Front luggage system

Abstract

The utility model provides a front trunk system which improves the reliability of the system on the premise that the system is not complicated. The front trunk system (100) comprises: a latch device (1); a front trunk inner operation part (31); and a switching mechanism (80) that switches, on the basis of the state of the vehicle, a path through which the operation force input to the front trunk interior operation unit (31) is transmitted to the latch device. When the vehicle is in a first state including a parked state, the switching mechanism (80) connects the front trunk inner operation part and the latch device through a first transmission path (31A), and the engagement state of the latch (21) and the primary pawl (22) and the engagement state of the latch and the secondary pawl (23) can be released by operating force. When the vehicle is in a second state including a traveling state, the front trunk inner operation part and the latch device are connected through a second transmission path (31B), and the engagement state of the latch and the primary pawl can be released by the operation force.

Description

Technical Field

[0001] This utility model relates to a front luggage compartment system. Background Technology

[0002] In vehicles such as electric vehicles and rear-engine vehicles with an engine mounted at the rear of the vehicle body, there are vehicles that utilize the front of the vehicle body as a front trunk (also known as a frunk). The hood that opens and closes the frunk is properly locked by a latching device. For example, Patent Document 1 discloses a latching device that includes a ratchet that engages with a striker provided on the hood, and a primary pawl and a secondary pawl that engage with the ratchet.

[0003] In Patent Document 1, by inputting a switch or button located in the front trunk, the locking actuator is driven to release the latch device, and the engine hood is configured to be openable. Therefore, a person trapped in the front trunk can open the engine hood by their own strength.

[0004] Furthermore, in Patent Document 1, the configuration allows switching between a normal mode and a safety mode in accordance with the vehicle's speed. In the normal mode, both the primary pawl and ratchet engagement and the secondary pawl and ratchet engagement are disengaged. In the safety mode, only the primary pawl and ratchet engagement is disengaged. Specifically, the mode is switched by driving an actuator for mode switching in accordance with the vehicle's speed, thereby moving the connecting rod located between the primary and secondary pawls.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: U.S. Patent No. 11414904 Utility Model Content

[0008] Problems to be solved by utility models

[0009] In Patent Document 1, when the battery is depleted while a person is locked inside the trunk, the hood cannot be opened by inputting a switch or button inside the trunk, raising concerns about the system's reliability. Furthermore, even if an auxiliary power supply is provided to prevent battery depletion, it still needs to be configured to supply power to both the actuator for unlocking and the actuator for mode switching, which complicates the system.

[0010] This invention provides a front luggage compartment system that improves system reliability without complicating the system.

[0011] Solution for solving the problem

[0012] (1) of this utility model is a front luggage compartment system, which includes:

[0013] A latching device configured to engage with a striker located on a hood covering the front trunk of the vehicle;

[0014] An operating unit, located within the front trunk, transmits the input operating force to the latching device via a first transmission path or a second transmission path; and

[0015] A switching mechanism that, based on the state of the vehicle, switches the path through which the operating force input to the operating unit is transmitted to the latching device, wherein...

[0016] The latching device has:

[0017] A latch, which engages with the striker when the hood is closed, is subjected to force by a force-applying member in a direction that disengages from the engagement with the striker;

[0018] A primary pawl, when the latch engaged with the firing pin is in a predetermined primary locked position, maintains the hood in a fully closed position by engaging the latch; and

[0019] When the latch is disengaged from the primary pawl and positioned in a predetermined secondary locked position, the secondary pawl engages with the latch to maintain the hood in a semi-detached position.

[0020] When the vehicle is in a first state, including a parking state, the switching mechanism connects the operating unit and the latching device via the first transmission path, and can release the engagement state of the latch with the primary pawl and the engagement state of the latch with the secondary pawl using the operating force input to the operating unit.

[0021] When the vehicle is in a second state including a driving state, the operating unit and the latching device are connected via the second transmission path, and the latching device can be released from engagement with the primary pawl by the operating force input to the operating unit.

[0022] According to the front luggage compartment system described in (1), wherein,

[0023] The second state includes at least one of the following: the vehicle speed is above a predetermined value, and the vehicle gear position is in a position other than parking.

[0024] According to the front luggage compartment system described in (1) or (2), wherein,

[0025] The front luggage compartment system also includes an auxiliary power supply.

[0026] The switching mechanism includes an electric actuator that can operate using power from the vehicle's battery or the auxiliary power source.

[0027] According to the front luggage compartment system described in (3), wherein,

[0028] The auxiliary power supply has a capacitor capable of being charged using power from the battery and a boost circuit that boosts the power supplied from the capacitor to the electric actuator.

[0029] According to the front luggage compartment system described in (1) or (2), wherein,

[0030] The switching mechanism is configured independently of the latching device.

[0031] According to the front luggage compartment system described in (3), wherein,

[0032] The switching mechanism is configured independently of the latching device.

[0033] The auxiliary power supply is located near the latching device or the switching mechanism.

[0034] Effects of the utility model

[0035] According to this invention, an operating part is provided in the front trunk to transmit an input operating force to a latching device. This operating force is transmitted to the latching device via a first transmission path or a second transmission path that is selectively switched based on the vehicle's state. Therefore, the reliability of the front trunk system related to opening the hood can be improved. Furthermore, by providing a switching mechanism to achieve selective switching between the first and second transmission paths, the complexity of the latching device's structure can be suppressed. Attached Figure Description

[0036] Figure 1 This is a side view of a vehicle using a front trunk system according to one embodiment of the present invention, showing the hood in the fully open position.

[0037] Figure 2 This is a three-dimensional view of the latching device obtained from the perspective of the base plate.

[0038] Figure 3 This is a three-dimensional view of the latching device taken from the side of the housing.

[0039] Figure 4 It is an exploded perspective view of the outer shell components.

[0040] Figure 5 This diagram is obtained by observing the internal structure of the latching device from the housing side.

[0041] Figure 6This is a diagram showing the actuator unit housed in the actuator housing.

