figure 2F is a perspective view showing the overmolded bumper of the gear lock lever interacting with the power release gear according to the present disclosure;

[0041] Figure 3 is a perspective view of a gear locking lever, a locking link and a power release gear of the latch of the present disclosure;

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

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

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

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

[0046] FIG8 is a perspective view of a gear locking lever in a locked position according to the present disclosure;

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

[0048] Fig.10 is a perspective view of components of a vehicle latch according to the present disclosure;

[0049] Fig.11 is a perspective view of components of a vehicle latch according to the present disclosure;

[0050] Fig. 12A A release lever of a vehicle latch is shown when the vehicle latch is in a locked state;

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

[0052] Fig.13A A release lever of a vehicle latch is shown when the vehicle latch is in an unlocked state;

[0053] Fig. 13B illustrates the operation of a release lever of a vehicle latch when the vehicle latch is in an unlocked state;

[0054] Fig. 13C illustrates the operation of a release lever of a vehicle latch when the vehicle latch is in an unlocked state;

[0055] Fig.14 illustrates the operation of a release lever of a vehicle latch when the vehicle latch is in an unlocked state;

[0056] Fig.15 is a perspective view of a portion of a vehicle latch according to the present disclosure;

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

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

[0059] Fig. 20 is a stereogram of the reset lever;

[0060] Fig.21 is a perspective view of a portion of a vehicle latch;

[0061] Fig. 22 is a perspective view of a portion of a vehicle latch;

[0062] Fig.23 is a perspective view of a portion of a vehicle latch;

[0063] Fig.24 is a perspective view of a vehicle latch according to the present disclosure;

[0064] Figure 25A-Figure 28 shows the movement of the emergency lock of the vehicle latch according to the present disclosure;

[0065] Fig.29 is a perspective view of a vehicle latch in a locked position according to the present disclosure;

[0066] Fig.30 is a perspective view of a vehicle latch in an unlocked position according to the present disclosure;

[0067] Fig.31 is a view of a clutch mechanism according to the present disclosure;

[0068] Fig.32 It is an enlarged part of the clutch mechanism;

[0069] Fig.33 is a perspective view of a clutch mechanism according to the present disclosure;

[0070] Fig.34 is another perspective view of the clutch mechanism according to the present disclosure;

[0071] Figure 35A-Figure 35C shows the movement of the switch link and the clutch mechanism according to the present disclosure;

[0072] Fig.35D shows the situation where the reset lever has been rotated to the power release position and the switch link has subsequently moved to the locked position in the event of a power failure;

[0073] Fig.36 shows the movement of the switch link and the clutch mechanism according to the present disclosure;

[0074] Fig.37 is a perspective view of a portion of a vehicle latch moved to an unlocked position via a lock cylinder rod; and

[0075] Fig.38 is a perspective view of a portion of a vehicle latch moved to a locked position via a lock cylinder rod. Specific embodiments

[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 figures.

[0077] The single motor concept provides the ability to perform multiple latch functions electrically. Power release, backdrive, locking and unlocking of the latch can be achieved with just one motor. In the present disclosure, the lock / unlock function is newly introduced and acts by enabling / disabling an external release lever pivoting on the latch housing to allow the user to freely and safely ensure that the vehicle's side door will be closed or opened from the outside only when required.

[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 driving direction and in contact with 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, a non-limiting material considered for the buffer is rubber or a rubber-like polymer or its equivalent) located in the gear locking rod, ensuring that the gear locking rod maintains its position without any movement (this is also because of the dynamic brake in the power release motor). The gear locking rod pivoting on the power release gear will have a U-shaped feature at its bottom to allow the connection between the gear locking rod and the locking link. Therefore, the locking link will also have a corresponding geometry to allow the interaction between the gear locking rod and the locking link, which will cause the locking link to move whenever the gear locking rod 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 lock link will be placed on the back plate and will have 2 guide features that will slide through 2 slots in the back plate to ensure stability of the gear lock lever when it moves to the locked or unlocked position. When the gear lock moves to the unlocked position, a bumper mounted in the cover will dampen and stop its rotational movement of 35 degrees. Within the lock link geometry, there will be an "impatient passenger" spring; this spring will always apply torque to the bypass lever to prevent the impatient passenger situation; this situation is whenever the vehicle user pulls the external release handle first before the unlock operation. Whenever the external release lever returns to its original position, the impatient passenger spring will allow the bypass lever to move to the unlock direction, preventing any jamming within the release mechanism. The bypass lever will pivot and travel along a channel feature located in the lock link. The bypass lever will also have a tab feature that will travel along the channel of the pawl release lever. The external release lever pivoting in the latch housing will contact this tab, allowing the pawl release lever to move, thereby allowing the pawl lifter and pawl to move, releasing the pawl, allowing it to open the latch. Whenever the single motor latch is in the locked position, a tab feature in the bypass lever moves to inhibit the possibility of releasing the latch via an external release lever.

