Biaxial Automotive Interior Panel System

Abstract

One aspect is a biaxial automotive interior panel system including an upper panel, a center link, a lower panel, an upper differential torque insert rotatably coupling the upper panel and the center link, and a lower differential torque insert rotatably coupling the lower panel and the center link. The upper differential torque insert provides differential torque such that rotation of the upper panel relative to the center link provides high torque in a first direction and low torque in a second direction opposite the first direction, the low torque being a fraction of the high torque. The lower differential torque insert provides differential torque such that rotation of the center link relative to the lower panel provides high torque in a first direction and low torque in a second direction opposite the first direction, the low torque being a fraction of the high torque.

Description

[Technical Field]

[0001] The present invention relates to the field of hinges, and more particularly to dual-axis inertia locking friction systems. [Background technology]

[0002] Friction hinges are commonly used in many applications and come in many varieties across industries. Recently, automotive interiors have begun adding folding work surfaces to vehicle installations. Adding friction to the inside of the hinge provides a firm feel to the user and reduces the flapping that occurs with a free pivot.

[0003] In most cases, friction hinges alone are not enough to prevent the work surface from collapsing under certain load conditions, so latches or inertia locks are often used to keep the work surface locked in place to meet safety standards, especially in motor vehicle cabins.

[0004] Existing inertia locking options, when incorporated into some designs, present a limited user experience and create challenges for the end user. Therefore, to meet the cost and appearance expectations of such applications, a compact design that provides both friction torque and inertia locking functionality is needed. Summary of the Invention

[0005] The accompanying drawings are included to provide a further understanding of the embodiments, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments and, together with the description, serve to explain the principles of the embodiments. Other embodiments and many of the intended advantages of the embodiments will be readily appreciated, as better understood by reference to the following detailed description. Elements of the drawings are not necessarily to scale relative to each other. Like reference numerals indicate corresponding like parts. [Brief explanation of the drawings]

[0006] [Figure 1] FIG. 1 shows a perspective view of a two-axis inertial locking system according to one embodiment. [Figure 2] FIG. 2 illustrates the dual axis inertia locking system of FIG. 1 in an open position, according to one embodiment. [Figure 3a] FIG. 3a illustrates a sequence of operations of a two-axis inertial locking system according to one embodiment. [Figure 3b] FIG. 3b illustrates a sequence of operations of a two-axis inertial locking system according to one embodiment. [Figure 3c] FIG. 3c illustrates a sequence of operations of a two-axis inertial locking system according to one embodiment. [Figure 3d] FIG. 3d illustrates a sequence of operations of a two-axis inertial locking system according to one embodiment. [Figure 3e] FIG. 3e illustrates a sequence of operations of a two-axis inertial locking system according to one embodiment. [Figure 3f] FIG. 3f illustrates a sequence of operations for a two-axis inertial locking system according to one embodiment. [Figure 4a] FIG. 4a shows an inertia lock differential friction shaft according to one embodiment. [Figure 4b] FIG. 4b shows an inertia lock differential friction shaft according to one embodiment. [Figure 5] FIG. 5 illustrates a two-axis inertial locking system in a locked state, according to one embodiment. [Figure 6] FIG. 6 illustrates angled mounted upper and lower inertia lock differential friction inserts according to one embodiment. [Figure 7] FIG. 7 shows a symmetrical insert that is relocked upon opening. [Figure 8] FIG. 8 illustrates a cross-sectional view of a dual axis inertial locking system including a detent, according to one embodiment. [Figure 9] FIG. 9 illustrates a cross-sectional view of a dual axis inertial locking system including a detent, according to one embodiment. [Figure 10]FIG. 10 illustrates a dual axis inertia locking system with a single inertia locking differential friction insert for each axis of rotation, according to one embodiment. [Figure 11] FIG. 11 illustrates a dual axis inertia locking system having two inertia locking differential friction inserts for each axis of rotation, according to one embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0007] In the following detailed description, references are made to the accompanying drawings, which form a part hereof, and in which are shown, by way of illustration, specific embodiments in which the present invention may be practiced. In this regard, directional terms such as "top," "bottom," "front," "rear," "head," and "tail" are used in reference to the orientation of the views being described. Because components of the embodiments can be positioned in many different orientations, the directional terminology is used for purposes of illustration and is in no way intended to be limiting. It is to be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present invention. Therefore, the following detailed description is not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims.

[0008] It should be understood that the features of the various exemplary embodiments described herein may be combined with each other, unless otherwise stated.