[0042] Figure 7 This is a block diagram representing the control system of the latching device.

[0043] Figure 8 (a)~ Figure 8 (c) is a diagram showing the sequential operation of the latching device when the hood is closed.

[0044] Figure 9 (a)~ Figure 9 (c) is a diagram showing the operation of the latching device when the electric motor drives the hood from the fully closed position to the fully open position.

[0045] Figure 10 (a)~ Figure 10 (c) is a diagram showing the operation of the latching device when the operating force input to the control unit inside the car is transmitted to the emergency lever in sequence.

[0046] Figure 11 of (a), Figure 11 (b) is a diagram showing the operation of the latching device when the operating force input to the front trunk operating unit is transmitted to the primary pawl in sequence.

[0047] Figure 12 This is a schematic diagram of the front luggage compartment system, which is set as the first transfer path using a switching mechanism.

[0048] Figure 13 This is a schematic diagram of the front luggage compartment system, which is set as the second transfer path using a switching mechanism.

[0049] Figure 14 This is a schematic diagram of a front luggage compartment system that does not have a switching mechanism.

[0050] Explanation of reference numerals in the attached figures

[0051] 1. Latch device; 21. Latch; 21e. Latch spring (force-applying component); 22. Primary pawl; 23. Secondary pawl; 31. Operating part inside the front trunk (operating part); 31A. First transmission path; 31B. Second transmission path; 80. Switching mechanism; 81. Electric actuator; 82. Battery; 83. Auxiliary power supply; 84. Capacitor; 85. Boost circuit; 100. Front trunk system; FP. Front hood; FT. Front trunk (front trunk); S. Strike pin. Detailed Implementation

[0052] Hereinafter, a front luggage compartment system according to one embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0053] like Figure 1 As shown, the front luggage compartment system 100 of this utility model is applicable to four-wheeled vehicles such as electric vehicles, which have a front luggage compartment (hereinafter referred to as the front luggage compartment FT) located between the left and right front wheels FW at the front of the vehicle body B. Furthermore, for convenience, the various directions are specified in terms of the posture mounted on the vehicle body B. In the accompanying drawings, the front of the vehicle is denoted as Fr, the rear as Rr, the right as R, the left as L, the top as U, and the bottom as D.

[0054] [Overall structure of the latching device]

[0055] First, the latching device 1 included in the front luggage compartment system 100 will be described.

[0056] The latching device 1 controls the opening and closing of the front hood FP, which opens and closes the upper opening of the front trunk FT. Figure 1 The example shown indicates that the hood FP is in the fully open position. In this embodiment, a striker S is provided at the lower leading edge of the hood FP. The latching device 1 is controlled in such a way that by switching between a state of engagement with the striker S and a state of disengagement, it maintains either a state where the hood FP is closed relative to the vehicle body B or a state where the front trunk FT is open.

[0057] like Figures 2-6 As shown, the latching device 1 includes a housing member 10, a latch 21, a primary pawl 22, a secondary pawl 23, an emergency lever 24, an opening lever 35, and an actuator unit 40. The housing member 10 is configured to include a base plate 11, a housing 12, and a cover 14. The housing 12 houses the actuator unit 40 and is covered by the cover 14. The housing 12 and the cover 14 constitute an actuator housing 40H that houses the actuator unit 40. The base plate 11 is formed into a plate shape from steel. The base plate 11 is disposed opposite to the cover 14 and fixed to the housing 12. The latch 21, the primary pawl 22, the secondary pawl 23, the emergency lever 24, and the opening lever 35 are arranged between the base plate 11 and the cover 14. A firing pin entry groove 13 is formed on one side of the upper portion of the base plate 11. The striker entry groove 13 is a notch for the striker S to enter when the hood FP is closed relative to the front trunk FT. It is formed in such a way that it extends in the vertical direction and opens at the upper edge of the base plate 11. The dimensions of the striker entry groove 13 are formed to allow the hood FP to be configured in a fully closed position relative to the front trunk FT.

[0058] When the latching device 1 is installed on the vehicle body B, the base plate 11 is positioned at the front of the vehicle, and the actuator housing 40H is positioned at the rear of the vehicle. Vehicle body mounting portions 11a are provided at both ends of the base plate 11, and the vehicle body mounting portions 11a are mounted to the vehicle body B using bolts or other fastening components. Because the base plate 11 is positioned at the front of the vehicle, the assemblability of the cables described later and their installation on the vehicle body B are improved. Furthermore, when luggage is loaded into the forward trunk FT and encounters the latching device 1, the luggage encounters the base plate 11 first, thus protecting the actuator unit 40 housed in the actuator housing 40H. In this way, the latching device 1 installed on the vehicle body B can operate stably for extended periods.

[0059] The latch 21, primary pawl 22, secondary pawl 23, and emergency lever 24 are each supported on the base plate 11 by separate support shafts and are capable of rotating about mutually parallel axes. In the illustrated example, the support shaft of the latch 21 (hereinafter referred to as latch shaft 21a) is provided on the side of the firing pin entry slot 13. The support shaft of the primary pawl 22 (hereinafter referred to as primary shaft 22a) is located around the latch 21 below the latch shaft 21a, and the support shaft of the secondary pawl 23 (hereinafter referred to as secondary shaft 23a) is located around the latch 21 between the latch shaft 21a and the primary shaft 22a. The support shaft of the emergency lever 24 (hereinafter referred to as emergency support shaft 24a) is located further away from the latch 21 than the secondary shaft 23a.

[0060] The latch 21 engages with the firing pin S and has a firing pin abutment 21b and a hook 21c on its outer periphery. The firing pin abutment 21b and the hook 21c can be configured such that the firing pin entry slot 13, which extends radially from the latch shaft 21a through the base plate 11, is adjacent to each other, ensuring that the receiving slot 21d for receiving the firing pin S is adjacent to each other.