[0079] Additionally, a switch link will be coupled to the gear lock lever so that whenever the gear lock lever is rotated to the unlock direction, the switch link will travel along a channel located in the Electronic Component Carrier (ECC), activating the lock switch. This switch will serve as a redundant switch (redundant with the gear lock switch) to ensure that lock / unlock activation can always be detected in the event of a switch failure in any switch. Since the unlocked 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 of the latch. In order to achieve a precise stop of the lock / unlock mechanism, the reset lever connected to the gear will have a cam surface that contacts a switch (called the gear lock switch). This switch will be activated precisely at 35 degrees of rotation and send a signal to the vehicle's DCU to stop the motor, thereby stopping the worm and gear. In addition to the switch activation, the reset lever connected to the gear will also integrate a "U" shaped feature that will directly interact with the internal release lever spring; when the mechanism is about to reach 35 degrees of rotation, this "U" shaped feature will be trapped between the corresponding parts in the spring. This feature is located in the reset lever and helps ensure that the mechanism stops at the desired moment. In addition to this, the reset lever will be equipped with a power release buffer to suppress the sound and impact load when the latch is turned to the power release direction or the rear drive direction. In addition, a new semi-tubular pivot has been introduced instead of using a pin to pivot the power release gear, which is to better handle the stability of the power release mechanism and the locking mechanism, as it helps to better stack between all parts and improve the deformation between these parts due to the thrust load of the motor.

[0080] In the event of a loss of power to the vehicle, the latch should be able to be locked or unlocked by either a mechanical or manual mode. To achieve this, a lock cylinder lever pivoted in the latch housing will be used to manually unlock the latch. The lock cylinder lever will have a tab that will interact directly with the locking link so that whenever the lock cylinder lever is rotated to the unlocked position, the tab will push the locking link in that direction, thereby translating the bypass lever to enable manual release of the latch by an external handle. Since the locking link is directly connected to the gear lock, the gear lock will move to the unlocked state, and due to the overmolded buffer located in the gear lock, the power release gear will also move to the unlocked state. As mentioned earlier, the reset lever is coupled to the power release gear and will move whenever the latter moves. After manual unlocking is performed by the lock cylinder, the U-shaped feature located in the reset lever will also snap into the corresponding part in the internal release lever spring, thereby ensuring the manually unlocked position.

[0081] Now, in order to lock the vehicle in the event of a power outage, the emergency locking lever pivoting in the latch housing will have a key entry feature at its base (on the side of the frame) to ensure that the vehicle user can insert a key to manually lock the latch. Whenever the user rotates the emergency locking lever to the locked position, the emergency locking lever will translate the locking link to the locked position due to the post interacting with this link. As a result, the bypass lever will also translate to the locked position, disabling the ability to manually release the latch via the external release lever. To ensure that the emergency locking lever retains its position, an over-center spring mounted in the latch housing and assembled in the emergency locking lever will ensure that the locked or unlocked state is achieved and maintained.

[0082] A side door latch is provided that can electrically lock / unlock the vehicle, power tighten, and power release. It also provides mechanical functions such as manual release from the inside and outside, as well as emergency locking in the event of key unlocking and battery loss.

[0083] The electrical functionality will certainly provide a comfortable experience for the end user, allowing them to interact with the door in a very comfortable manner, while the mechanical functionality ensures that the user can still lock / unlock and open the side door.

[0084] The take-up mechanism provided by this latch works through a remote take-up actuator that is connected to a mechanism within the latch via a cable. The remote take-up actuator contains a motor that will send a pulse and thereby move a gear train. The driven gear is connected to a cable lever that moves a take-up lever within the latch to allow the door to move from the secondary position to the primary closed position. The take-up mechanism also includes a method of overriding this function when necessary. This is accomplished through the interaction between an override link that pulls on an override clutch lever that in turn moves the override lever to allow the take-up link to bypass the pawl.