[0009] 1-2 illustrate a dual-axis inertia lock friction system 10 according to one embodiment. In one embodiment, the dual-axis inertia lock friction system 10 includes upper and lower panels 12 and 14, a center link 16, and upper and lower inertia lock differential friction shafts 18 and 20. In one embodiment, the upper inertia lock differential friction shaft 18 rotatably couples the upper panel 12 to the center link 16, and the lower inertia lock differential friction shaft 20 rotatably couples the center link 16 to the lower panel 14. In one embodiment, the upper panel 12 is rotatable so that it can be opened to accommodate a larger work surface.

[0010] In operation, the dual-axis inertia lock friction system 10 can be configured for automotive interior panel applications for use in a dual-axis work surface. The dual-axis inertia lock friction system 10 is illustrated in a closed position in FIG. 1 and in an open position in FIG. 2. In one embodiment, the lower panel 14 is secured to the vehicle console 15, while in another embodiment, the lower panel 14 is integral with the console 15 (illustrated in FIGS. 1-2). The center link 16 is a middle component panel that connects the upper panel 12 and the lower panel 14, allowing the upper panel 12 to rotate and form a folding work surface. In addition to the components illustrated, a typical workspace would include padding, trim, and methods for attaching these components.

[0011] As described in more detail below, the upper and lower inertia lock differential friction inserts 18 and 20 respectively connect the upper panel 12 to the center link 16 and the center link 16 to the lower panel 14 for relative rotation about the inserts. In one embodiment, the upper and lower inertia lock differential friction inserts 18 and 20 each provide a differential torque for relative rotation, with full torque exerted in one direction of rotation and a fraction of full torque exerted in the other direction of rotation.

[0012] In one embodiment, the upper inertia lock differential friction insert 18 is configured to have a low relative torque when the top panel 12 rotates to the open position and a high relative torque when the top panel rotates to the closed position. Meanwhile, the lower inertia lock differential friction insert 20 is configured to have a high relative torque when the top panel 12 rotates to the open position and a low relative torque when the top panel 12 rotates to the closed position. Configuring the torque profiles of the inserts 18 and 20 in this manner, with opposing torques about each axis, allows for a predictable and repeatable sequence of motion for the top panel 12, center link 16, and bottom panel 14, respectively. This would not be the case if both inserts 18 and 20 had the same nominal torque in both directions of rotation. Instead, the top panel 12 may rotate first in some assemblies and the center link 16 may rotate first in other assemblies.

[0013] Figures 3a through 3f illustrate the sequence of motions of the dual-axis inertia locking friction system 10 as it transitions between the open and closed positions. Figure 3a shows the dual-axis inertia locking friction system 10 in the closed position. In this position, the upper and lower panels 12 are substantially parallel, such that the upper panel 12 is nested against the lower panel 14. Unlike Figures 1 through 2, in Figures 3a through 3f the lower panel 14 is shown as separate from the console 15 and is secured to the console 15 with bolts or the like when fully assembled.

[0014] FIG. 3b shows the dual-axis inertia locking friction system 10 moved from the closed position to approximately 45° in the opening direction O. The upper inertia locking differential friction insert 18 is configured with a low relative torque when the top panel 12 rotates open, and the lower inertia locking differential friction insert 20 is configured with a high relative torque when the top panel 12 rotates open, so that the top panel 12 rotates relative to the center link 16 about the insert 18, while the center link 16 and the lower panel 14 do not rotate relative to each other about the insert 20. The relative low-torque and high-torque configuration of the upper insert 18 and lower insert 20 ensures that this sequence of rotation occurs every time the top panel 12 is opened.

[0015] FIG. 3c shows the dual-axis inertia lock friction system 10 further moved in the direction of arrow O to approximately 90° of opening. Again, because the upper inertia lock differential friction insert 18 is configured with a low relative torque when the top panel 12 rotates open, and the lower inertia lock differential friction insert 20 is configured with a high relative torque when the top panel 12 rotates open, the top panel 12 rotates relative to the center link 16 about the insert 18, while the center link 16 and the lower panel 14 do not rotate relative to each other about the insert 20, the relative low-torque and high-torque configuration of the upper insert 18 and lower insert 20 ensures that this sequence of rotation occurs every time the top panel 12 is opened.

[0016] In one embodiment, the dual-axis inertia lock friction system 10 is configured with detents that limit the relative rotation of the components with respect to each insert 18, 20. As described in more detail below, the detents can be designed for a desired range of motion to suit the needs of the application. In one embodiment, the detents provide a 90° limit on each axis, providing a fully open 180° position. Thus, once the top panel 12 reaches the 90° relative position shown in FIG. 3c, the detents limit further relative rotation of the top panel 12 and center link 16 about the insert 18.