[0061] A latching spring 21e is provided between the latch 21 and the base plate 11. This latching spring 21e comprises a first latching spring 21e1 as a torsion helical spring and a second latching spring 21e2 as a tension helical spring. The force exerted by the latching spring 21e between the latch 21 and the base plate 11 is always directed in the direction that disengages it from the firing pin S. Figure 5 The force is applied in the counter-clockwise direction (hereinafter also referred to as the release direction) to restore the vehicle to the predetermined engaging standby state. The engaging standby position refers to the state in which the hook part 21c retracts laterally relative to the striker entry groove 13, the striker abutment part 21b is positioned to traverse the striker entry groove 13, and the opening of the receiving groove 21d mates with the striker entry groove 13. Therefore, in the engaging standby position, with the hood FP closed, the striker S can enter the striker entry groove 13. When the hood FP is in the fully open position (refer to...), the striker S can enter the striker entry groove 13. Figure 1When the vehicle moves in the closing direction, the striker S, which enters the striker inlet groove 13, abuts against the striker abutment part 21b, and the hood is positioned in the pop-out position (see reference). Figure 8 (a)). As the hood FP moves further from the pop-out position toward the closing direction, the latch 21 overcomes the force of the latch spring 21e and moves toward the direction in which the latch 21 engages with the striker S. Figure 5 When the firing pin S is stored in the storage slot 21d, the hook 21c is configured to pass through the firing pin and enter the opening end side of the slot 13.

[0062] Furthermore, a latch detection magnet 21g is provided in the latch 21. The initial locked position of the latch 21 is when the receiving slot 21d of the latch 21 is located below the firing pin entry slot 13, and the hook portion 21c is configured to pass through the firing pin entry slot 13. The latch detection magnet 21g detects the rotational state of the latch 21 using the latch sensor 51 described later.

[0063] The primary pawl 22 and the secondary pawl 23, by engaging with the latch 21 respectively, overcome the force of the latch spring 21e and prevent the latch 21 from rotating in the release direction, thus stopping it in the desired position.

[0064] More specifically, the primary pawl 22 is configured such that, when the latch 21 is in the primary locked position, the primary pawl 22 prevents the latch 21 from rotating in the release direction by engaging with the primary engagement portion 21j of the latch 21. A primary spring 22b is provided between the primary pawl 22 and the base plate 11, which always applies force to the primary pawl 22 in the direction of engagement with the latch 21 (hereinafter also referred to as the engagement direction).

[0065] The primary pawl 22 is provided with a front luggage compartment cable connector 22c. The front luggage compartment cable connector 22c extends radially, with its extended end extending beyond the base plate 11. The operating force input to the front luggage compartment operation unit 31 is input to the front luggage compartment cable connector 22c via the cable.

[0066] The front trunk operating unit 31 is an operating part that can be manually operated from inside the front trunk FT with the hood FP closed. It consists of a handle, lever, etc., connected to the latching device 1 via a cable. The operating force input to the front trunk operating unit 31 is mechanically transmitted to the latching device 1 as a tension force via the cable. More specifically, when operating the front trunk operating unit 31, the operating force input to the front trunk operating unit 31 is transmitted to the front trunk cable connection 22c of the primary pawl 22 via the cable, which can overcome the force of the primary spring 22b and rotate the primary pawl 22 in the direction of disengaging from the latch 21.

[0067] The secondary pawl 23 is configured such that, when the receiving groove 21d of the latch 21 is located above the firing pin entry groove 13 and the hook portion 21c is configured to pass through the firing pin entry groove 13 (secondary locked position of the latch 21), the secondary pawl 23 prevents the latch 21 from rotating in the release direction by engaging with the secondary engagement portion 21k of the latch 21.

[0068] When the striker S is retracted into the storage slot 21d and the latch 21 is in the primary locked position, the hood FP is in the fully closed position relative to the front trunk FT (see reference). Figure 8 (c) When the bolt S is stored in the storage slot 21d and the latch 21 is in the secondary locked position, the hood FP is positioned in a semi-open position relative to the front trunk FT (see reference). Figure 8 (b)

[0069] A secondary spring 23b is provided between the secondary pawl 23 and the base plate 11, which always applies force to the secondary pawl 23 in the engagement direction. Furthermore, an actuator input section 23c is provided on the secondary pawl 23. In the release direction of the opening lever 35 (… Figure 5 When the actuator input section 23c rotates clockwise, it abuts against the opening rod 35, overcoming the force of the secondary spring 23b and causing the secondary pawl 23 to rotate in the direction of disengaging from the latch 21.

[0070] The primary pawl 22 and the secondary pawl 23 are connected by a connecting rod 26. In the illustrated example, one end of the connecting rod 26 is rotatably supported on the rod-connecting portion 23d of the secondary pawl 23, and the other end of the connecting rod 26 is rotatably supported on the rod-connecting portion 22d of the primary pawl 22 via an elongated hole 26a. The rod-connecting portion 23d of the secondary pawl 23 protrudes outward from the outer peripheral surface of the secondary pawl 23, and the rod-connecting portion 22d of the primary pawl 22 protrudes outward from the outer peripheral surface of the primary pawl 22.

[0071] When the secondary pawl 23 rotates in the direction of disengaging from the latch 21, the connecting rod 26 causes the primary pawl 22 to move in the same direction. Conversely, when the primary pawl 22 rotates in the direction of disengaging from the latch 21, the connecting rod 26 keeps the secondary pawl 23 engaged with the latch 21. In detail, when the primary pawl 22 rotates in the direction of disengaging from the latch 21, the connecting rod portion 22d moves along the elongated hole 26a, preventing the connecting rod 26 from engaging the secondary pawl 23. At this time, the primary pawl 22 rotates independently of the secondary pawl 23, while the secondary pawl 23 remains engaged with the latch 21.