[0085] The electrical functions within the latch work through a single motor that allows for powered release and locking / unlocking. To accommodate this new and improved latch design, some geometry modifications were made. The same is true for the external release mechanism and the pawl release lever that is used for all releases of the latch. The concept remains the same, but the geometry has been enhanced to improve the functionality of these components into the new design.

[0086] There are also changes to the power release mechanism to accommodate the new mechanism. A key element of this new latch is that it can perform both the power release / backdrive and lock / unlock functions with a single motor. This mechanism allows the end user to power lock / unlock the door from the outside, providing more security to the vehicle. The system consists of a geared locking lever that interacts with the locking link to enable / disable the outside release lever.

[0087] Furthermore, the latch has the ability to mechanically lock / unlock the latch in the event of battery loss. The locking of the latch is achieved by means of an emergency locking lever and an overcenter spring for enabling the external lever. The mechanical unlocking of the latch is achieved by means of a lock cylinder lever, which is assembled on the latch housing and interacts directly with the locking link. A bypass lever is mounted on the latter and passes through the slot of the pawl release lever to enable the external lever. In addition, the mechanism incorporates an impatient passenger spring, so that if the end user pulls the handle in the locked state, the door will not be able to be opened. If, however, during this interaction, the latch state changes to unlocked, the user will be forced to release the handle and pull it again to open the door.

[0088] Referring now to the 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 latch functions. With only a single motor 12, the vehicle latch 10 is capable of power release, backdrive, locking, and unlocking. In other words, the vehicle latch 10 will only have one or a single motor 12.

[0089] The single motor 12 is operably coupled to the drive assembly 14 via a worm 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 with a cam feature 24, and the cam feature 24 engages a buffer 26 of the gear locking lever 22 when the drive assembly 14 of the latch 10 is in a locked position, in which the gear locking lever 22 is in an original position. This position is at least Figure 1 , Figure 4 and Figure 5 Shown in.

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

[0091] The gear lock lever 22 has an upper tab member 28 operably coupled to a switch link 30 that is movably or slidably mounted to an 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 lock lever 22 also has a lower portion 34 having a "U" shaped receiving area 36 that is operably coupled to a tab 38 of a lock link 40 that is movably mounted to a 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 that are fixed to each other, or the actuator housing 32 and the housing portion 42 are integrally formed as a single unitary latch housing portion.

[0092] Movement of the locking link 40 from the first or locked position to the second or unlocked position will allow the vehicle latch 10 to be opened by an exterior release lever 44 that is pivotally or movably mounted to the housing portion 42. The exterior release lever 44 is operably connected to a handle 46 (shown schematically) that is located on the exterior of the vehicle to which the vehicle latch 10 is secured. The exterior release lever 44 is operably coupled 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 stability of the locking link as it travels between the locked or unlocked positions.

[0094] When the power release gear 18 is in the first or home position, the cam feature 24 of the power release gear 18 contacts the bumper 26 of the gear lock lever 22, which holds the gear lock lever in the first or home position, which corresponds to the locked position of the vehicle latch 10. To convert the vehicle latch 10 to the unlocked position, the single motor 12 is energized and the worm 16 rotates and the power release gear 18 is moved relative to at least Figure 1 , Figure 2A , Figure 4 and Figure 5 , and rotates in a clockwise direction in the view shown in FIG. 2 . This movement causes the cam feature 24 to no longer contact the bumper 26 of the gear lock lever 22. The gear lock lever 22 is resiliently biased to the second or unlocked position by a lock link spring 48 fixed to the vehicle latch. The lock link spring 48 provides a biasing force to the lock 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 lock link spring 48 and the switch link spring 50 will cause the gear lock lever 22 to be relative to at least Figure 1 , Figure 2A , Figure 4, Figure 5 8 is rotated clockwise from a first or original position (locked position) to a second or unlocked position, at least with reference to Figure 6 , Figure 9.

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

[0096] The second or unlocked position of the gear lock lever 22 is defined when the portion 52 of the gear lock lever 22 contacts the bumper 54 secured to an inner surface 56 of a latch cover 58 that is configured to be secured to the actuator housing 32 .

