CONSOLE WITH MOVABLE ARMREST

Abstract

A center console for a vehicle includes a console defining a storage compartment and having an opening for access to the storage compartment, and an armrest assembly movably supported on the console by a hinge support, the hinge support configured to selectively reciprocate the armrest assembly between a fully raised position in which the armrest assembly overlies the console and exposes the opening to the storage compartment, and a fully lowered position in which the armrest assembly rests on the console and covers the opening to the storage compartment, the hinge support configured to maintain a horizontal orientation of the armrest assembly in the fully raised and fully lowered positions and throughout movement between the fully raised and fully lowered positions.

Description

INTRODUCTION

[0001] The present invention relates generally to a center console for a vehicle having a movable armrest assembly. BACKGROUND OF THE INVENTION

[0002] Currently common vehicle armrests incorporate features such as storage compartments or areas, cup holders, etc. However, currently common armrests do not offer automatic locking in selectively adjustable positions and cannot be adjusted to cover a storage area and automatically lock into place to secure personal items placed therein.

[0003] While current vehicle armrests serve their intended purpose, there is a need for a new and improved vehicle center console including a movable armrest assembly that is selectively movable between a fully raised position and a fully lowered position, wherein when the armrest assembly is fully lowered, the armrest encloses a storage area within the center console, and wherein the armrest assembly is automatically locked in the fully raised, fully lowered, or any position therebetween and cannot be manually moved up or down between the fully lowered and fully raised positions.

[0004] US 2023 / 0 311 776 A1 describes a vehicle console. DE 196 11 892 C1 describes a center console for a passenger car. SUMMARY

[0005] The center console for a vehicle according to the invention comprises a console defining a storage compartment and having an opening for access to the storage compartment, and an armrest assembly movably supported on the console by a hinge support, wherein the hinge support is configured to selectively move the armrest assembly back and forth between a fully raised position in which the armrest assembly stands above the console and clears the opening to the storage compartment, and a fully lowered position in which the armrest assembly rests on the console and covers the opening to the storage compartment, wherein the hinge support is configured to maintain a horizontal orientation of the armrest assembly in the fully raised and the fully lowered positions and throughout the movement between the fully raised and the fully lowered positions.

[0006] According to one embodiment, when the armrest assembly is in the fully lowered position, the entire joint support is located in the storage compartment of the console.

[0007] According to one embodiment, when the armrest assembly is in the fully lowered position, the hinge support serves to lock the armrest assembly in the fully lowered position and to secure items stored in the storage compartment.

[0008] According to the invention, the joint support comprises a connecting rod having a lower and an upper distal end, wherein the lower distal end of the connecting rod is pivotally mounted on a rigid lower part within the storage compartment of the console, a support plate pivotally attached to the upper distal end of the connecting rod and configured to support the armrest assembly, wherein the connecting rod is pivotally movable relative to the rigid lower part and the center console about a first axis and within a first horizontal plane, and the support plate is pivotally movable relative to the connecting rod about a second axis and within the first horizontal plane, and a shift linkage connecting the rigid lower part to the support plate, wherein the shift linkage is configured to pivot the support plate relative to the connecting rod opposite to the pivoting movement of the connecting rod,when the connecting rod pivots relative to the rigid base.

[0009] According to the invention, the shift linkage comprises a rigid lower gear fixedly mounted on the rigid lower part and centered on the first axis, a lower connecting rod gear rotatably mounted on a lower connecting shaft extending from the connecting rod for rotation about a third axis, the lower connecting rod gear comprising a spur gear portion meshing with the rigid lower gear and a bevel gear portion, an upper connecting rod bevel gear fixedly mounted on an upper connecting rod rotatably supported on the upper distal end of the connecting rod for rotation about the second axis, the carrier plate being fixedly mounted on the upper connecting rod, and a bevel gear shaft extending between the bevel gear portion of the lower connecting rod gear and the upper connecting rod bevel gear, the bevel gear shaft having a first bevel gear,which is rigidly attached to a first distal end of the bevel gear shaft and meshes with the bevel gear portion of the lower connecting rod gear, and a second bevel gear which is rigidly attached to a second distal end of the bevel gear shaft and meshes with the upper connecting rod bevel gear, and wherein pivotal movement of the connecting rod relative to the rigid lower portion in a first rotational direction about the first axis within the first horizontal plane causes rotation of the lower connecting rod gear in the first rotational direction within a second horizontal plane parallel to the first horizontal plane as the lower connecting rod gear rotates about the third axis and orbits the rigid lower gear,wherein the rotation of the lower connecting rod gear in the first direction within the second horizontal plane is transmitted through the bevel gear shaft via a toothed engagement between the bevel gear portion of the lower connecting rod gear and the first bevel gear and a toothed engagement between the second bevel gear and the upper connecting rod bevel gear, wherein the upper connecting rod bevel gear rotates within the second horizontal plane about the second axis in a second direction opposite to the first direction, and rotation of the upper connecting rod bevel gear in the second direction causes rotation of the upper connecting rod, the support plate, and the armrest assembly mounted on the support plate in the second direction within the first horizontal plane.