[0017] Thus, as the top panel 12 is further rotated in the opening direction O shown in Figure 3d, the center link 16 rotates relative to the bottom panel 14 about the insert 20. As the top panel 12 is rotating open, despite the lower inertia lock differential friction insert 20 being configured with a high relative torque, the detent prevents further rotation of the insert 18, so that the higher relative torque in the opening direction of the insert 20 must be overcome to further open the top panel 12, as shown in Figure 3d.

[0018] Similarly, as the top panel 12 is further rotated in the opening direction O shown in Figure 3e, the center link 16 rotates relative to the bottom panel 14 about the insert 20 until the fully open position is reached. As previously mentioned, the detents prevent further rotation of the insert 18 such that the high relative torque in the opening direction of the insert 20 must be overcome to further open the top panel 12 as shown in Figure 3e. Furthermore, once the fully open position of the dual-axis inertia lock friction system 10 is reached, more detents also prevent further relative rotation of the top panel 12 and the center link 16 about the insert 20.

[0019] 3f shows the upper panel 12 rotating back from the fully open position in the closing direction C. Because the upper inertia lock differential friction insert 18 is configured with a high relative torque when the upper panel rotates to close, and the lower inertia lock differential friction insert 20 is configured with a low relative torque when the upper panel 12 rotates to close, the center link 16 and lower panel 14 rotate relatively in the closing direction C around the insert 20.

[0020] In one embodiment, the upper and lower inertia lock differential friction inserts 18 and 20 each use the same nominal high direction torque for the closing direction C insert 18 and the opening direction O insert 20, and the same nominal low torque for the closing direction C insert 20 and the opening direction O insert 18. This differential torque for each of the inserts 18 and 20 has several advantages.

[0021] Using the same nominal differential torque for each of the inserts 18 and 20 allows for the use of common parts to save on manufacturing costs. The inserts 18 and 20 can be made from the same parts, but are attached differently to the upper and lower panels 12, 14, and center link 16 to provide the opposing torque profiles described above, as explained in more detail below.

[0022] The friction torque within each insert 18 and 20 also holds the top panel 12 closed relative to the bottom panel 14. In this way, the dual-axis inertia locking friction system 10 eliminates the need for a separate latch to hold the top panel 12 in the closed position, eliminating the rattle and bounce problems associated with free-spinning axles due to vehicle vibrations. A user can open the top panel 12 by simply applying a force greater than the friction torque within the insert 18. Operation is simple with one hand, and the friction at the hinge allows for efficient, space-saving packaging.

[0023] Further, referring to FIG. 3c, the high torque direction of each insert 18 and 20 occurs when the top panel 12 rotates from the illustrated vertical position to a horizontal position (either open or closed). This is useful for providing additional torque to hold the moving top panel 12 against the effects of gravity. When moving from horizontal to vertical (open or closed), the differential torque inserts 18 and 20 rotate in a low torque direction, providing a favorable user experience. Instead of having to lift the weight of the top panel 12 plus the full torque of the insert 18, the user only needs to lift the weight of the top panel 12 plus a partial torque of the insert 18. This means less hand strength is required, with the benefit of full functionality during partial cycles. The opposing differential torque of the inserts 18 and 20 also allows the user to switch directions during operation and still enjoy the user experience benefits described. It should be recognized that these same benefits can be achieved with differential torque inserts in biaxial applications that do not include an inertial locking feature, if the system does not require a locking feature.

[0024] The use of differential torque on each of the inserts 18 and 20 also eliminates cycling issues and maintains predictable relative motion between each of the top and bottom panels 12, 14 and the center link 16. Predictability and consistency of the movement and orientation of the top and bottom panels 12, 14 and the center link 16 is important in the dual axis inertia locking friction system 10 for proper operation of the inertia locking mechanism, as explained further below.

[0025] In one embodiment, the upper and lower inertial locking differential friction inserts 18 and 20 fully close and lock the upper panel 12 in place in situations where the inertial forces within the inserts 18 and 20 are exceeded, such as when a vehicle equipped with the dual-axis inertial locking friction system 10 experiences an external dynamic force, such as an impact, that would normally cause the panel to rotate open. This ensures that the upper panel 12 does not significantly rotate away from the lower panel 14 during an impact or collision.

[0026] In one embodiment, when the dual axis inertial lock friction system 10 is oriented and positioned as shown in FIGS. 1 and 2, the force of gravity F G is an arrow F G In this orientation, the force of gravity F acts on the upper and lower inertia lock differential friction inserts 18 and 20. G maintains the inserts 18 and 20 in an unlocked state. In this manner, a user can open or close the upper panel 12 relative to the lower panel 14 by overcoming the friction torque or force of the inserts 18 and 20. However, when the dual-axis inertial locking friction system 10 is subjected to dynamic or impact forces, the force of gravity F G The inertial force caused by the impact with a component in the same direction as gravity F G , and the upper and lower inertia lock differential friction inserts 18 and 20 are locked. In this way, the upper panel 12 does not open or move relative to the lower panel 14 even when a force is applied in the opening direction O.