[0097] As previously described, the reset lever 20 is fixed to the power release gear. The reset lever 20 has a cam feature 68 that is configured to engage a complementary cam feature 70 of the power release gear 18 so that the reset lever 20 can be fixed to the power release gear 18. The cam feature 68 of the reset lever 20 has a compression rib 72 that allows the reset lever to be interference fit or snap fit into the power release gear 18.

[0098] A cam feature 74 is provided on the opposite side of the reset lever 20. The cam feature 74 is provided on the opposite side of the cam feature 68. The cam feature 74 defines a recessed area 76 that receives a boss portion 78 of a spring 80 secured to the vehicle latch. In a non-limiting embodiment, the spring 80 is secured to the actuator housing 32. When the reset lever 20 is rotated to the unlocked position, the boss portion 78 engages the recessed area 76. With reference to at least Fig.18 and Fig.19 .

[0099] The reset lever 20 has a recessed periphery 84, which is formed when the reset lever 20 is in the locked position (at least with reference to Fig.16 ), 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 operably coupled 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 single motor 12 to stop operating and indicates to the controller 64 that the vehicle latch 10 is in the unlocked state.

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

[0101] As mentioned above, during power unlocking, which occurs when the gear lock lever 22 is rotated 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. In order to achieve a precise stop in the lock / unlock 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 lock switch). This switch will be activated precisely at 35 degrees of rotation and will send a signal to the vehicle's door control unit (DCU) to stop the motor 12, thereby stopping the worm 16 and gear 18. In addition to the 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; when the mechanism is about to reach 35 degrees of rotation, this "U" shaped feature will be trapped between corresponding parts in the spring. This feature located in the reset lever helps to ensure that the mechanism stops at the desired moment. In addition to this, the reset bar will be fitted with a power release bumper 82 to dampen sound and shock loads whenever the latch is turned to the power release direction or the reverse drive direction.

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

[0103] Because the locking link 40 is operably coupled to the gear locking lever 22 via the tab 38 of the locking link 40 , rotational movement of the gear locking lever 22 causes linear movement of the locking link 40 in the direction of arrow 92 .

[0104] The bypass lever 94 is rotatably and slidably mounted to the 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 the latch housing 42. The pawl release lever 100 is operably coupled to a pawl lifter 102, which is operably coupled to a pawl 104. The pawl lifter 102 and the pawl 104 are rotatably mounted to a back plate 106 of the vehicle latch 10. Movement of the pawl 104 from an engaged position (the pawl 104 is engaged with the pawl 108 of the latch 10) to an engaged position (the pawl 104 is no longer engaged with the pawl 108 of the latch 10) allows the pawl 108 to rotate from the closed position to the open position.

[0105] In one embodiment, the claw 108 and the pawl 104 are rotatably mounted to the back plate 106, and the claw 108 is resiliently biased to the open position, and the pawl 104 is resiliently biased to the engaged position. When the pawl 104 is in the engaged position, a portion of the pawl 104 engages a portion of the claw 108 to prevent the claw 108 from rotating from the closed position to the open position. When the pawl 104 moves to the disengaged position, the portion of the pawl 104 no longer engages the portion of the claw 108, and the claw 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 by the gear lock lever 22, the bypass lever 94 is moved by the locking link 40 so that the tab portion 96 moves within the opening so that it is in a position to engage with the tab portion 112 of the external release lever 44. This position is at least Fig.11 and Figure 13A-Figure 14 Thus, when the exterior release lever 44 is actuated, the vehicle latch 10 will open.

[0107] When the lock link 40 is moved to the locked state by the gear lock lever 22, the bypass lever 94 is moved by the lock link 40 so that the tab portion 96 moves within the opening so that it is in a position not engaged with the tab portion 112 of the external release lever 44. This position is at least Fig.10 , Fig. 12A and Fig. 12B As shown in . In this way, when the exterior release lever 44 is actuated, the vehicle latch 10 will not open.

[0108] During a power release of the vehicle latch 10, the single motor 12 is activated and the power release gear 18 is rotated until the cam feature 24 of the power release gear 18 contacts the power release lever 114 rotatably mounted to the actuator housing 32. The power release lever 114 is operably coupled to the pawl release lever 100, which is operably coupled to the pawl lifter 102, which is operably coupled to the pawl 104. As described above, movement of the power release lever 114 will ultimately cause the pawl 104 to move.