[0010] According to another aspect, the shift linkage connecting the rigid base to the carrier plate has a cumulative gear ratio of one to one (1:1), wherein when the connecting rod pivots relative to the rigid base about the first axis and the carrier plate pivots relative to the connecting rod about the second axis in a direction opposite to the pivotal movement of the connecting rod, the net angular rotation of the connecting rod and the carrier plate is equal.

[0011] In another aspect, the articulating support includes only a single electric drive unit that can be selectively actuated to move the armrest assembly back and forth between the fully raised and fully lowered positions and to maintain it in any position between and including the fully raised and fully lowered positions.

[0012] In another aspect, the single electric drive unit is configured to prevent movement of the armrest assembly by pushing the armrest assembly up or down.

[0013] According to another aspect, the electric drive unit comprises a worm gear assembly comprising a worm gear rigidly mounted on the lower distal end of the connecting rod and a worm engaged with the worm gear, wherein the worm is connected to a motor configured to selectively rotate the worm, wherein rotation of the worm by the motor causes corresponding rotation of the worm gear and the connecting rod, and wherein attempting to rotate the worm gear by pushing the armrest assembly up or down causes the worm gear assembly to lock, thus preventing rotation of the connecting rod and movement of the armrest assembly by pushing it up or down.

[0014] According to another aspect, the electric drive unit includes a force sensor configured to monitor the resistance as the articulating support reciprocates the armrest assembly between the fully raised and fully lowered positions and to stop the movement of the armrest assembly when the measured force exceeds a predetermined threshold.

[0015] According to several aspects of the present disclosure, a vehicle includes a center console, the center console including a console defining a storage compartment and having an opening for access to the storage compartment, and an armrest assembly movably supported on the center console by a hinge support, the hinge support being configured to selectively move the armrest assembly between a fully raised position in which the armrest assembly overlies the center console and clears the opening to the storage compartment, and a fully lowered position in which the armrest assembly rests on the center console and covers the opening to the storage compartment, the hinge support being configured toMaintain a horizontal alignment of the armrest assembly in the fully raised and fully lowered positions and throughout the movement between the fully raised and fully lowered positions.

[0016] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are for illustrative purposes only and are not intended to limit the scope of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. 1 shows a schematic representation of a vehicle with a center console according to an exemplary embodiment of the present disclosure, Fig. 2 shows a schematic perspective view of a center console according to an exemplary embodiment, with the armrest assembly in a fully raised position, Fig. 3 shows a schematic view of the center console of Fig. 2, with the armrest assembly in a fully lowered position, Fig. 4A shows a schematic side view of the Fig. 1 with the armrest assembly in the fully raised position, Fig. 4B shows a schematic side view of the Fig. 1, with the armrest assembly in an intermittent position, Fig. 4C shows a schematic side view of the Fig. 1 with the armrest assembly in the fully lowered position; Fig. 5 shows a schematic perspective view of a joint support according to an exemplary embodiment, Fig. 6 shows a schematic perspective view of the joint support showing a shift linkage, Fig. Figure 7 shows a schematic front view of the joint support of Fig. 6 and illustrates a first and a second horizontal plane passing perpendicular to the drawing sheet through the joint support, Fig. 8 shows a cross-sectional view along the Fig. 8 - Fig. 8 designated line in Fig. 6, and Fig. Figure 9 shows a schematic diagram of an electric drive unit, a system control and a switch for the center console.

[0018] The figures are not necessarily to scale, and some features may be larger or smaller to show details of particular components. In some cases, well-known components, systems, materials, or methods have not been described in detail so as not to obscure the present disclosure. Therefore, the specific structural and functional details disclosed herein are not to be considered limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present disclosure. DETAILED DESCRIPTION

[0019] As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and / or processor device, individually or in any combination, including without limitation: an application-specific integrated circuit (ASIC), an electronic circuit, a processor (collectively, dedicated, or as a group), and memory executing one or more software or firmware programs, a combinational logic circuit, and / or other suitable components that provide the described functionality. Although the figures shown herein represent an example with particular arrangements of elements, in actual embodiments, additional intermediate elements, devices, features, or components may be present.

