CN117988634A - Door latch - Google Patents

Abstract

A vehicle latch, comprising: there is only a single motor that performs the release/back drive function of the vehicle latch, as well as the power lock/unlock function of the vehicle latch, and a mechanical lock/unlock feature for locking and unlocking the latch in the event of a power outage of the vehicle latch.

Description

Door latch

Cross Reference to Related Applications

The present application claims the advantages of U.S. provisional patent application Ser. No. 63/422,239, filed on 3/11 at 2022, the contents of which are hereby incorporated by reference.

Background

Exemplary embodiments of the present disclosure relate to door latch technology.

The vehicle latch includes a plurality of cooperating components to provide for operation of the vehicle latch.

The automotive industry is increasingly competing and more complex. Thus, closed systems need to be challenged and have the ability to improve their functionality by providing deeper functionality to increase their reliability and overall quality.

Reducing the number of latch assemblies and using them or using them for multiple functions is a difficult task.

Closed systems require end users to trust that their doors will only open and close when desired, ensuring their safety on the road and when the vehicle is parked.

It is therefore desirable to provide an improved vehicle latch wherein the latch can be operated as desired while reducing the number of components required for operation of the latch.

Disclosure of Invention

The proposed concept allows the latch to perform both the power release/back drive function and the power lock/unlock function using the same motor, and furthermore, it also includes the availability to perform mechanical lock/unlock when power is off. The single motor eliminates the need to include a second motor, which would affect the packaging of the latch, so it can continue to be compatible with many vehicles. It also highly affects the cost of the final product making it competitive.

The proposed concept accomplishes the basic function while providing a better quality experience through electrical performance, which allows functions such as power release, clasping and locking/unlocking, ensuring pleasant interaction between the latch and the end user.

Disclosed is a vehicle latch, comprising: there is only a single motor that performs the release/back drive function of the vehicle latch, as well as the power lock/unlock function of the vehicle latch, and a mechanical lock/unlock feature for locking and unlocking the latch in the event of a power outage of the vehicle latch.

Also disclosed is a vehicle latch comprising: a drive assembly; a motor operatively coupled to the drive assembly by a worm fixed to a shaft of the motor, wherein the drive assembly performs one of a locking function and a power release of the vehicle latch by rotation of the worm.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the drive assembly includes a power release gear, a reset lever fixed to one side of the power release gear, and a gear lock lever located on an opposite side of the power release gear, the gear lock lever being independently movable relative to the power release gear and the reset lever.

In addition to one or more features described above, or as an alternative to any of the above embodiments, a surface of the power release gear has a cam feature that engages a bumper of the gear lock lever when the drive assembly of the vehicle latch is in a locked position and the gear lock lever is in an initial position.

In addition to one or more features described above, or as an alternative to any of the above embodiments, the gear lock lever has an upper lobe member that is operably coupled to a switch link that is movably mounted to an actuator housing of the vehicle latch.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the upper lug member is received in an opening of the switch link.

In addition to one or more features described above, or as an alternative to any of the above embodiments, the gear locking lever has a lower portion with a "U" shaped receiving area operably coupled to a lug of a locking connecting rod movably mounted to a housing portion of the vehicle latch.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the actuator housing and the housing portion of the vehicle latch are separate components that are secured to one another.

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

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

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

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the external release lever is operably coupled to the handle by a cable.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the locking bar is located in a back plate and the locking bar has two guide features that slide through two slots in the back plate.

In addition to one or more features described above, or as an alternative to any of the above embodiments, the cam feature of the power release gear contacts the bumper of the gear lock lever when the power release gear is in a first position, the bumper holding the gear lock lever in the initial position corresponding to the locked position of the drive assembly of the vehicle latch.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, when the power release gear rotates and the cam feature no longer contacts the bumper of the gear lock lever, the gear lock lever is spring biased to an unlocked position by a lock link spring that provides a biasing force to a lock link movably mounted to a housing portion of the vehicle latch.