[0027] 4a-4b show further details of upper and lower inertial lock differential friction inserts 18 and 20 according to one embodiment. Because the same part can function as both inserts 18 and 20, the illustrated example is insert 20. In one embodiment, lower inertial lock differential friction insert 20 includes shaft housing 30, shaft housing opening 33, shaft 34, shaft recess 54, friction housing 40, friction housing opening 43, friction element 44, bushing 46, restraint 50, and friction recess 52 (not visible in FIGS. 4a-4b but shown in FIGS. 3a-3f).

[0028] In one embodiment, when the inertia lock differential friction insert 20 is assembled, the shaft housing 30 is secured to the lower panel 14 and the friction housing 40 is secured to the center link 16. Thus, relative rotation of the lower panel 14 and the center link 16 causes relative rotation of the shaft housing 30 and the friction housing 40. The shaft 34 is rigidly mounted within the shaft housing opening 33. In one embodiment, the shaft 34 has a textured end that is pressed into the shaft housing opening 33 to secure the two together. The shaft 34 is configured to rotate about its axis X, and the shaft 34 and the shaft housing 32 rotate together by being secured to one another. The axis X is also the axis of the insert 20.

[0029] In one embodiment, friction element 44 is positioned in an interference fit on shaft 34 and is also housed within friction housing 40. In one embodiment, grease is disposed between friction element 44 and shaft 34. In one embodiment, friction housing 40 has a friction housing opening 43 for housing friction element 44.

[0030] In one embodiment, the friction elements 44 are clip-shaped with tips 45 that fit into slots in the housing opening 43 to prevent relative rotation of the friction elements 44 with the friction housing 40. Thus, when the shaft housing 30 rotates relative to the friction housing 40, the shaft 34 rotates within the friction elements 44. Due to the interference fit between the friction elements 44 of the shaft 34, their relative rotation generates a friction torque within the inertia lock differential friction insert 20. The amount of friction torque within the inertia lock differential friction insert 20 can be easily increased or decreased by adding or removing the number of friction elements 44.

[0031] In one embodiment, one of the clip tips 45 is secured within a slot in the housing opening 43 (shown in FIG. 4a), and a differential torque is generated within the inertia lock differential friction insert 20, with rotation in one direction generating a fraction of the torque generated by rotation in the other direction. As shown in FIG. 4a, counterclockwise rotation of the shaft 34 within the friction element 44 generates a high torque T H and clockwise rotation of the shaft 34 within the friction element 44 generates a low torque T L and is also referred to as a differential torque. Other configurations for generating this or similar differential torques are possible, including the use of formed sheet metal bands, unidirectional paired symmetrical torque, and other friction torque technologies to provide the same or similar function, i.e., high torque with rotation in one direction and low torque with rotation in the opposite direction.

[0032] As noted above, inserts 18 and 20 can be made from the same components, but their torque profiles are oriented differently due to differences in their relative motion with respect to top panel 12, bottom panel 14, and center link 16. Specifically, friction clip 44 and friction housing 40 of inertia lock differential friction inserts 18 and 20 are fixed relative to center link 16. During the initial 90° opening of top panel 12, friction clip 44 and friction housing 40 of insert 18 remain stationary, while shaft housing 30 and shaft 34 of insert 18 rotate. As top panel 12 opens from 90° to 180° as shown, shaft housing 30 and shaft 34 of insert 20 remain stationary, while friction clip 44 and friction housing 40 of insert 20 rotate. Thus, in one embodiment, the same insert components as shown in Figures 4a-4b are used for both the upper and lower inertia lock differential friction inserts 18, 20, still providing opposite differential torque and ensuring proper sequencing of the upper and lower panels 12, 14 and center link 16.

[0033] In operation, the friction clip 44 and friction housing 40 of the upper inertia lock differential friction insert 18 are fixed relative to the center link 16, so that, as the upper panel 12 rotates in the opening direction O, the shaft housing 30 and shaft 34 rotate on the friction clip 44, as shown in FIG. 3b. The shaft housing 30 and shaft 34 of the lower inertia lock differential friction insert 20 are fixed relative to the lower panel 14, so that, as the upper panel 12 rotates in the opening direction O, the friction housing 40 and friction element 44 rotate on the fixed shaft 34, as shown in FIG. 3d. The identical components of the upper and lower inertia lock differential friction inserts 18 and 20 mounted in this manner provide the sequence described and illustrated in FIGS. 3a through 3e. Again, these same benefits may be realized with differential torque inserts for biaxial applications that do not include an inertia locking feature.