[0020] The term "vehicle" used herein is not limited to motor vehicles. Although the present technology is primarily described in the context of motor vehicles, it is not limited to motor vehicles. The concepts can be used in a wide variety of applications, including aircraft, watercraft, other vehicles, and consumer electronics components.

[0021] Exemplary embodiments will now be described in more detail with reference to the accompanying drawings.

[0022] According to an exemplary embodiment, Fig. 1 shows a vehicle 10 with an associated center console system 11 including a center console 50. The vehicle 10 generally includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is disposed on the chassis 12 and substantially encloses the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. The front wheels 16 and the rear wheels 18 are each pivotally connected to the chassis 12 near a corner of the body 14.

[0023] In various embodiments, the vehicle 10 is an autonomous vehicle. For example, an autonomous vehicle 10 is a vehicle 10 that is automatically controlled to transport passengers from one location to another. The vehicle 10 is shown as a passenger car in the illustrated embodiment; however, it should be understood that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), etc., may also be used. In one exemplary embodiment, the vehicle 10 is equipped with a so-called level four or level five automation system. A level four system indicates a "high degree of automation" and refers to the drive mode-specific execution of all aspects of the dynamic driving task by an automated driving system, even if a human driver does not appropriately respond to a request for intervention.A Level Five system indicates "full automation," meaning that an automated driving system fully performs all aspects of the dynamic driving task under all road and environmental conditions that can be handled by a human driver. The novel aspects of the present disclosure are also applicable to non-autonomous vehicles.

[0024] As shown, the vehicle 10 generally includes a drive system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, a vehicle controller 34, and a wireless communication module 36. In an embodiment where the vehicle 10 is an electric vehicle, a transmission system 22 may not be present. The drive system 20, in various embodiments, may include an internal combustion engine, an electric machine such as a traction motor, and / or a fuel cell propulsion system. The transmission system 22 is configured to transfer the power of the drive system 20 to the front wheels 16 and the rear wheels 18 of the vehicle according to selectable gear ratios. According to various embodiments, the transmission system 22 may be a stepped automatic transmission, a continuously variable transmission, or other suitable transmission.The braking system 26 is configured to provide braking torque to the front wheels 16 and the rear wheels 18 of the vehicle. In various embodiments, the braking system 26 may include friction brakes, an electromechanical brake, a regenerative braking system such as an electric machine, and / or other suitable braking systems. The steering system 24 influences the position of the front wheels 16 and the rear wheels 18. Although a steering wheel is shown for illustrative purposes, the steering system 24 may not include a steering wheel in some embodiments contemplated within the scope of the present disclosure, such as a fully autonomous vehicle.

[0025] The sensor system 28 includes one or more sensor units 40a-40n that detect observable conditions of the external environment and / or the internal environment of the autonomous vehicle 10. The sensor units 40a-40n may include, among others, radars, lidars, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors, and / or other sensors. The cameras may include two or more digital cameras arranged at a selected distance from each other, wherein the two or more digital cameras are used to capture stereoscopic images of the environment to create a three-dimensional image or map. The plurality of sensor units 40a-40n are used to detect information about the environment of the vehicle 10.In one exemplary embodiment, the plurality of sensor units 40a-40n includes at least one engine speed sensor, an engine torque sensor, an electric drive motor voltage and / or current sensor, an accelerator pedal position sensor, a coolant temperature sensor, a cooling fan speed sensor, and a transmission oil temperature sensor. In another exemplary embodiment, the plurality of sensor units 40a-40n further includes sensors for acquiring information about the surroundings of the vehicle 10, for example, an ambient air temperature sensor, a barometric pressure sensor, and / or a photo and / or video camera arranged to view the surroundings in front of the vehicle 10. In another exemplary embodiment, at least one of the plurality of sensor units 40a-40n is capable of measuring distances in the surroundings of the vehicle 10.

[0026] In one non-limiting example, where the plurality of sensor units 40a-40n includes a camera, the plurality of sensor units 40a-40n measure distances using an image processing algorithm configured to process images from the camera and determine distances between objects. In another non-limiting example, the plurality of sensor units 40a-40n includes a stereoscopic camera with distance measurement capabilities. In one example, at least one of the plurality of sensor units 40a-40n is mounted inside the vehicle 10, e.g., in a headliner of the vehicle 10, allowing sensing through the windshield of the vehicle 10.In another example, at least one of the plurality of sensor units 40a-40n is a camera external to the vehicle 10, for example, a camera mounted on a roof of the vehicle 10 that can view the surroundings of the vehicle 10 and is configured to capture information (images) related to the surroundings external to the vehicle 10. It is understood that various additional types of sensor units, such as LiDAR sensors, ultrasonic sensors, radar sensors, and / or time-of-flight sensors, are within the scope of the present disclosure. The actuator system 30 includes one or more actuators 42a-42n that control one or more functions of the vehicle 10, such as, but not limited to, the drive system 20, the transmission system 22, the steering system 24, and the braking system 26.