In addition to one or more features described above, or as an alternative to any of the above embodiments, a switch link spring provides a biasing force to a switch link such that the lock link spring and the switch link spring will cause the gear lock lever to rotate when the power release gear rotates and the cam feature no longer contacts the bumper of the gear lock lever.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the reset lever has a cam feature configured to engage a complementary cam feature of the power release gear such that the reset lever may be secured to the power release gear.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the cam feature of the reset lever has a crush rib to allow the reset lever to be interference fit or snap fit into the power release gear.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the reset lever cam has another cam feature provided on an opposite side of the reset lever relative to the cam feature, the another cam feature defining a recessed area that receives the raised portion of the spring.

In addition to one or more of the features described above, or as an alternative to any of the above embodiments, the raised portion engages the recessed region when the reset lever is rotated to the unlocked position.

Brief description of the drawings

The following description should not be taken as limiting in any way. Referring to the drawings, like elements are numbered alike:

FIG. 1 illustrates a portion of a vehicle latch having a gear lock lever in an initial position according to the present disclosure;

FIG. 1A illustrates a portion of a vehicle latch with a gear lock lever removed in accordance with the present disclosure;

FIG. 2 illustrates a perspective view of a gear lock lever, a power release gear, and a reset lever of the vehicle latch of the present disclosure;

FIG. 2A shows a partial cross-sectional view of a gear locking lever;

FIG. 2B shows a perspective view of the power release gear;

FIG. 2C shows a perspective view of the reset lever;

FIG. 2D shows an exploded view of the reset lever and power release gear;

FIG. 2D' shows a cross-sectional view of the reset lever and power release gear;

FIG. 2E illustrates a rear perspective view of the gear locking lever of the present disclosure;

FIG. 2F is a perspective view showing the interaction of an overmolded bumper of a gear locking lever with a power release gear in accordance with the present invention

FIG. 3 shows a perspective view of a gear locking lever, locking link and power release gear of the latch of the present disclosure;

FIG. 4 is a perspective view of a portion of a vehicle latch according to the present disclosure;

FIG. 5 is a perspective view of a vehicle latch in a locked position according to the present disclosure;

FIG. 6 is a perspective view of a vehicle latch in an unlocked position according to the present disclosure;

FIG. 7 is a perspective view of components of a vehicle latch according to the present disclosure;

FIG. 8 is a perspective view of a gear lock lever in a locked position according to the present disclosure;

FIG. 9 is a perspective view of a gear lock lever in an unlocked position according to the present disclosure;

FIG. 10 is a perspective view of components of a vehicle latch according to the present disclosure;

FIG. 11 is a perspective view of components of a vehicle latch according to the present disclosure;

FIG. 12A illustrates a release lever of the vehicle latch when the vehicle latch is in a locked state;

FIG. 12B illustrates the operation of the release lever of the vehicle latch when the vehicle latch is in the locked state;

FIG. 13A illustrates a release lever of the vehicle latch when the vehicle latch is in an unlocked state;

FIG. 13B illustrates the operation of the release lever of the vehicle latch when the vehicle latch is in the unlocked state;

FIG. 13C illustrates operation of the release lever of the vehicle latch when the vehicle latch is in an unlocked state;

FIG. 14 illustrates the operation of the release lever of the vehicle latch when the vehicle latch is in the unlocked state;

FIG. 15 illustrates a perspective view of a portion of a vehicle latch according to the present disclosure;

FIGS. 16 and 17 illustrate perspective views of portions of a vehicle latch illustrating movement of a reset lever in accordance with the present disclosure;

fig. 18 and 19 show perspective views of the movement of the reset lever;

FIG. 20 shows a perspective view of the reset lever;

FIG. 21 shows a perspective view of a portion of a vehicle latch;

FIG. 22 shows a perspective view of a portion of a vehicle latch;

FIG. 23 shows a perspective view of a portion of a vehicle latch;

FIG. 24 illustrates a perspective view of a vehicle latch according to the present disclosure; and

Fig. 25A-28 illustrate the movement of the emergency lock of the vehicle latch according to the present disclosure.