[0072] The emergency lever 24 has a pawl pressing part 24b and a cable connection part 24c. The pawl pressing part 24b and the cable connection part 24c extend radially from the emergency support shaft 24a, respectively. A lever spring 24d is provided between the emergency lever 24 and the base plate 11, and the lever spring 24d exerts force on the emergency lever 24. Figure 5 A clockwise force is applied to position it in a predetermined standby position. With the emergency lever 24 in the standby position, the pawl pressing part 24b is separated from the rod connecting part 23d of the secondary pawl 23, which abuts against the outer peripheral surface of the latch 21. It then applies force in a clockwise direction to overcome the force of the lever spring 24d. Figure 5 When the secondary pawl rotates counterclockwise, it comes into contact with the connecting rod 23d, thereby causing the secondary pawl 23 to rotate in the release direction.

[0073] The operating force input to the operating unit 33 inside the carriage is transmitted via a carriage-side transmission path 34 made of cables, etc. (see reference). Figures 12-14 The operating force (etc.) is input to the cable connection 24c. The in-car operation unit 33 is, for example, an operation part located inside the car body, such as inside the driver's seat, in a position that cannot be operated while the vehicle is in motion. It consists of a handle, lever, etc., connected to the latching device 1 via a cable. The operating force input to the in-car operation unit 33 is mechanically transmitted to the latching device 1 as a tensile force via the cable. More specifically, when operating the in-car operation unit 33, the operating force input to the in-car operation unit 33 is transmitted to the pawl pressing part 24b of the emergency lever 24 via the cable. The pawl pressing part 24b overcomes the force of the secondary spring 23b, causing the secondary pawl 23 to rotate in the direction of disengaging from the latch 21.

[0074] The opening lever 35 is fixed to the hub 47a of the sector gear 47 (described later) and rotates integrally with the sector gear 47, and is driven by the electric motor 41.

[0075] like Figure 6 As shown, an actuator unit 40 and a circuit board 50 are provided in the actuator housing 40H.

[0076] The actuator unit 40 is configured to include a reversible electric motor 41 and a reduction mechanism that reduces the drive speed of the electric motor 41 and transmits it to the opening lever 35. The reduction mechanism includes a worm gear 42 disposed on the output shaft 41a of the electric motor 41, a first gear (worm wheel) 43 meshing with the worm gear 42, a third gear 45 meshing with a second gear 44 integrally disposed on the first gear 43, and a sector gear 47 meshing with a fourth gear 46 integrally disposed on the third gear 45. The first gear 43 and the third gear 45 are rotatably supported on the actuator housing 40H by means of separate support shafts 43a and 45a parallel to the latch shaft 21a. The electric motor 41 is disposed on the outer periphery of the latch 21, and the first gear 43 and the third gear 45 are disposed at a position overlapping the cover surface 21h of the latch 21. The sector gear 47 is rotatably supported on the actuator housing 40H by means of a cylindrical hub 47a located at the center. The hub (output part) 47a of the sector gear 47 is located on the outer periphery side of the latch 21 in a manner consistent with the emergency support shaft 24a.

[0077] Return to Figure 5 The opening lever 35 is fixed to the hub 47a of the sector gear 47 and rotates integrally with the sector gear 47, and has a pressing lever portion 35a. The pressing lever portion 35a extends radially from the rotation axis of the opening lever 35, and its extended edge bends toward the base plate 11. When the opening lever 35 is positioned in a predetermined neutral position, the pressing lever portion 35a is located above the actuator input portion 23c provided on the secondary pawl 23. When the electric motor 41 rotates from the above-mentioned neutral position toward the opening direction, the opening lever 35 moves toward the release direction ( Figure 5 The secondary pawl 23 rotates clockwise (in the middle) and rotates in the direction of disengaging from the latch 21 by means of the actuator input section 23c.

[0078] The opening lever 35 is equipped with an opening lever detection magnet 35c for detecting the posture of the opening lever 35. The circuit board 50 is equipped with a motor neutrality sensor 54, which detects whether the opening lever 35 is in a neutral position by detecting the opening lever detection magnet 35c.

[0079] The circuit board 50, for example, is a printed circuit board, disposed inside the actuator housing 40H. Hardware such as a CPU (Central Processing Unit) or an IC (Integrated Circuit) constituting the latching device controller 70 described later is mounted on the circuit board 50.

[0080] Figure 7This describes the control system for the latching device 1. The latching device controller 70 controls the drive of the electric motor 41 based on a program and data stored in its memory, when output signals are received from the command output unit 71, the vehicle status detection unit 72, the latching sensor 51, and the motor neutrality sensor 54. The latching device controller 70 can execute the program, for example, using a processing device such as a CPU; that is, it can be implemented using software, hardware such as an IC, or both.

[0081] The command output unit 71 is used to output an opening command to the latch device controller 70 when the front trunk FT is opened, including, for example, the FOB (Frequency Operated Button) button 55 controlled by the vehicle owner, etc., and the front hood opening switch 56 located in the passenger compartment.

[0082] The vehicle status detection unit 72 detects at least one of the vehicle's speed and the vehicle's gear position. The latching device controller 70 determines the vehicle's status (e.g., whether the vehicle is in motion or parked) based on the detection results of the vehicle status detection unit 72, and performs drive control of the electric motor 41.

[0083] [Action of the latching mechanism]

[0084] Next, the operation of the latching device 1 will be explained in detail.

[0085] (Opening the hood FP)

[0086] First, refer to Figure 8 (a)~ Figure 8 (c) illustrates the operation of the latching device 1 during the closing of the hood FP. Additionally, the opening lever 35 is not shown in the diagram.

[0087] When the hood FP is in the pop-out position, such as Figure 8 As shown in (a), the latch 21 is in the engaged standby position by means of the latch spring 21e, and the opening lever 35 is in the neutral position. Furthermore, at this time, as described above, the primary pawl 22 and the secondary pawl 23 are subjected to force in the engagement direction by the primary spring 22b and the secondary spring 23b respectively, in a state of abutting against the outer peripheral surface of the latch 21.