[0027] The vehicle controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. The at least one data processor 44 may be a custom or off-the-shelf processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among a plurality of processors connected to the vehicle controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally an instruction-executing device. The computer-readable storage devices or media 46 may include volatile and non-volatile storage, such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the at least one processor 44 is powered off.The computer-readable storage device or media 46 may be implemented using any number of known storage devices, such as PROMs (programmable read-only memories), EPROMs (erasable PROMs), EEPROMs (electrically erasable PROMs), flash memory, or any other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which represent executable instructions used by the controller 34 in controlling the vehicle 10.

[0028] The instructions may comprise one or more separate programs, each comprising an ordered list of executable instructions for implementing logical functions. When executed by the at least one processor 44, the instructions receive and process the signals from the sensor system 28, execute logic, calculations, methods, and / or algorithms to automatically control the components of the vehicle 10, and generate control signals for the actuator system 30 to automatically control the components of the vehicle 10 based on the logic, calculations, methods, and / or algorithms. Although in Fig. 1 only a single controller 34 is shown, embodiments of the vehicle 10 may include any number of controllers 34 that communicate and cooperate via any suitable communication medium or combination of communication media to process the sensor signals, execute logic, calculations, methods and / or algorithms, and generate control signals to automatically control functions of the autonomous vehicle 10.

[0029] In various embodiments, one or more instructions of the vehicle controller 34 are included in a trajectory planning system and, when executed by the at least one data processor 44, generate a trajectory output that accounts for kinematic and dynamic constraints of the environment. The instructions receive, for example, process sensor and map data as input. The instructions are based on a graph-based approach with an adapted cost function to manage various road scenarios on both urban and interurban roads.

[0030] The wireless communication module 36 is configured to wirelessly communicate information to and from other remote units 48, such as, but not limited to, other vehicles ("V2V" communication), infrastructure ("V21" communication), remote systems, remote servers, cloud computers, and / or personal devices. In an exemplary embodiment, the communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using IEEE 802.11 standards or via cellular data communication. However, additional or alternative communication methods, such as a Dedicated Short Range Communication (DSRC) channel, are also contemplated within the scope of the present disclosure.DSRC channels refer to short- to medium-range, one-way or two-way wireless communication channels specifically designed for use in vehicles, along with a corresponding set of protocols and standards.

[0031] The vehicle controller 34 is a non-generalized electronic control unit including a preprogrammed digital computer or processor, a memory or non-transitory computer-readable medium used to store data such as control logic, software applications, instructions, computer code, data, lookup tables, etc., and a transceiver (or input / output ports). A computer-readable medium includes any type of medium accessible by a computer, such as read-only memory (ROM), random access memory (RAM), a hard disk drive, a compact disc (CD), a digital video disc (DVD), or any other type of storage. A "non-transitory" computer-readable medium does not include wired, wireless, optical, or other communication links that carry transitory electrical or other signals.A non-transitory computer-readable medium includes media on which data can be permanently stored and media on which data can be stored and later overwritten, such as a rewritable optical disk or an erasable storage device. Computer code includes all types of program code, including source code, object code, and executable code.

[0032] With reference to Fig. 2, a center console 50 for a vehicle 10 according to the novel features of the present disclosure includes a console 52 defining a storage compartment 54 and having an opening 56 for accessing the storage compartment 54. The console 52 may be constructed from any suitable material and may be comprised of multiple pieces or a single composite structure formed by polymer molding techniques known in the industry.

[0033] The center console 50 includes an armrest assembly 58 which, supported by a hinge support 60, movably rests on the console 52. The hinge support 60 is designed for selectively moving the armrest assembly 58, as shown by arrow 62, between a fully raised position in which the armrest assembly 58 is above the console 52 and exposes the opening 56 to the storage compartment 54, as shown in Fig. 1, and a fully lowered position in which the armrest assembly 58 rests on the console 52 and covers the opening 56 to the storage compartment 54, as shown in Fig. 2 shown.

[0034] As shown, the armrest 58 includes features such as cup holders 64 and a storage area 66 for small personal items such as a cell phone. It should be understood that the features of the armrest assembly 58 may include proprietary or customizable features without departing from the novel features of the present disclosure.