Detailed Description

A detailed description of one or more embodiments of the disclosed apparatus and method is provided herein by way of example and not by way of limitation with reference to the figures.

The single motor concept provides the ability to perform several electrical lock-up functions. The latch will be able to release power, back drive, lock and unlock by just one motor. In the present disclosure, a locking/unlocking function is newly introduced and works by enabling/disabling an external release lever rotated on a latch housing to allow a user to freely and safely ensure that a side door of a vehicle is closed or opened from the outside only when needed.

The initial position of the proposed mechanism is also called the locked state. In this state, the power release gear is in a fully rearward driving direction and contacts an overmolded bumper (as used herein and throughout this application, a bumper may refer to an elastomeric material capable of deflecting and absorbing shock, one non-limiting material of the bumper being rubber or rubbery polymer or its equivalent) on the gear lock bar. Ensuring that the latter maintains its position without any movement (also due to dynamic braking in the power release motor). The gear lock lever rotating on the power release gear will have a u-shaped feature at its bottom that will allow for a connection between the gear lock lever and the lock link. Thus, the locking link will also have a corresponding geometry to allow interaction between the gear locking lever and the locking link, which will cause the locking link to move whenever the gear locking lever moves to the unlocking or locking direction. The lock link will have a spring mounted to the latch housing and located on the back plate to urge the mechanism into the unlocking orientation when the power release gear is moved into the power release or unlocking orientation. The locking link will be located on the back plate and will have 2 guide features that slide through 2 slots on the back plate to ensure stability of the lever as it travels to the locked or unlocked positions. When the gear lock is moved to the unlocked position, the damper mounted on the cover will dampen and stop with its 35 degree of rotation. Within the geometry of the locking link, there is a "impatient passenger" spring; this spring will always apply torque to the bypass lever in case of an impatient passenger situation; this is the case when the vehicle user pulls the external release handle prior to the unlocking operation. When the external release lever is returned to its original position, the impatient passenger spring will allow the bypass lever to enter the unlocking direction, preventing any jamming condition in the release mechanism. The bypass lever will pivot and travel along the channel feature located at the lock link. The bypass lever will also have a tab feature that will follow the path of the pawl release lever. An external release lever pivoted in the latch housing will contact the lug, moving the pawl release lever, thereby moving the pawl lift and pawl, releasing the pawl to open the latch. Each time a single motor latch is in a locked state, the lug feature in the bypass lever will move to disable the possibility of releasing the latch through the external release lever.

Furthermore, the switch connecting rod will be coupled to the gear locking rod such that each time the gear locking rod is rotated to the unlocking direction, the switch connecting rod will travel along a channel in the electronics carrier (electronic component carrier, ECC) to activate the locking switch. The switch will act as a redundant switch (redundant to the gear lock switch) to ensure that lock/unlock activation is always detected in the event of any switch failure. Since the unlocked state occurs at about 35 degrees of rotation, the mechanism must be able to stop the gears at precise moments to avoid any excessive movement and reduce the risk of inadvertent release of the latch. To achieve a precise stop in the lock/unlock mechanism, the reset lever coupled to the gear will have a cam surface that will contact a switch, referred to as a gear lock switch. This switch will activate precisely at 35 degrees of rotation and will send a signal to the DCU of the vehicle to stop the motor and thus the worm and gear. In addition to switch activation, the reset lever is coupled to the gear, will integrate a "U" feature, will interact directly with the internal release lever spring; this "U" feature would be sandwiched between corresponding portions of the springs when the mechanism is about to reach 35 degrees of rotation. This feature in the reset lever will help ensure that the mechanism stops at the desired moment. In addition, the reset lever will be provided with a power release bumper to dampen sound and impact loads as the latch enters the power release or rear drive direction. Furthermore, instead of using pins to pivot the power release gear, a new half-tube pivot is introduced in order to better handle the stability of the power release mechanism and locking mechanism, as it contributes to a better stack between all the components, as well as the thrust load of the motor improves the deformations between these.