[0034] In one embodiment, the relative orientation of the shaft housing 30 and the friction housing 40 is such that the friction housing recess 52 and the shaft housing recess 54 are aligned, as shown, for example, for the inertia lock differential friction insert 20 in Figure 3c. In one embodiment, the restraint 50 is fully positioned within the shaft receiving recess 54, as shown in Figure 3c. In this position, the inertia lock differential friction insert 20 is in an unlocked state, and the shaft housing 30 and the friction housing 40, and therefore the center link 16, can be rotated relative to the bottom panel 14 by applying a force in the opening direction O that is greater than the friction torque of the inertia lock differential friction insert 20.

[0035] 3d next shows how shaft housing 30 rotates relative to friction housing 40 when arresting portion 50 remains fully within shaft housing recess 54. During this rotation of shaft housing 30, arresting portion 50 is held within shaft housing recess 54 by the outer diameter of friction housing 42. Therefore, accelerations and decelerations that occur during this orientation do not cause arresting portion 50 to move into friction housing recess 52. Only when friction housing recess 52 and shaft housing recess 54 are aligned will arresting portion 50 move due to gravity and / or impact forces that cause engagement.

[0036] In one embodiment, application of an external impact or dynamic force to the inertia lock differential friction insert 20 causes the inertia lock differential friction insert 20 to transition from an unlocked state to a locked state. For example, as shown in FIG. 5, the inertia lock differential friction insert 20 is subjected to an impact force F I , which, due to its inertial force, causes the arresting portion 50 to move partially out of the shaft housing recess 54 and at least partially into the friction housing recess 52. When this occurs, the shaft housing 30 and the friction housing 40 are prevented from significant relative rotation by the arresting portion 50. When the arresting portion 50 is partially oriented within the shaft housing recess 54 and partially oriented within the friction housing recess 52, the inertia locking differential friction insert 20 is in a locked state. When the inertia locking differential friction insert 20 is attached to a console as in the illustrated embodiment, the upper panel 12 is locked in a closed position relative to the lower panel 14. Other arrangements of automotive interior panels are possible with the inertia locking inserts, and the upper and lower panels 12, 14 can also be arranged to be locked in the open position as shown.

[0037] In one embodiment, when the inertia lock differential friction insert 20 is installed in the dual-axis inertia lock friction system 10, the inertia lock differential friction insert 20 is G The hinge system is oriented such that gravity F acts downward to retain the restraint 50 within the shaft housing recess 54 (as shown in Figures 3a and 3c).G Dynamic or impulsive force F in the same direction as I Upon impact, the inertia of the blocker 50 will cause the blocker 50 to tend to remain in position relative to the body and frame of the vehicle, causing the remainder of the inertia lock differential friction insert 20 to move downward with the impact. In applications where the dual-axis inertia lock friction system 10 is mounted on a vehicle, the shaft housing 30, friction housing 40, upper panel 12, and lower panel 14 are all connected to the vehicle and will bear the impact force F on the vehicle. I However, because the restraint 50 is not fixed and is free to move within the shaft housing recess 54 and the friction housing recess 52, its inertia will cause it to move upward (relative to the direction shown in FIG. 5).

[0038] In one embodiment, the dynamic or impact force F I dissipates, the force of gravity F G urges the arresting member 50 radially away from the shaft axis X and back into the shaft housing recess 54 (as shown in FIG. 3a), causing the inertia locking differential friction insert 20 to again enter an unlocked state, allowing the top panel 12, bottom panel 14, and center link 16 to all move relative to one another. In one embodiment, the impact force F required to move the arresting member 50 from the shaft receiving recess 54 to the locked position is I The amount of gravity F that holds the restraint 50 in place G is about twice as large as gravity F G is applied in the same direction.

[0039] 3-5, the restraint 50 is configured as a block shape. The corresponding shapes of the friction housing recess 52 and the shaft housing recess 54 are configured to correspond to the shape of the restraint 50. Other configurations for the restraint 50 are possible. Other configurations and options for the inertia lock are described in U.S. Application No. 18 / 036,082, which is incorporated herein by reference.

[0040] Using this combination of features simplifies assembly of the top panel 12 by combining both friction and inertia locking functions into one set, eliminating extra parts, latch integration, space requirements, and ergonomic issues. The combination of friction also allows for slower rotation of moving parts and longer inertia locking times. This inertia locking friction hinge system has the challenge of handling high stresses because it directs the lid's energy to the pivot point. However, the hinge and lid construction allows for this without significant weight increase.