[0035] The pivot support 60 is configured to maintain a horizontal orientation of the armrest assembly 58 in the fully raised and fully lowered positions and throughout movement between the fully raised and fully lowered positions. Thus, the armrest assembly 58 is substantially horizontal, and the pivot support 60 maintains this horizontal orientation throughout movement. In an exemplary embodiment, the pivot support 60 is mounted to the structure of the vehicle 10 in the storage compartment 54, and when the armrest assembly 58 is in the fully lowered position, the entire pivot support 60 is located within the storage compartment 54 of the console 52.When the armrest assembly 58 is in the fully lowered position, the hinge support 60 further serves to lock the armrest assembly 58 in the fully lowered position, thereby securing the items stored in the storage compartment 54. The locking functions of the hinge support 60 are discussed in more detail below.

[0036] With reference to Fig. 4A, the pivot support 60, in the fully raised position, holds the armrest assembly 58 above the opening 56 in the console 52. This positions the armrest assembly 58 at a maximum height 68 above the console 52 and holds the armrest assembly 58 above the opening 56 so that the occupants in the vehicle 10 can reach into the storage compartment 54 and place personal items into the storage compartment 54. Referring to Fig. 4B, the pivot support 60 is configured to hold the armrest assembly 58 in any position between the fully raised and fully lowered positions. The pivot support 60 can be selectively actuated by an occupant in the vehicle 10 to either raise or lower the armrest assembly 58. As shown in Fig. 4B, the hinge support 60 was selectively actuated to move the armrest assembly 58 from the Fig. 4A to an intermittent position between the fully raised and fully lowered positions. As a result, the height of the armrest assembly 58 was lowered by a distance 70 from the maximum height 68. This allows the occupants in the vehicle 10 to selectively adjust the height of the armrest assembly 58 to accommodate the different sizes and / or preferences of the occupants, while leaving the opening 56 to the storage compartment 54 accessible to the occupant(s). Referring to Fig. 4C, in the fully lowered position, the armrest 58 adapts to and covers the opening 56 in the console 52, closing the storage compartment 54 and securing personal items therein.

[0037] With reference to Fig. 5 and Fig. 6, the articulated support 60 includes a connecting rod 72 having a lower distal end 74 and an upper distal end 76, wherein the lower distal end 74 of the connecting rod 72 is pivotally mounted on a rigid base 78 within the storage compartment 54 of the console 52. The articulated support 60 further includes a support plate 80 pivotally mounted on the upper distal end 76 of the connecting rod 72 and configured to support the armrest assembly 58 thereon. The connecting rod 72 is pivotable relative to the rigid base 78 and the console 52 about a first axis 82 and, with reference to Fig. 7, pivotally movable within a first horizontal plane 84, which runs through the line 84 perpendicular to the drawing sheet. The support plate 80 is pivotally movable relative to the connecting rod 72 about a second axis 86 and within the first horizontal plane 84, which runs through the line 84 perpendicular to the drawing sheet.

[0038] The joint support 60 further includes a shift linkage 88 connecting the rigid lower portion 78 to the support plate 80, the shift linkage 88 being configured to pivot the support plate 80 relative to the connecting rod 72 in a direction opposite to the pivoting movement of the connecting rod 72, as shown by arrow 92, when the connecting rod 72 pivots relative to the rigid lower portion 78, as shown by arrow 90.

[0039] With reference to Fig. 6 and Fig. 7, the shift linkage 88 includes a rigid lower gear 94 rigidly (non-rotating) mounted to the rigid lower member 78 and centered on the first axis 82. A lower connecting rod gear 96 is rotatably mounted on a lower connecting shaft 98 that rotates from the connecting rod 72 about a third axis 100. The lower connecting rod gear 96 includes a spur gear portion 96A meshing with the rigid lower gear 94 and a bevel gear portion 96B.

[0040] An upper connecting rod bevel gear 102 is fixedly mounted on an upper connecting rod 104, which is rotatably supported on the upper distal end 76 of the connecting rod 72 for rotating the upper connecting rod bevel gear 102 and the upper connecting rod 104 about the second axis 86. The support plate 80 is fixedly mounted on the upper connecting rod 104, with the upper connecting rod bevel gear 102, the upper connecting rod 104, and the support plate 80 rotating uniformly about the second axis 86.

[0041] A bevel gear shaft 106 extends between the bevel gear portion 96B of the lower connecting rod gear 96 and the upper connecting rod bevel gear 102, the bevel gear shaft 106 having a first bevel gear 108 fixedly attached to a first distal end 110 of the bevel gear shaft 106 and meshing with the bevel gear portion 96B of the lower connecting rod gear 96, and a second bevel gear 112 fixedly attached to a second distal end 114 of the bevel gear shaft 106 and meshing with the upper connecting rod bevel gear 102.