In the event of a vehicle power outage, the latch should be capable of locking or unlocking through a mechanical or manual mode. To make this possible, a key cylinder lever pivoted in the latch housing will be used to manually unlock the latch. The key cylinder lever will have a lug that will interact directly with the locking link so that each time the key cylinder lever is rotated to the unlocked position, the lug will push the locking link in this direction, thereby transmitting the bypass lever to enable manual release of the latch through the external handle. Since the locking link is directly connected to the gear lock, the gear lock will move to the unlocked state and then be directly connected to the power release gear due to the over-molded bumper located on the gear lock. As previously described, the reset lever is coupled to the power release gear and will move as the latter moves. After manual unlocking is performed by the key cylinder, the U-shaped feature on the reset lever is also trapped in its corresponding inside release lever spring, thereby ensuring the manual unlocking position.

Now, to lock the vehicle in the event of a power outage, the emergency locking lever rotating in the latch housing will have a key entry feature at its bottom (on the side of the frame) to ensure that the vehicle user can insert a key to manually lock the latch. When the user rotates the emergency locking lever into the locking position, the latter will switch the locking link into the locking position by means of a post interacting with the locking link. Thus, the bypass lever will also transition to the locked position, disabling the ability to manually release the latch through the external release lever. To ensure that the emergency locking bar maintains its position, an over-center spring mounted on the latch housing and assembled to the emergency locking bar will ensure that the locked or unlocked state is reached and maintained.

A side door latch is provided that can achieve electric locking/unlocking, power locking and power release of a vehicle. It also provides mechanical functions such as manual release, unlocking and emergency locking by internal and external, and key to prevent loss of power.

The electrical function ensures that the end user is provided with a comfortable experience enabling them to interact with the vehicle door in a luxurious manner. While the mechanical function ensures that the user still has a way to lock/unlock and open the side door.

The locking mechanism provided by the latch is operated by a remote locking actuator that is connected to the mechanism within the latch by a cable. The remote lock actuator contains a motor that will send a pulse to move the gear train. The gear drive is coupled to a pull rod that tightens the cable, thereby moving a locking lever within the latch such that the door moves from the secondary position to the primary closed position. The locking mechanism also includes means to overload the function if necessary. This is by the overload link pulling on the interaction between the overload clutch levers, which in turn moves the overload link, causing the catch link to bypass the pawl.

The electrical functions within the latch are operated by a single motor that allows for power release and locking/unlocking. There are some geometric modifications to accommodate this new and improved latch design. This is also the case with external release mechanisms and pawl release levers for all releases of the latch. The concept remains unchanged but the geometry is enhanced to improve the functionality of these components in the new design.

The power release mechanism is also changed to accommodate the new mechanism. One key element of this new latch is that it can perform the power release/back drive and lock/unlock functions by a single motor. This mechanism allows the end user to lock/unlock the door from external power, providing more security for the vehicle. The system consists of a gear locking lever that interacts with a locking link to enable/disable an external release lever.

In addition, the latch also includes the ability to mechanically lock/unlock the latch in the event of a loss of power. The locking of the latch is achieved by an emergency locking lever and an over-center spring for activating the outer lever. Mechanical unlocking of the latch is accomplished by a key cylinder lever assembled to the latch housing and directly interacting with the locking link. A bypass lever is mounted on the lock link and passes through a slot of the pawl release lever to activate the outer lever. In addition, the mechanism includes an impatient passenger spring so that the door does not open if the end user pulls the handle in the locked condition. But if the latched state is changed to the unlatched state during this interaction, the user is forced to release the handle and again pull the handle to open the door.

Referring now to the drawings, a vehicle latch 10 consistent with the present disclosure is shown. As described above, a single motor 12 is used to electrically perform several latching functions. The vehicle latch 10 will be able to release power, back drive, lock and unlock with only a single motor 12. In other words, the vehicle latch 10 will have only one or a single motor 12.