[0041] In one embodiment, the upper and lower inertia lock differential friction inserts 18 and 20 are installed with the restraint 50 aligned with gravity. Figure 6 shows the upper and lower inertia lock differential friction inserts 18 and 20 installed at angles 18A and 20A between horizontal H and vertical V, allowing for crash testing in both the vertical V and horizontal H directions. When assembled in this manner, gravity acting on the inserts ensures that the restraint 50 remains only within the shaft housing recess 54, and the inertia lock differential friction inserts 18 and 20 remain unlocked.

[0042] Depending on the application and requirements, the upper and lower inertia lock differential friction inserts 18 and 20 can be oriented to meet the most critical impact requirements. Installing the upper and lower inertia lock differential friction inserts 18, 20 at angles 18A, 20A between horizontal H and vertical V can also improve BSR (whining, squealing, and rattle) performance by reducing the tendency of the restraint 50 to tilt back and forth within the friction housing recess 52 and shaft housing recess 54.

[0043] As previously discussed, the relative movement due to differential friction between the upper and lower panels 12, 14 and the center link 16 is key to the proper orientation and operation of the inertia locking function of the upper and lower inertia locking differential friction inserts 18, 20. If the relative movement between the upper and lower panels 12, 14 and the center link 16 is not controlled as previously discussed, the inertia locking differential friction inserts 18 and 20 will subject the dual axis inertia locking friction system 10 to an impact force F. I It is possible to transition to a locked state without a

[0044] For example, in the embodiment shown in FIG. 3a, if an inertia-locking, high-torque symmetric friction insert 18', which has high torque in both directions of rotation, were used in place of the upper inertia-locking differential friction insert 18, and an inertia-locking, low-torque symmetric friction insert 20', which has low torque in both directions of rotation, were used in place of the lower inertia-locking differential friction insert 20, the inserts would lock and be unable to open. Because of its relatively low torque, the lower inertia-locking, low-torque symmetric friction insert 20' would rotate first, and once it was moved to 90°, the catch 50 in the upper inertia-locking, high-torque symmetric friction insert 18' would drop into an engaged position, meaning that the top panel 14 could not be opened beyond 90°. This is shown in FIG. 7. The upper inertia-locking, high-torque symmetric friction insert 18' would unlock when the top panel 14 was returned to the closed position, but would relock whenever the top panel 14 was attempted to open.

[0045] To simply solve this trapping problem, the relative torques of inserts 18' and 20' in FIG. 7 can be reversed, with insert 18' being the low torque and insert 20' being the high torque. With this arrangement, system 10 functions as intended under normal conditions. Top panel 12 opens and closes normally if it is rotated consistently from 0° to 180°. However, when top panel 12 is rotated from the open position to the closed position, top insert 18', being the low-torque insert, rotates first until it reaches its 90° stop. At this position, restraint 50 within top insert 18' moves into locking engagement, preventing rotation of top panel 12 relative to center link 16. This is also the configuration shown in FIG. 7. Once top panel 12 has completed its rotation and returned to the closed position, top insert restraint 50 returns to its disengaged position due to gravity. However, if a user decides to reopen the work surface while closing the top panel 12 between the intermediate position where the restraints 50 drop into engagement and the position where the restraints 50 of the top insert 18' drop into engagement due to gravity, they can only return the lid to 90 degrees and cannot fully open the system. Instead, they must return the work surface lid to a closed or nearly closed position in order to fully open the work surface lid. This is not a desired user experience, and while symmetrical friction is an obvious solution, the inertia locking feature on the hinges does not provide an acceptable user experience under all conditions.

[0046] Therefore, the specific order of rotation of the panels 18, 20 and link 16 provided by the upper and lower inertia lock differential friction inserts 18, 20 described above in connection with Figures 3a through 3f is critical to the proper operation of the dual axis inertia lock friction system 10. Without this, the inertia lock system will not open or close properly, limiting opening and closing altogether and thereby limiting the user experience.

[0047] As mentioned above, to further control the relative movement between the upper and lower panels 18, 20 and the center link 16, detents limit the relative rotation of each panel 18, 20 with respect to the center link 16 to a maximum of 90°. Figures 8-9 are cross-sectional views through the center of a dual-axis inertia lock friction system 10 including a detent 60 according to one embodiment. In one embodiment, the edges of the upper and lower panels 18, 20 immediately adjacent the center link 16 are at least partially recessed with flat detents 60 located on the upper and lower edges (as depicted in Figure 8). Thus, neither the upper nor lower panels 18, 20 can rotate any further once the detents 60 strike either the relatively flat side or top surface of the center link 16.