[0042] The pivoting movement of the connecting rod 72 relative to the rigid lower part 78 in a first direction of rotation (counterclockwise, from left to right) Fig. 6, as indicated by arrow 116) about the first axis 82 within the first horizontal plane 84 causes a rotation of the lower connecting rod gear 96 in the first direction of rotation (counterclockwise, from left to right Fig. 6, as indicated by arrow 118) about the third axis 100 and within a second horizontal plane 120 passing through the line 120 perpendicular to the drawing sheet and parallel to the first horizontal plane 84, while the lower connecting rod gear 96 rotates around the rigid lower gear 94, as indicated by arrow 122.

[0043] The rotation of the lower connecting rod gear 96 in the first direction within the second horizontal plane 120 is transmitted through the bevel gear shaft 106 via a tooth engagement between the bevel gear portion 96B of the lower connecting rod gear 96 and the first bevel gear 108 and a tooth engagement between the second bevel gear 112 and the upper connecting rod bevel gear 102, wherein the upper connecting rod bevel gear 102 rotates in a second direction opposite to the first direction within the second horizontal plane 120 about the second axis 86 (clockwise, viewed from the left in Fig. 6, as indicated by arrow 124).

[0044] With further reference to Fig. 5 and Fig. 6, the upper connecting rod bevel gear 102, the upper connecting rod 104, and the support plate 80 rotate uniformly about the second axis 86, such that rotation of the upper connecting rod bevel gear 102 in the second direction causes rotation of the upper connecting rod 104, the support plate 80, and the armrest assembly 58 supported on the support plate 80 in the second direction within the first horizontal plane 84, as indicated by arrow 124.

[0045] In an exemplary embodiment, the shift linkage 88 connecting the rigid base 78 to the support plate 80 has a cumulative gear ratio of one to one (1:1). When the connecting rod 72 pivots relative to the rigid base 78 about the first axis 82, as indicated by arrow 90, and the support plate 80 pivots relative to the connecting rod 72 about the second axis 86 in a direction opposite the pivotal movement of the connecting rod 72, as indicated by arrow 92, the net angular rotation of the connecting rod 72 and the support plate 80 is the same. Thus, when the connecting rod 72 pivots a first angular distance 132, the support plate 80 pivots in the opposite direction a second angular distance 134, equal to the first angular distance 132.

[0046] In an exemplary embodiment, the articulating support 60 includes only a single electric drive unit 136 that can be selectively actuated to move the armrest assembly 58 between the fully raised position, as shown in Fig. 2 and Fig. 4A, and the fully lowered position as shown in Fig. 3 and Fig. 4C, and to maintain the armrest assembly 58 in any position between and including the fully raised position and the fully lowered position. In this manner, the single electric drive unit 136 effects both the pivotal movement of the connecting rod 72 about the first axis 82 and the pivotal movement of the support plate 80 and the armrest assembly 58 about the second axis 86.

[0047] With reference to Fig. 7 and Fig. 8, the single electric drive unit 136 is configured to prevent movement of the armrest assembly 58 by pushing the armrest assembly 58 up or down when the single electric drive unit 136 is not selectively actuated to move the connecting rod 72. In an exemplary embodiment, the electric drive unit 136 includes a worm gear assembly 138 having a worm gear 140 rigidly attached to the lower distal end 74 of the connecting rod 72, the worm gear 140 and the connecting rod 72 unitarily rotating about the first axis 82. The worm gear assembly 138 further includes a worm 142 meshing with the worm gear 140 and rotatably connected to a motor 144 capable of selectively rotating the worm 142. The rotation of the worm 142 by the motor 144 causes a corresponding rotation of the worm wheel 140 and the connecting rod 72 about the first axis 82.

[0048] Attempting to rotate the worm gear 140 by pushing the armrest assembly 58 up or down causes the worm gear assembly 138 to lock, preventing the connecting rod 72 from rotating and preventing the armrest assembly 58 from moving due to the armrest assembly 58 being pushed up or down. In worm gear assemblies, power is transferred by sliding between the flanks of the worm 142 and the teeth of the worm gear 140 (i.e., the flanks slide on the teeth like a screw). Worm gear assemblies are ultimately a special case of helical gears. Unlike helical gears, which create point-like flank contact, worm gear assemblies have linear flank contact, resulting in higher power transfer and higher gear ratios. The worm gear assembly 138 may comprise a cylindrical or globoidal worm gear.