The single motor 12 is operatively coupled to the drive assembly 14 by a worm 16 fixed to the shaft of the single motor 12. The drive assembly 14 may also be referred to as a locking mechanism and a power release mechanism. The drive assembly includes a power release gear 18, a reset lever 20 fixed to one side of the power release gear 18, and a gear lock lever 22 located on the opposite side of the power release gear 18. The gear lock lever 22 is independently movable relative to the power release gear 18 and the reset lever. The surface of the power release gear 18 is configured with a cam feature 24, which cam feature 24 engages a bumper 26 of the gear lock lever 22 when the drive assembly 14 of the latch 10 is in the locked position and the gear lock lever 22 is in the initial position. This position is shown at least in figures 1,4 and 5.

Furthermore, the semi-tubular pivot 19 is used to turn the power release gear 18 instead of using pins, in order to better handle the stability of the power release mechanism and the locking mechanism, as it facilitates better stacking between all the components and improves the deformation between these components due to the thrust load 12 of the motor.

The gear lock lever 22 has an upper lobe member 28 operatively coupled to a switch link 30, which switch link 30 is movably or slidably mounted to an actuator housing 32 of the vehicle latch 10. The tab member 28 is received within an opening 29 of a switch link 30. The gear lock lever 22 also has a lower portion 34, the lower portion 34 having a "U" shaped receiving area 36, the "U" shaped receiving area 36 being operatively coupled to a lug 38 of a lock link lever 40 that is movably mounted to a housing portion 42 of the vehicle latch 10. In one embodiment, actuator housing 32 and housing portion 42 of vehicle door latch 10 are separate components that are secured to one another, or actuator housing 32 and housing portion 42 are integrally formed as a single unitary latch housing portion.

Movement of the locking connecting rod 40 from the first or locked position to the second or unlocked position will allow the vehicle latch 10 to be opened by an external release lever 44 pivotally or movably mounted to the housing portion 42. The external release lever 44 is operatively coupled to a handle 46 (shown schematically) located on the exterior of the vehicle to which the vehicle latch 10 is secured. The external release lever 44 is operatively coupled to the handle 46 by a cable 47 or any other equivalent means.

The locking connecting rod 40 will be located in the back plate 41 and have two guiding features 43 which slide through two slots 45 in the back plate 41 to ensure stability of the locking connecting rod when it is moved between the locked or unlocked positions.

When the power release gear 18 is in the first or initial position, the cam feature 24 of the power release gear 18 contacts the bumper 26 of the gear lock lever 22, which bumper 26 holds the gear lock lever in the first or initial position, which corresponds to the locked position of the vehicle latch 10. To transition the vehicle latch 10 to the unlocked position, the single motor 12 is energized and rotates the worm 16 and the power release gear 18 is rotated clockwise relative to at least the views shown in fig. 1, 2A, 4 and 5. This movement causes the cam function 24 to no longer contact the bumper 26 of the gear lock lever 22. The gear lock lever 22 is resiliently biased to the second or unlocked position by a lock link spring 48 secured to the vehicle latch. The lock link spring 48 provides a biasing force to the lock link lever 40. A switch link spring 50 secured to the vehicle latch provides a biasing force to the switch link 30. In one non-limiting embodiment, the switch link spring 50 is secured to a latch cover 58 of the vehicle latch. The lock link spring 48 and the switch link spring 50 will rotate the gear lock lever 22 in a clockwise direction from a first or initial position (locked position) to a second or unlocked position with respect to the views shown in at least fig. 1, 2A, 4, 5 and 8, see at least fig. 5, 6 and 9.

When the power release gear 18 rotates such that the cam feature 24 no longer contacts the bumper 26, the springs 48 and 50 cause movement of the switch link 30 and the lock link 40 because the gear lock link 22 is operatively coupled to the switch link 30 and the lock link 40, which will cause rotation of the gear lock link 22. For example, the upper lobe member 28 engages the switch link 30 and the lobe 38 of the lock link lever 40 is received in the receiving region 36 of the gear lock lever 22.

When the portion 52 of the gear lock lever 22 contacts the bumper 54, defining a second or unlocked position of the gear lock lever 22, the bumper 54 is secured to the inner surface 56 of the latch cover 58, and the latch cover 58 is configured to be secured to the actuator housing 32.