[0048] 8, a detent 60 on the lower edge of the top panel 12 abuts against the left side of the center link 16, preventing the top panel 12 from rotating downward beyond what is depicted in the figure. Also, a detent 60 on the lower edge of the bottom panel 14 abuts against the right side of the center link 16, preventing the center link 16 from rotating downward beyond what is depicted in the figure relative to the bottom panel 14. The detents 60 ensure that this 180° open position is the maximum rotation position possible for the dual-axis inertia lock friction system 10.

[0049] Similarly, in Figure 9, a detent 60 on the lower edge of the top panel 12 (as depicted in Figure 9) abuts against the upper side of the center link 16, preventing the top panel 12 from rotating downward beyond that depicted in Figure 9. Also, a detent 60 on the top edge of the bottom panel 14 abuts against the right side of the center link 16, preventing the center link 16 from rotating higher relative to the bottom panel 14 than that depicted in the figure. As is known in the art, many different types and positions of detents can be placed within the system 10 to provide the above-described function of limiting the range of relative rotation to 90 degrees.

[0050] In one embodiment, only one inertia lock differential friction insert is required for each axis of rotation. Figure 10 shows an embodiment of a dual-axis inertia lock friction system 10 having one inertia lock differential friction insert for each axis of rotation. An upper inertia lock differential friction insert 18 rotatably couples the upper panel 12 to the center link 16, and a lower inertia lock differential friction insert 20 rotatably couples the center link 16 to the lower panel 14. In one embodiment, opposite the inserts 18, 20 in each panel are pins 65, 67 that pivot along the insert axis X.

[0051] In one embodiment, the functionality of the inertia lock differential friction inserts 18, 20 can be split between either side of the panels 12, 14. In one embodiment, the differential torque components can be located on one side and the inertia lock components on the other side. In one embodiment, the differential torque components are configured as shown in FIG. 4b without the restraint 50. In one embodiment, the inertia lock components are configured as shown in FIG. 4b without the friction element 44.

[0052] Some applications require a small package size and reduced stress on the work surface components mated with the inertia locking inserts. Therefore, in one embodiment, two inertia locking differential friction inserts may be located on each rotational axis. FIG. 11 shows an embodiment of a dual-axis inertia locking system 110 having two such inertia locking differential friction inserts, one for each rotational axis. Upper inertia locking differential friction inserts 118 and 122, respectively, rotatably couple the upper panel 12 to the center link 16, and lower inertia locking differential friction inserts 120 and 124, respectively, rotatably couple the center link 16 to the lower panel 14. This allows for smaller package size by dividing the locking torque and friction torque for each axis between two inserts rather than one. In one embodiment, the upper inertia locking differential friction inserts 118 and 122 and the lower inertia locking differential friction inserts 120 and 124 are each mirror images of the differential inserts. There is one pair of inserts for each axis, and the same inserts can be used on each side of the assembly.

[0053] As noted above, the inertia locking function and the differential friction function can be split into either side of the dual-axis inertia locking system 110. Thus, in one embodiment, the upper and lower inertia locking differential friction inserts 118 and 120 have the components shown in FIG. 4b except for the restraint 50, and the upper and lower inertia locking differential friction inserts 122 and 124 have the components shown in FIG. 4b except for the friction element 44.

[0054] While specific embodiments have been illustrated and described herein, those skilled in the art will recognize that various alternative and / or equivalent embodiments may be substituted for the specific embodiments illustrated and described without departing from the scope of the invention. This application is intended to cover any modifications or variations of the specific embodiments discussed herein. Accordingly, it is intended that the invention be limited only by the claims and equivalents thereof.

Claims

1. The top panel and Center link and The bottom panel and an upper inertia lock friction insert rotatably coupling the upper panel and the center link; a lower inertia-lock friction insert rotatably coupling the lower panel and the center link; the first inertia lock friction insert includes: a first shaft housing coupled to a first shaft and having a first housing recess; a first friction element at least partially constrained by the first friction housing having the first friction housing recess and coupled to the first shaft with an interference fit; and a first constraining portion completely received in one of the first friction housing recess and the first shaft housing recess; the second inertia lock friction insert includes: a second shaft housing coupled to a second shaft and having a second housing recess; a second friction element at least partially constrained by the second friction housing having the second friction housing recess and coupled to the second shaft with an interference fit; and a second constraining portion completely received in one of the second friction housing recess and the second shaft housing recess; the upper inertia lock insert has a lower relative torque when the upper panel rotates relative to the center link in an opening direction than when the upper panel rotates relative to the center link in a closing direction; The biaxial automotive interior panel system, wherein the lower inertia lock insert has a higher relative torque when the center link rotates relative to the lower panel in an opening direction than when the center link rotates in a closing direction.