[0088] If the hood FP is operated while the vehicle is stationary, in the manner of closing the front trunk FT opening, then as follows: Figure 8As shown in (b), the striker S enters the striker inlet groove 13, and the secondary pawl 23 engages with the secondary engagement portion 21k of the latch 21, thereby preventing the latch 21 from moving in the release direction. The latch 21 is positioned in the secondary locked position. As a result, even when the operating force applied to the hood FP is removed, the hood FP remains in a semi-open position relative to the front trunk FT.

[0089] If the hood FP is moved further in the closing direction, the latch 21 will rotate in the engaging direction against the force of the latch spring 21e, as... Figure 8 As shown in (c), the hood FP reaches the fully closed position, completely closing the opening of the trunk FT. At this time, the primary pawl 22 engages with the primary engagement portion 21j of the latch 21 to prevent the latch 21 from moving in the release direction, and the latch 21 is positioned in the primary locked position. As a result, the hood FP remains in the fully closed position with the trunk FT closed.

[0090] (Opening the hood FP)

[0091] Figure 9 (a)~ Figure 9 (c) is a diagram showing the operation of the latching device 1 when an opening command is output from the command sending unit 71 (FOB key 55, hood opening switch 56) in sequence.

[0092] like Figure 9 As shown in (a), if the command sending unit 71 is operated while the latch 21 engaged with the striker S is in the primary locked position, the latch device controller 70, which has been given an opening command, is detected to be performing an opening process. Based on the detection result of the vehicle state detection unit 72, it is determined whether the vehicle is in the first state, which includes the parking state (described in detail later). If the vehicle is in the first state, the latch device controller 70 drives the electric motor 41 in the opening direction.

[0093] If the electric motor 41 is driven in the opening direction, then as Figure 9 As shown in (b), the opening lever 35 rotates in the release direction, the secondary pawl 23 rotates in the direction of releasing the engagement state with the latch 21, and the rotation of the secondary pawl 23 is transmitted to the primary pawl 22 via the connecting rod 26, and the primary pawl 22 also rotates in the direction of releasing the engagement state with the primary engagement part 21j of the latch 21.

[0094] The result, such as Figure 9As shown in (c), the primary pawl 22 and the latch 21 are disengaged, and the secondary pawl 23 and the latch 21 are released. The latch 21 rotates to the engaged standby position using the force of the latch spring 21e, and the hood FP is lifted to the pop-out position and can move to the fully open position. This has the following advantages: the hood FP can be opened and the front trunk FT can be opened with only one operation of the command delivery unit 71, and luggage can be easily taken out / put in relative to the front trunk FT. In addition, after the latch 21 rotates to the engaged standby position, the opening lever 35 returns to the neutral position by the drive of the electric motor 41.

[0095] Figure 10 (a)~ Figure 10 (c) is a diagram showing the operation of the latching device 1 when the operating force input to the operating unit 33 inside the passenger compartment is transmitted to the emergency lever 24. Furthermore, as will be explained in detail later, the operation of the latching device 1 when the operating force input to the operating unit 31 inside the front trunk is transmitted to the emergency lever 24 via the first transmission path 31A is also... Figure 10 (a)~ Figure 10 (c) is the same.

[0096] like Figure 10 of (a), Figure 10 As shown in (b), if the operating part 33 inside the car is operated from the position where the latch 21 is in the primary locked position, the operating force causes the emergency lever 24 to rotate counterclockwise. When the emergency lever 24 rotates, the pawl pressing part 24b abuts against the rod connecting part 23d of the secondary pawl 23, and the primary pawl 22 rotates in the direction of disengaging from the latch 21 by means of the secondary pawl 23 and the connecting rod 26. Thus, as... Figure 10 As shown in (c), the engagement of the secondary pawl 23 with the latch 21 and the primary pawl 22 with the latch 21 is released, and the latch 21 rotates in the release direction to return to the engaged standby position. Furthermore, the hood FP moves to a pop-out position that can be operated to the fully open position.

[0097] Figure 11 of (a), Figure 11 (b) is a diagram showing the operation of the latching device 1 when the operating force input to the front trunk operation unit 31 is transmitted to the primary pawl 22 in sequence.

[0098] like Figure 11 of (a), Figure 11As shown in (b), if the operating part 31 inside the trunk is operated from the state where the latch 21 is in the primary locked position, the operating force is transmitted to the trunk cable connection part 22c of the primary pawl 22, and the primary pawl 22 rotates in the direction of disengaging from the latch 21. At this time, the rod connecting part 22d of the primary pawl 22 moves along the elongated hole 26a, so that the connecting rod 26 does not cause the secondary pawl 23 to move in tandem. Therefore, the primary pawl 22 rotates independently relative to the secondary pawl 23, while the secondary pawl 23 remains engaged with the latch 21. Therefore, by disengaging only the latch 21 from the primary pawl 22, the latch 21 becomes the secondary locked position engaged with the secondary pawl 23, that is, the hood FP becomes the semi-locked position.

[0099] [Front luggage compartment system]

[0100] Figure 12 and Figure 13 This is a schematic diagram illustrating one embodiment of the front luggage compartment system 100 of the present invention. The front luggage compartment system 100 includes a latching device 1, a front luggage compartment internal operating unit 31, a switching mechanism 80, and a switching mechanism controller 90.

[0101] The switching mechanism controller 90 is a processing device such as a CPU, which controls the operation of the switching mechanism 80 based on the vehicle's state determined by the detection results of the vehicle state detection unit 72. The switching mechanism controller 90 can, for example, cause the processing device such as the CPU to execute a program; that is, it can be implemented using software, hardware such as an IC, or both. Furthermore, the switching mechanism controller 90 and the latching device controller 70 can also be configured as a single controller.

[0102] The switching mechanism 80 switches the operating mode of the latching device 1 when the trunk operating unit 31 is in operation. Specifically, the switching mechanism 80 switches between two modes: when the trunk operating unit 31 is in operation, the primary pawl 22 and the latch 21 are disengaged, and the secondary pawl 23 and the latch 21 are disengaged; and when the trunk operating unit 31 is in operation, only the primary pawl 22 and the latch 21 are disengaged.