[0109] The vehicle latch 10 also includes a lock cylinder lever 116. The lock cylinder lever 116 is pivotally mounted to the latch housing portion 42. In addition, the lock cylinder lever 116 is operably coupled to the lock cylinder 118 via a rod 120 or any equivalent structure. The lock cylinder lever 116 has a tab portion 122 that is received in a receiving area 124 of the locking link 40 so that the lock cylinder lever 116 is moved from the first position (at least in the first position) to the locking cylinder 118. Fig. 22 ) to a second position (at least Fig.23) is actuated, the tab portion 122 contacts the wall of the receiving area 124, which causes the movement of the locking link 40, which causes the locking link 40 to move from the locked position (at least in Fig. 22 ) moves to a second position (at least Fig.23 ). The second position again allows the exterior release lever 44 to open the vehicle latch 10, as described above. The key cylinder function is particularly useful when the vehicle associated with the vehicle latch is powered off and the vehicle latch 10 needs to be manually unlocked.

[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, the emergency locking feature will cause the vehicle latch 10 to transition from an unlocked state to a locked state. The emergency locking feature is provided by an emergency locking rod 126. The emergency locking rod 126 has a column member 128 that is 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 rod 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 overcenter spring 138 is provided to maintain the emergency locking rod 126 of the emergency locking mechanism in a locked position. The overcenter spring 126 provides a biasing force to maintain the emergency locking rod 126 of the emergency locking mechanism in a locked position, which corresponds to the locked state of the vehicle latch. As Figure 25A-Figure 28 As shown, movement of the emergency locking lever 126 will contact the locking link 40 to transition the vehicle latch 10 from the unlocked position to the locked position. The emergency locking lever 126 has a feature 140 accessible from the exterior of the vehicle latch 10. In a non-limiting embodiment, the feature 140 may be a slot or opening configured to receive a portion of a tool such as a screwdriver or other equivalent structure.

[0111] The emergency locking feature of the vehicle latch 10 allows a user to manipulate the vehicle latch 10 from an unlocked state to a locked state, which is again useful in the event that power is lost to the vehicle that the vehicle latch secures.

[0112] Reference now Figure 29-Figure 38 , an alternative embodiment of the present disclosure is shown. In this embodiment, the spring 80 and the recessed area 76 are removed. Although and in yet another alternative embodiment, it is contemplated that the spring 80 and the recessed area 76 may be incorporated into the following features of this embodiment. In addition to all of the aforementioned features, in this embodiment, a clutch mechanism 150 is incorporated into 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 Fig.31 , Fig.32 , Fig.34 and Figure 35A-Figure 35C In this position, the hook portion 156 of the clutch lever 152 is positioned to engage a portion of the reset lever 20 and the buffer 82, so that when the motor 12 is energized and the reset lever 20 is relative to the Fig.35A and Fig.35B In the case of movement in the counterclockwise direction in the illustrated view, the reset lever 20 will cause movement of the switch link 30. When this occurs, the buffer 82 will contact the hook 156 and push the switch link 30 in the direction of the arrow 153. When the switch link 30 moves in the direction of the arrow 153, the spring 50 (an eccentric spring in this embodiment) will change from its urging force in the direction opposite to the arrow 153 to an urging force in the direction of the arrow 153. Therefore, the initial movement of the reset lever 20 causes movement of the switch link 30 through the clutch mechanism 150, and then the spring 50 pushes the switch link 30 in the direction of the arrow 153.

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

[0114] Similarly, when the switch link 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 direction opposite to arrow 153 .

[0115] Thus, when the motor 12 is energized during the power unlock function (unlocking movement of the lock), the power release gear 18 rotates (at least with reference to Fig.35A counterclockwise direction), and the reset lever 20 operatively connected thereto is rotated (at least with reference to Fig.35A153). 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 overcenter spring 50 changes its biasing force direction, as mentioned above. Thereafter, 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 buffer 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 biasing 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 may further move in the same direction as the unlocking function (at least with reference to FIG. Fig.35A The gear lock lever 22 is then manually moved to the locked position (at least with reference to FIG. 1 ) by the lock cylinder lever 116. Fig.35D ), and the power release gear 18 and the reset lever 20 move back to the original position (at least with reference to Fig.35B ), the buffer 82 and the 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 Fig.35D This is achieved by the cam surface 155 of the reset lever 20, which will contact the surface 157 of the clutch lever 152 and push the clutch lever in the direction of arrow 161 against the biasing force of the spring 154, so that the power release gear 18 and the reset lever 20 can move back to at least Fig.35B It will be appreciated that once the power release gear 18 and the reset lever 20 move back to at least Fig.35B The biasing force of the spring 154 will return the clutch lever 152 to at least Fig.35B Position shown.