2. 10. The automotive interior panel system of claim 1, wherein a common insert component is used for both the first inertia lock insert and the second inertia lock insert.

3. 10. The automotive interior panel system of claim 9, wherein the upper inertia lock insert and the lower inertia lock insert control relative rotation of the upper panel and the center link such that, in the absence of an externally applied force, the restraint portion of each of the upper inertia lock insert and the lower inertia lock insert prevents the restraint portion from simultaneously engaging the friction housing recess and the shaft housing recess.

4. 10. The automotive interior panel system of claim 9, wherein the upper and lower inertia lock inserts control rotation of the upper and lower panels and the center link such that, when the upper and lower panels are substantially parallel in a closed position, the friction housing recess and the shaft housing recess for each of the upper and lower inertia lock inserts are aligned.

5. a first detent configured between the top panel and the center link, the first detent limiting relative rotation between the top panel and the center link to 90° with respect to the upper inertia lock insert; 10. The automotive interior panel system of claim 9, further comprising: a second detent configured between the center link and the lower panel, the second detent limiting relative rotation between the center link and the lower panel to 90 degrees with respect to the lower inertia lock insert.

6. 10. The automotive interior panel system of claim 1, configured to have a closed position in which the upper panel is rotated relative to the lower panel and an open position in which the upper panel is rotated 180 degrees relative to the lower panel.

7. 10. The automotive interior panel system of claim 9, wherein the inertia locking friction hinge is configured to be in an unlocked state when gravity acts on the inertia locking friction hinge, and to be in a locked state when an external impact force acts on the inertia locking friction hinge when in a closed position.

8. The top panel and Center link and The bottom panel and an upper friction torque insert rotatably coupling the upper panel and the center link; a lower friction torque insert rotatably coupling the lower panel and the center link; the upper friction torque insert provides a differential torque such that rotation of the upper panel relative to the center link provides a high torque in a first direction and a low torque that is a fraction of the high torque in a second direction opposite the first direction; the lower friction torque insert provides a differential torque such that rotation of the center link relative to the lower panel provides a high torque in the first direction and a low torque that is a fraction of the high torque in the second direction; A biaxial automotive interior panel system in which a common insert component is used for both the first and second friction torque inserts.

9. Each of the upper friction torque insert and the lower friction torque insert further comprises: a shaft housing coupled to the shaft; 10. The automotive interior panel system of claim 9, further comprising: a friction element at least partially constrained by a friction housing and coupled to said shaft with an interference fit.

10. Each of the upper friction torque insert and the lower friction torque insert further comprises: the shaft housing having a shaft housing recess; the friction housing having a friction housing recess; 10. The automotive interior panel system of claim 9, further comprising a restraint portion completely received within one of said friction housing recess and said shaft housing recess.

11. 10. The automotive interior panel system of claim 9, wherein the upper friction torque insert and the lower friction torque insert control relative rotation between the upper panel, the lower panel, and the center link such that, in the absence of an externally applied force, the restraint prevents the friction housing recess and the shaft housing recess from simultaneously engaging for each of the upper friction torque insert and the lower friction torque insert.

12. 10. The automotive interior panel system of claim 9, wherein the upper and lower friction torque inserts control rotation of the upper and lower panels and the center link such that, when the upper and lower panels are substantially parallel in a closed position, the friction housing recess and the shaft housing recess for each of the upper and lower friction torque inserts are aligned.

13. a first detent configured between the top panel and the center link, the first detent limiting relative rotation between the top panel and the center link to 90° with respect to the upper inertia lock insert; 10. The automotive interior panel system of claim 9, further comprising: a second detent configured between the center link and the lower panel, the second detent limiting relative rotation between the center link and the lower panel to 90 degrees with respect to the lower inertia lock insert.

14. 10. The automotive interior panel system of claim 1, configured to have a closed position in which the upper panel is rotated relative to the lower panel and an open position in which the upper panel is rotated 180 degrees relative to the lower panel.

15. 10. The automotive interior panel system of claim 9, wherein when the upper panel is rotated from the closed position to an open position of 90 degrees, only the upper panel and the center link rotate relative to each other, and the lower panel and the center link do not rotate relative to each other.

16. 10. The automotive interior panel system of claim 9, wherein when the upper panel is rotated from 90 degrees to the open position, only the center link and the lower panel rotate relative to each other, and the upper panel and the center link do not rotate relative to each other.

17. 10. The automotive interior panel system of claim 9, wherein the inertia locking friction hinge is configured to be in an unlocked state when gravity acts on the inertia locking friction hinge, and to be in a locked state when an external impact force acts on the inertia locking friction hinge when in the closed position.

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