[0049] The worm gear assembly 138 is self-locking, allowing torque transmission in only one direction. The worm gear assembly 138 can only be driven by the worm 142. The worm gear assembly 138 cannot be driven by the worm gear 140, and attempting to rotate the worm gear 140 by pivoting pressure on the connecting rod 72 as a result of pushing the armrest assembly 58 up or down will result in the worm gear assembly 138 locking, preventing rotation of the worm gear 140 and pivoting movement of the connecting rod 72, and holding the armrest assembly 58 firmly in position.

[0050] This self-locking action is due to the screwing motion of the worm thread at low pitch angles. Thus, the worm 142 can drive the worm gear 140 through its helical flank motion, but cannot realize movement in the other direction. The contact force of the worm gear flanks against the thread flanks of the worm 142 is large and the pitch angle is small, so the resulting frictional force prevents rotational movement. As used herein, the worm gear assembly 138 ensures that the articulating support 60 is automatically prevented from moving unless a user in the vehicle 10 actuates the motor 144. Thus, a user can place personal belongings in the storage compartment 54 and selectively actuate the electric drive unit 136 to lower the armrest assembly 58 to the fully lowered position, thereby closing the storage compartment 54 and securing the user's personal belongings therein.When the user turns off the vehicle 10 and exits the vehicle 10, the electric drive unit 136 is de-energized. If someone attempts to pull the armrest assembly 58 upward to access the storage compartment 54, the shift linkage 88 and the electric drive unit 136 prevent the armrest assembly 58 from moving, thereby securing the user's personal belongings in the storage compartment 54. This self-locking of the electric drive unit 136 also allows the armrest assembly 58 to be secured in any position selected by the user, including the fully raised position, the fully lowered position, or any position in between.Once a user in the vehicle 10 selectively actuates the electric drive unit 136 to raise or lower the armrest assembly 58 to a desired height, the linkage 88 and the electric drive unit 136 provide solid support to hold the armrest assembly 58 in that position.

[0051] With reference to Fig.9, the electric drive unit 136 of the center console 50 is in communication with a system controller 34A. The system controller 34A may be the vehicle controller 34, or the system controller 34A may be a separate controller in communication with the vehicle controller 34. The system controller 34A is further in communication with a switch 146 located within the vehicle 10 that allows a user within the vehicle 10 to selectively actuate the electric drive unit 136 to raise or lower the armrest assembly 58 according to the user's preference.In an exemplary embodiment, the electric drive unit 136 includes a force sensor 148 configured to monitor the resistance as the articulating support 60 reciprocates the armrest assembly 58 between the fully raised and fully lowered positions, and to stop the movement of the armrest assembly 58 when the measured force exceeds a predetermined threshold.

[0052] A center console according to the present disclosure offers several advantages. These include allowing an occupant in vehicle 10 to selectively move the armrest assembly 58 between a fully raised position and a fully lowered position, wherein the armrest assembly 58 in the fully lowered position encloses a storage compartment 54 in the center console 50. When the armrest assembly 58 is in the fully raised position, the fully lowered position, or any position in between, the armrest assembly 58 is automatically locked and cannot be manually moved up or down between the fully lowered and fully raised positions.

[0053] The description of the present disclosure is merely exemplary, and variations that do not depart from the gist of the present disclosure are intended to be included within the scope of the present disclosure. Such variations should not be considered a departure from the scope of the present disclosure.