[0103] To explain in more detail, the switching mechanism 80 selectively switches the transmission path from the operating force input to the front trunk operation unit 31 to the first transmission path 31A or the second transmission path 31B based on the vehicle status determined by the detection results of the vehicle status detection unit 72.

[0104] like Figure 12As shown by the thicker solid line, the first transmission path 31A is the path connecting the operating unit 31 inside the front trunk and the cable connection 24c provided on the emergency lever 24 of the latching device 1, and is composed of multiple cables, etc. When the first transmission path 31A is set, if the operating unit 31 inside the front trunk is operated with the hood FP in the fully closed position, the operating force is transmitted to the emergency lever 24 via the first transmission path 31A, releasing the engagement state of the latch 21 with the primary pawl 22 and the engagement state of the latch 21 with the secondary pawl 23 (see reference). Figure 10 (a)~ Figure 10 (c) That is, by operating the front trunk operating unit 31, the front hood FP moves to the pop-out position.

[0105] As described above, in addition to the operating force input to the front trunk operating unit 31, the operating force input to the passenger compartment operating unit 33 is also transmitted to the cable connection portion 24c of the emergency lever 24. Therefore, the cable connection portion 24c is connected to the first transmission path 31A and the passenger compartment side transmission path 34 via the connecting portion 32. The connecting portion 32 is, for example, a right-angle lever, which connects the cable constituting the passenger compartment side transmission path 34 and the cable constituting the first transmission path 31A. The first transmission path 31A is configured, for example, to include a cable connecting the front trunk operating unit 31 and the switching mechanism 80, a cable connecting the switching mechanism 80 and the connecting portion 32, and a cable connecting the connecting portion 32 and the cable connection portion 24c. Furthermore, if an operating force is input to the right-angle lever from either the passenger compartment side transmission path 34 or the first transmission path 31A, the configuration is such that the operating force is not transmitted to the other side. However, the structure of the first transmission path 31A is not limited to this. Any structure can be adopted as long as the operating force input to the operating unit 31 in the front trunk can be transmitted to the cable connection part 24c of the emergency lever 24.

[0106] like Figure 13 As shown by the thicker solid line, the second transmission path 31B is the path connecting the front trunk operating unit 31 and the front trunk cable connection part 22c provided in the primary pawl 22 of the latching device 1, and is composed of, for example, multiple cables. When the second transmission path 31B is set, if the front trunk operating unit 31 is operated with the hood FP in the fully closed position, the operating force is transmitted to the primary pawl 22 via the second transmission path 31B, only disengaging the latch 21 from the primary pawl 22 (see reference). Figure 11 of (a), Figure 11 (b) That is, by operating the front trunk operating unit 31, the front hood FP is in a semi-trailer position.

[0107] The second transmission path 31B is configured, for example, to include a cable connecting the front trunk operating unit 31 and the switching mechanism 80, and a cable connecting the switching mechanism 80 and the front trunk cable connector 22c. However, the structure of the second transmission path 31B is not limited to this; any structure can be adopted as long as the operating force input to the front trunk operating unit 31 can be transmitted to the front trunk cable connector 22c.

[0108] The switching mechanism 80 selectively switches the transmission path of the operating force to either the first transmission path 31A or the second transmission path 31B based on whether the vehicle's state is either a first state, which mainly includes a parking state, or a second state, which mainly includes a driving state, or a driving state.

[0109] The first state includes, for example, the parking state where the vehicle is completely stopped, the low-speed driving state (e.g., driving at less than 5 km / h), and the state where the P (Park) gear is selected. The second state includes, for example, the driving state where the vehicle is traveling at a predetermined speed or higher (e.g., higher than 5 km / h), and the state where a gear position other than P is selected.

[0110] In this embodiment, when the vehicle is in its first state, the switching mechanism 80 connects the front trunk operating unit 31 and the latching device 1 via the first transmission path 31A, and can release the engagement of the latch 21 with the primary pawl 22 and the latch 21 with the secondary pawl 23 using the operating force input to the front trunk operating unit 31. On the other hand, when the vehicle is in its second state, the switching mechanism 80 connects the front trunk operating unit 31 and the latching device 1 via the second transmission path 31B, and can release the engagement of the latch 21 with the primary pawl 22 using the operating force input to the front trunk operating unit 31.

[0111] In the case of a front luggage compartment system 100A that utilizes a cable connection structure between the front luggage compartment operation unit 31 and the primary ratchet pawl 22 without a switching mechanism 80 (see...), the front luggage compartment cable connection unit 22c of which utilizes a cable connection structure between the front luggage compartment operation unit 31 and the primary ratchet pawl 22 is not provided (see...). Figure 14 Under these conditions, when the front trunk operating unit 31 is operated, the hood FP will not move to the fully open, pop-out position regardless of the vehicle's status. Based on this structure, when a person trapped inside the front trunk FT operates the front trunk operating unit 31, the hood FP will not be fully open during driving, thus ensuring safety while driving; however, the hood FP will not be in the pop-out position when parked. Therefore, while a person trapped inside the front trunk FT can seek help from the outside from inside the front trunk FT where the hood FP is in a semi-trailer position, they cannot escape by their own strength.

[0112] Since the front trunk system 100 of this embodiment has a switching mechanism 80, the transmission path of the operating force input to the front trunk operating unit 31 can be selectively switched to either the first transmission path 31A or the second transmission path 31B based on the vehicle's state. When the vehicle is in the first state (parked state, etc.), the operating force of the front trunk operating unit 31 can be used to move the hood FP from the fully closed position to the pop-out position that can be operated to the fully open position. Therefore, even if a person is trapped inside the front trunk FT, they can use the operation of the front trunk operating unit 31 to escape from the front trunk FT by their own strength, thus ensuring sufficient safety relative to being trapped inside the front trunk FT. Furthermore, when the vehicle is in the second state (driving state, etc.), the operation of the front trunk operating unit 31 will not move the hood FP to the pop-out position that can be operated to the fully open position. Therefore, there is no need to worry about the hood FP accidentally becoming fully open during driving, ensuring safety.