[0117] In yet another operation, if the power release gear 18 and the reset lever 20 are not completely moved back to the original position due to power failure, and if the buffer 82 and the reset lever 20 are in a position to be engaged by the clutch mechanism, and the switch link 30 is manually moved from the unlocked position to the locked position by the lock cylinder rod 116, the reset lever 20 will also move if the reset lever 20 is in a position to engage with the hook 156 of the clutch lever and it has not yet been fully returned to the original position. For example, the hook 156 can 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. Mounted on the switch link 30 and pivoted thereon.

[0118] If the hook portion 156 of the clutch lever 152 engages the cam feature 74 and the buffer 82, and the reset lever has not completely moved back to the original position when the switch link 30 moves to the locked position, the clutch mechanism 150 also allows the reset lever 20 to be manually moved via the lock cylinder lever 116 when the clutch mechanism 150 engages the reset lever 20. Also as described above, the engagement of the hook portion 156 with the elastomeric buffer 82 fixed to the cam feature 74 results in movement of the switch link 30 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 with the external release lever 44. The bypass lever 94 pivots in the slot 110 on the lock link 40, and as described above, the lock link 40 moves linearly between the locked position or the unlocked position. The lock link 40 is connected to the gear lock lever 22 via the hook or tab 38 of the lock link 40 received in the gear lock lever 22. The gear lock lever 22 pivots on the power release gear 18. Among them, the power release gear 18 is fixed to the reset lever 20 and pivots on the 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 will intermittently jump to move the worm 16 mounted on the motor shaft. The worm 16 then moves the power release gear 18, and therefore also moves the reset lever 20 to the unlocked position, and stops whenever the gear switch or main switch 86 is activated (for example, at 35 degrees of rotational movement of the power release gear 18, of course, other rotational movement angles greater or less than 25 degrees are contemplated). As the reset lever 20 moves, the cam feature 74 and the elastomeric buffer 82 simultaneously enable the switch link 30 to move via the clutch lever 152. Because the switch link 30 includes a slot feature or opening 29, in which the post or upper tab member 28 of the gear lock lever is received, the gear lock lever 22 moves with the switch link 30. Whenever the clutch lever 152 and the switch link 30 move to the unlocked position, the switch link spring 50 (an overcenter spring mounted to the electronic component carrier 160 and the switch link 30) helps the switch link 30 move to the unlocked position after the overcenter spring 50 moves to change the direction of the biasing force.

[0121] If the latch's motor is powered off, and the lock cylinder rod 116 mechanically moves the lock link 30 and the gear lock lever 22 to the unlocked position, and if the spring 50 is not an over-center spring, there is no way to subsequently hold the gear lock lever 22 in the locked position again, because the locked position of the gear lock lever 22 depends solely on the force applied by the cam feature 24 of the power release gear 18 into the gear's overmolded bumper 26. In other words, during the mechanical movement of the gear lock lever 22 to the unlocked position, such as in the event of a power outage, there is no way to subsequently hold the gear lock lever 22 in the locked position again, because there is no power to rotate the power release gear 18. However, now that the spring 50 is an over-center spring, the movement of the gear lock lever 22 from the unlocked position to the locked position via the lock cylinder rod 116 will cause movement of the switch link 30, which will cause the biasing force of the spring to change as described above, so as to maintain the lock link 30 and the gear lock lever 22 in the locked position.

[0122] Thus, through the clutch mechanism 150, the lock cylinder rod 116, which is in direct contact with the lock link 30, is now able to move the gear lock rod 22 to the locked position or the unlocked position and maintain its position due to the action of the overcenter spring 50. The clutch mechanism 150 now allows the change between the locked state and the unlocked state regardless of the position of the cam 24 and the reset lever 20 of the power release gear 18. When the power release gear 18 leaves its original design position or the fully reverse drive position (see, e.g., Fig.35D ) and the clutch mechanism 150 and the switch link 30 are in their locked positions, the power release gear 18 and the reset 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 a clutch spring 154. In this way, the reset lever 20 can safely pass 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] Thus, the vehicle latch 10 can work with a single motor 12 that enables the latch 10 to electrically perform power release, backdrive, lock and unlock. It also provides the function of manually releasing the latch (inside and outside) and can also include a tightening function.