Claims

[1] Center console (50) for a vehicle (10), comprising: a console (52) defining a storage compartment (54) and having an opening (56) allowing access to the storage compartment (54); and an armrest assembly (58) which, held by a hinge support (60), rests movably on the console (52), wherein the hinge support (60) is designed to selectively move the armrest assembly (58) between a fully raised position in which the armrest assembly (58) stands above the console (52) and clears the opening (56) to the storage compartment (54), and a fully lowered position in which the armrest assembly (58) rests on the console (52) and covers the opening (56) to the storage compartment (54), wherein the hinge support (60) is designed to maintain a horizontal orientation of the armrest assembly (58) in the fully raised and fully lowered positions and throughout the movement between the fully raised and fully lowered positions, wherein the joint support (60) comprises: a connecting rod (72) having a lower distal end and an upper distal end, the lower distal end of the connecting rod (72) being pivotally mounted on a rigid base (78) within the storage compartment (54) of the console (52), a support plate (80) pivotally mounted on the upper distal end of the connecting rod (72) and configured to support the armrest assembly (58) thereon, the connecting rod (72) being pivotally movable relative to the rigid base (78) and the center console (50) about a first axis (82) and within a first horizontal plane (84), and the support plate (80) being pivotally movable relative to the connecting rod (72) about a second axis (86) and within the first horizontal plane (84), and a shift linkage (88) connecting the rigid lower part (78) to the support plate (80), the shift linkage (88) being designed to pivot the support plate (80) relative to the connecting rod (72) in a direction opposite to the pivoting movement of the connecting rod (72) when the connecting rod (72) pivots relative to the rigid lower part (78), wherein the shift linkage (88) comprises: a rigid lower gear (94) fixedly mounted on the rigid lower part (78) and centered on the first axis (82), a lower connecting rod gear (96) rotatably mounted on a lower connecting shaft (98) extending from the connecting rod (72) for rotation about a third axis (100), the lower connecting rod gear (96) having a spur gear portion (96A) meshing with the rigid lower gear (94) and a bevel gear portion (96B), an upper connecting rod bevel gear (102) fixedly mounted on an upper connecting rod (104) rotatably mounted on the upper distal end of the connecting rod (72) for rotation about the second axis (86), the support plate (80) being fixedly mounted on the upper connecting rod (104), and a bevel gear shaft (106) extending between the bevel gear portion (96B) of the lower connecting rod gear (96) and the upper connecting rod bevel gear (102), the bevel gear shaft (106) having a first bevel gear (108) fixedly attached to a first distal end of the bevel gear shaft (106) and meshing with the bevel gear portion of the lower connecting rod gear (96), and a second bevel gear (112) fixedly attached to a second distal end of the bevel gear shaft (106) and meshing with the upper connecting rod bevel gear (102), and where: pivotal movement of the connecting rod (72) relative to the fixed base in a first rotational direction about the first axis (82) within the first horizontal plane (84) causes rotation of the lower connecting rod gear (96) in the first rotational direction within a second horizontal plane (120) parallel to the first horizontal plane (84) as the lower connecting rod gear (96) rotates about the third axis (100) and orbits the rigid lower gear; a rotation of the lower connecting rod gear (96) in the first direction within the second horizontal plane (120) is transmitted by the bevel gear shaft (106) via a tooth engagement between the bevel gear portion of the lower connecting rod gear (96) and the first bevel gear (108) and a tooth engagement between the second bevel gear (112) and the upper connecting rod bevel gear (102), wherein the upper connecting rod bevel gear (102) rotates in a second direction, opposite to the first direction, within the second horizontal plane (120) about the second axis (86); and the rotation of the upper connecting rod bevel gear (102) in the second direction causes a rotation of the upper connecting rod (104), the support plate (80) and the armrest assembly (58) mounted on the support plate (80) in the second direction within the first horizontal plane (84). [2] Center console according to claim 1, wherein when the armrest assembly (58) is in the fully lowered position, the entire hinge support (60) is located in the storage compartment (54) of the console (52). [3] The center console of claim 2, wherein the hinge support (60) serves, when the armrest assembly (58) is in the fully lowered position, to lock the armrest assembly (58) in the fully lowered position and to secure items stored in the storage compartment (54). [4] The center console (50) of claim 1, wherein the shift linkage (88) connecting the rigid base (78) to the support plate (80) has a cumulative gear ratio of one to one (1:1), wherein when the connecting rod (72) pivots relative to the rigid base (78) about the first axis (82) and the support plate (80) pivots relative to the connecting rod (72) about the second axis (86) in a direction opposite to the pivotal movement of the connecting rod (72), the net angular rotation of the connecting rod (72) and the support plate (80) is equal. [5] The center console (50) of claim 4, wherein the articulating support (60) comprises only a single electric drive unit that can be selectively actuated to move the armrest assembly (58) back and forth between the fully raised and fully lowered positions and to maintain the armrest assembly (58) in any position between and including the fully raised and fully lowered positions. [6] The center console (50) of claim 5, wherein the single electric drive unit is configured to prevent movement of the armrest assembly (58) by pushing the armrest assembly (58) up or down. [7] Center console (50) according to claim 6, wherein the electric drive unit comprises: a worm gear assembly (138) comprising: a worm gear (140) fixedly mounted on the lower distal end of the connecting rod (72), and a worm (142) engaged with the worm wheel (140), the worm (142) being connected to a motor (144) capable of selectively rotating the worm (142), and wherein rotation of the worm (142) by the motor (144) causes a corresponding rotation of the worm gear (140) and the connecting rod (72), and attempting to rotate the worm gear (140) by pushing the armrest assembly (58) up or down causes the worm gear assembly (138) to lock, preventing rotation of the connecting rod (72) and movement of the armrest assembly (58) by pushing the armrest assembly (58) up or down. [8] The center console (50) of claim 7, wherein the electric drive unit includes a force sensor (148) configured to monitor the resistance as the pivot support (60) reciprocates the armrest assembly (58) between the fully raised and fully lowered positions, and to stop movement of the armrest assembly (58) when the measured force exceeds a predetermined threshold.

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