[0113] Furthermore, since the operating unit 31 inside the front trunk is a structure in which the operating force is mechanically transmitted to the latching device 1 via a cable as a tensile force, unlike structures where the primary pawl 22 and secondary pawl 23 are disengaged from the latch 21 by a motor or the like, the front hood FP can be opened even when the battery is depleted. Therefore, the reliability of the front trunk system 100 can be improved.

[0114] Furthermore, the latching device 1 can be the same in both the front luggage compartment system 100 with the switching mechanism 80 and the front luggage compartment system 100A without the switching mechanism 80. Therefore, when changing from the front luggage compartment system 100A to the front luggage compartment system 100, the latching device 1 of the front luggage compartment system 100A does not need to be significantly changed; instead, the switching mechanism 80 allows for selective switching between the first transmission path 31A and the second transmission path 31B. This reduces the complexity of the front luggage compartment system 100's structure.

[0115] The switching mechanism controller 90 determines whether the vehicle is in the second state based on the vehicle's speed and / or gear position. Based on this information, the switching mechanism controller 90 appropriately determines whether the vehicle is in a driving state or a drivable state (i.e., the second state).

[0116] The switching mechanism 80 includes, for example, an electric actuator 81 (e.g., an electric motor), which operates using power from a battery 82 mounted on the vehicle. The electric actuator 81 is driven based on instructions from the switching mechanism controller 90, selectively switching the transmission path of the operating force to either a first transmission path 31A or a second transmission path 31B. The battery 82 is a low-voltage battery capable of outputting approximately 12V, supplying power to power auxiliary equipment in the vehicle.

[0117] When the first transmission path 31A is configured, the electric actuator 81 is driven, for example, by connecting the cable connecting the front trunk operating unit 31 and the switching mechanism 80 to the cable connecting the switching mechanism 80 and the connecting part 32. Furthermore, when the second transmission path 31B is configured, the electric actuator 81 is driven by connecting the cable connecting the front trunk operating unit 31 and the switching mechanism 80 to the cable connecting the switching mechanism 80 and the front trunk cable connector 22c.

[0118] The front trunk system 100 also includes an auxiliary power supply 83 capable of supplying power to the electric actuator 81. The auxiliary power supply 83 is charged using power from the battery 82 and, when the battery 82 is depleted (e.g., when the voltage of the battery 82 is below 6V), supplies power to the electric actuator 81 in place of the battery 82. Therefore, the switching mechanism 80 can switch to the appropriate transmission path based on the vehicle's state even when the battery 82 is depleted, further improving the reliability of the front trunk system 100. In particular, even when the battery 82 is depleted and a person is trapped inside the front trunk FT, they can escape from the front trunk FT by their own strength through the operation of the front trunk operating unit 31.

[0119] The auxiliary power supply 83 includes a capacitor 84 capable of being charged using power from the battery 82 and a boost circuit 85 that boosts the power supplied from the capacitor 84 to the electric actuator 81. The capacitor 84 has a longer lifespan than the battery 82 and can be charged and discharged for extended periods. The capacitor 84 is, for example, a double-layer capacitor. By providing the capacitor 84, the function of serving as an auxiliary power supply for the electric actuator 81 can be maintained for a long period.

[0120] The boost circuit 85, including a boost coil (not shown) and switching elements, is located in the output path of the capacitor 84. By providing the boost circuit 85, the voltage drop of the capacitor 84 during discharge can be compensated, and the electric actuator 81 can be operated with a stable voltage, thereby further improving the reliability of the front trunk system 100.

[0121] Here, the configuration of the switching mechanism 80 will be described. Preferably, the switching mechanism 80 is configured independently of the latching device 1, in other words, it is configured as a component different from the latching device 1. According to this structure, since the switching mechanism 80 can be easily installed in the front luggage compartment system 100A without it, the front luggage compartment system 100A can be easily modified into the front luggage compartment system 100 of this embodiment, which adds the function of selecting the transmission path of the operating force.

[0122] Furthermore, regarding the configuration of the auxiliary power supply 83, it is preferable that the auxiliary power supply 83 is located near the latching device 1 or the switching mechanism 80. "Location near" also includes structures where the auxiliary power supply 83 and the latching device 1 or the switching mechanism 80 are integrally configured. With such a configuration, the wiring between the auxiliary power supply 83 and the switching mechanism 80 can be shortened or eliminated, for example, reducing the probability of wire breakage in the event of a vehicle collision. Therefore, the stability of power supply to the switching mechanism 80 is increased, and the reliability of the system is improved.

[0123] The above description, with reference to the accompanying drawings, illustrates one embodiment of the present invention; however, it is self-evident that the present invention is not limited to this embodiment. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these modifications and alterations should also fall within the protection scope of the present invention. Furthermore, the constituent elements of the above-described embodiment can be arbitrarily combined without departing from the spirit of the invention.

[0124] At least the following items are described in this specification. The components and other elements corresponding to the above embodiments are shown in parentheses as examples, but are not limited thereto.

[0125] (1) A front luggage compartment system (front luggage compartment system 100), comprising:

[0126] A latching device (latching device 1) is configured to engage with a striker (s striker S) located on a hood (hood FP) covering the front trunk (front trunk FT) of the vehicle.

[0127] An operating unit (operating unit 31 inside the front trunk), disposed inside the front trunk, transmits the input operating force to the latching device via a first transmission path (first transmission path 31A) or a second transmission path (second transmission path 31B); and

[0128] A switching mechanism (switching mechanism 80) switches the path through which the operating force input to the operating unit is transmitted to the latching device based on the state of the vehicle, wherein...

[0129] The latching device has:

[0130] A latch (latch 21) engages with the striker when the hood is closed, and is forced by a force-applying member (latch spring 21e) in a direction that disengages from the striker.