[0124] The term "about" is intended to include the degree of error associated with the measurement of a particular quantity based on the equipment available at the time the application was filed. For example, "about" may include a range of ±8% or 5%, or 2% of a given value.

[0125] The terms used herein are only used for the purpose of describing specific embodiments and are not intended to limit the present 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 "include" and / or "comprise" when used in this specification specify the presence of stated features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, element components and / or groups thereof.

[0126] Although the present disclosure has been described with reference to one or more exemplary embodiments, it will be appreciated by those skilled in the art that various changes may be made and elements thereof may be substituted with equivalents without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt specific circumstances or materials to the teachings of the present disclosure without departing from its essential scope. Therefore, the present disclosure is not intended to be limited to the specific embodiments disclosed as the best mode contemplated for implementing the present disclosure, but the present 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 lever fixed to one side of the power release gear, and a gear locking lever located on an opposite side of the power release gear, the gear locking lever being rotatably mounted to the power release gear and the reset lever; a switch link operatively connected to the gear locking 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 is opposite to the second direction; a clutch mechanism operably coupling the switch link to the reset lever; and A motor is operably coupled to the drive assembly via a worm screw fixed to a motor shaft, wherein the drive assembly performs one of a locking function and a power release function of the vehicle latch via rotation of the worm screw.

2. The vehicle latch according to claim 1, characterized in that: The clutch mechanism includes a clutch lever pivotally mounted to the switch link.

3. The vehicle latch according to claim 2, characterized in that: A spring fixed to the switch link biases the clutch lever to an engaged position wherein a hook portion of the clutch lever engages a portion of the reset lever.

4. The vehicle latch according to claim 3, characterized in that: Also included is a lock cylinder rod operably coupled to a locking link operably coupled to the gear locking rod.

5. The vehicle latch according to claim 4, characterized in that: The lock cylinder rod is operably coupled to the lock cylinder via a rod.

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

7. The vehicle latch according to claim 1, characterized in that: A surface of the power release gear has a cam feature that engages a bumper of the gear lock lever when the drive assembly of the vehicle latch is in the locked position and the gear lock lever is in the home position.

8. The vehicle latch according to claim 7, characterized in that: The gear locking lever has an upper tab member operably coupled to the switch link that is movably mounted to an actuator housing of the vehicle latch.

9. The vehicle latch according to claim 8, characterized in that: The upper tab member is received within the opening of the switch link.

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

11. The vehicle latch according to claim 10, characterized in that The actuator housing and the housing portion of the vehicle latch are separate components that are fixed to each other.

12. The vehicle latch according to claim 10, characterized in that The actuator housing and the housing portion of the vehicle latch are integrally formed as a single unitary latch housing portion.

13. The vehicle latch according to claim 10, 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.

14. The vehicle latch according to claim 13, characterized in that The external release lever is operably coupled to the handle.

15. The vehicle latch according to claim 14, characterized in that The external release lever is operably coupled to the handle via a cable.

16. The vehicle latch according to claim 10, characterized in that The locking link rests in the back plate and has two guide features that slide through two slots in the back plate.

17. The vehicle latch according to claim 7, characterized in that: When the power release gear is in the first position, the cam feature of the power release gear contacts the bumper of the gear locking lever, which holds the gear locking lever in the home position, wherein the home position corresponds to the locked position of the drive assembly of the vehicle latch.

18. The vehicle latch according to claim 17, characterized in that When the power release gear rotates and the cam feature no longer contacts the buffer of the gear locking lever, the gear locking lever is resiliently biased to an unlocked position by a locking link spring which provides a biasing force to a locking link movably mounted to a housing portion of the vehicle latch.

19. The vehicle latch according to claim 18, characterized in that The over-center spring provides a biasing force to the switch link so that when the power release gear rotates and the cam feature no longer contacts the bumper of the gear lock lever, the lock link spring and over-center spring will cause the gear lock lever to rotate.

20. The vehicle latch according to claim 1, wherein: the reset lever having a cam feature configured to engage a complementary cam feature of the power release gear so that the reset lever can be secured to the power release gear; The cam feature of the reset lever has a compression rib that allows the reset lever to be interference fit or snap fit into the power release gear; The reset lever has another cam feature disposed on an opposite side of the reset lever relative to the cam feature, the other cam feature being in contact with the clutch mechanism.

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