[0131] The primary pawl (primary pawl 22), when the latch engaged with the striker is in a predetermined primary locked position, maintains the hood in a fully closed position by engaging the latch; and

[0132] The secondary pawl (secondary pawl 23), when the latch is disengaged from the primary pawl and positioned in a predetermined secondary locked position, engages with the latch to maintain the hood in a semi-locked position.

[0133] When the vehicle is in a first state, including a parking state, the switching mechanism connects the operating unit and the latching device via the first transmission path, and can release the engagement state of the latch with the primary pawl and the engagement state of the latch with the secondary pawl using the operating force input to the operating unit.

[0134] When the vehicle is in a second state including a driving state, the operating unit and the latching device are connected via the second transmission path, and the latching device can be released from engagement with the primary pawl by the operating force input to the operating unit.

[0135] According to (1), an operating part is provided in the front trunk to transmit the input operating force to the latching device, and the operating force is transmitted to the latching device via a first transmission path or a second transmission path that is selectively switched based on the vehicle's state. Therefore, the reliability of the system related to opening the hood can be improved. In addition, since the selective switching of the first transmission path or the second transmission path is achieved by providing a switching mechanism, the complexity of the latching device structure can be suppressed.

[0136] In the first state, which includes the parking position, the hood is fully opened by operating the control unit. Therefore, even if a person is trapped inside the front trunk, they can be safely evacuated by operating the control unit. Furthermore, in the second state, which includes the driving position, the hood is partially opened by operating the control unit, thus ensuring safety during driving.

[0137] (2) The front luggage compartment system according to (1), wherein,

[0138] The second state includes at least one of the following: the vehicle speed is above a predetermined value, and the vehicle gear position is in a position other than parking.

[0139] According to (2), the second state of the vehicle is determined based on the vehicle's speed and / or gear position, thus enabling the appropriate determination of the transmission path switching performed by the switching mechanism.

[0140] (3) The front luggage compartment system according to (1) or (2), wherein,

[0141] The front luggage compartment system also includes an auxiliary power supply (auxiliary power supply 83).

[0142] The switching mechanism includes an electric actuator (electric actuator 81) that is capable of operating using power from a battery (battery 82) installed in the vehicle or the auxiliary power source.

[0143] According to (3), an auxiliary power supply is provided that can supply power to the switching mechanism. Therefore, when the battery is low on power, the transmission path of the operating force can be appropriately switched based on the vehicle's state, which can further improve the reliability of the system.

[0144] (4) The front luggage compartment system according to (3), wherein,

[0145] The auxiliary power supply has a capacitor (capacitor 84) that can be charged using power from the battery and a boost circuit (boost circuit 85) that boosts the power supplied from the capacitor to the electric actuator.

[0146] According to (4), by using a capacitor with a longer lifespan than the battery as an auxiliary power source, the system can maintain its function as an auxiliary power source for the electric actuator for a long time. Furthermore, by incorporating a boost circuit, a stable voltage can be used to operate the switching mechanism, thus further improving the system's reliability.

[0147] (5) The front luggage compartment system according to any one of (1) to (4), wherein,

[0148] The switching mechanism is configured independently of the latching device.

[0149] According to (5), a switching mechanism can be easily installed in a system where the latching device and the operating unit are connected without the aid of a switching mechanism, and thus the system can be easily modified to add the function of selecting the transmission path of the operating force.

[0150] (6) The front luggage compartment system according to (3) or (4), wherein,

[0151] The switching mechanism is configured independently of the latching device.

[0152] The auxiliary power supply is located near the latching device or the switching mechanism.

[0153] According to (6), the wiring between the auxiliary power supply and the switching mechanism can be shortened or eliminated, thus reducing the probability of wire breakage in the event of a vehicle collision, for example. Therefore, the reliability of power supply to the switching mechanism is increased, and the overall system reliability is improved.

Claims

1. A front trunk system comprising: a latch device configured to engage with a striker provided to a front hood covering a front trunk of a vehicle; an operation portion provided in the front trunk, transmitting an input operation force to the latch device via a first transmission path or a second transmission path; and a switching mechanism switching a path of transmitting the operation force input to the operation portion to the latch device based on a state of the vehicle, characterized in that the latch device has: a latch engaging with the striker in a state where the front hood is closed, and being forced by a force applying member to a direction of disengaging from the engagement with the striker; a primary pawl maintaining the front hood in a fully closed position by engaging with the latch in a case where the latch engaging with the striker is disposed at a predetermined primary lock-up position; and a secondary pawl maintaining the front hood in a half hanging position by engaging with the latch in a case where the latch disengaging from the primary pawl is disposed at a predetermined secondary lock-up position, the switching mechanism connecting the operation portion and the latch device via the first transmission path in a case where the vehicle is in a first state including a parked state, and being able to disengage the latch from the engagement with the primary pawl and the secondary pawl by the operation force input to the operation portion, and connecting the operation portion and the latch device via the second transmission path in a case where the vehicle is in a second state including a running state, and being able to disengage the latch from the engagement with the primary pawl by the operation force input to the operation portion.

2. The front trunk system according to claim 1, characterized in that the second state includes at least one of a state where a speed of the vehicle is a predetermined value or more and a state where a gear position of the vehicle is a position other than a parking range.

3. The front trunk system according to claim 1 or 2, characterized in that the front trunk system further comprises an auxiliary power supply, and the switching mechanism includes an electric actuator operable by electric power from a battery mounted on the vehicle or the auxiliary power supply.

4. The front trunk system according to claim 3, characterized in that the auxiliary power supply has a capacitor chargeable by electric power from the battery and a step-up circuit stepping up electric power supplied from the capacitor to the electric actuator.

5. The front trunk system according to claim 1 or 2, characterized in that the switching mechanism is disposed independently of the latch device.

6. The front trunk system according to claim 3, characterized in that the switching mechanism is disposed independently of the latch device, and the auxiliary power supply is disposed in the vicinity of the latch device or the switching mechanism. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

Images