As previously described, reset lever 20 is fixed to the power release gear. The reset lever 20 has a cam feature 68, which cam feature 68 is configured to engage a complementary cam feature 70 of the power release gear 18 such that the reset lever 20 may be secured to the power release gear 18. Cam feature 68 of reset lever 20 has a crush rib 72 that allows the reset lever to be interference fit or snap fit onto power release gear 18.

Cam features 74 are provided on opposite sides of reset lever 20. Cam feature 74 is located on an opposite side of cam feature 68. The cam feature 74 defines a recessed area 76, the recessed area 76 receiving a raised portion 78 of a spring 80 secured to the vehicle latch. In one non-limiting embodiment, the spring 80 is fixed to the actuator housing 32. This raised portion 78 engages the recessed region 76 when the reset lever 20 is rotated to the unlocked position. See at least fig. 18 and 19.

Reset lever 20 has a recessed perimeter 84 that does not contact main switch 86 when reset lever 20 is in the locked position (see at least fig. 16), and an outer perimeter 88 of reset lever 20 contacts main switch 86 when reset lever 20 is in the unlocked position. The main switch 86 is operatively coupled to the controller 64. Actuation of the main switch 86 by the outer periphery 88 of the reset lever 20 will send a signal to the controller 64 that causes the single motor 12 to cease operation and indicate to the controller 64 that the vehicle latch 10 is in the unlocked state.

Movement of the gear lock lever 22 also causes movement of the switch link 30. The switch link 30 has a cam surface 60, which cam surface 60 drives a secondary switch 62 when the gear lock lever 22 is in the unlocked position. When the primary switch 86 fails, the secondary switch 62 acts as a backup switch for the primary switch 86. In one embodiment, switches 62 and 86 are secured to an electronic circuit carrier 90.

As mentioned above, during power unlocking, which occurs at about 35 degrees of rotation of the gear lock lever 22, the mechanism must be able to stop the power release gear 18 at a precise moment to avoid any over travel and mitigate the risk of accidental power release of the latch 10. To achieve a precise stop in the lock/unlock mechanism, the reset lever 20 coupled with the power release gear 18 will have a cam surface that will contact the switch 86, which switch 86 is referred to as a gear lock switch. This switch will activate precisely at 35 degrees of rotation and signal the door control unit (door control unit, DCU) of the vehicle to stop the motor 12 and stop the worm 16 and gear 18. In addition to switch activation, reset lever 20 is coupled to gear 18, which will integrate a "U" feature that will interact directly with internal release lever spring 80; when the mechanism is about to rotate up to 35 degrees, this "U" feature will be sandwiched between the corresponding portions of the springs. This feature in the reset lever will help ensure that the mechanism stops at the desired moment. In addition, the reset lever will be provided with a power release bumper 82 to dampen sound and shock loads as the latch enters the power release or rear drive direction.

The bumper 82 of the reset lever 20 is configured to contact features located on the inner surface of the actuator housing 32.

Since the locking connection rod 40 is operatively coupled to the gear locking lever 22 by the lugs 38 of the locking connection rod 40, rotational movement of the gear locking lever 22 causes linear movement of the locking connection rod 40 in the direction of arrow 92.

The bypass lever 94 is rotatably and slidably mounted to the locking connecting rod 40. The bypass lever 94 has a tab portion 96 that slides within an opening 98 of a pawl release lever 100 as the locking connecting rod slides in the direction of arrow 92. The pawl release lever 100 is rotatably mounted to the latch housing 42. The pawl release lever 100 is operatively coupled to a pawl lift 102, the pawl lift 102 being operatively coupled to a pawl 104. Pawl lift 102 and pawl 104 are rotatably mounted to a back plate 106 of vehicle latch 10. The pawl 104 moves from an engaged position (wherein the pawl 104 engages the pawl 108 of the latch 10) to another engaged position (wherein the pawl 104 no longer engages the pawl 108 of the latch 10), allowing the pawl 108 to rotate from the closed position to the open position.

In one embodiment, pawl 108 and pawl 104 are rotatably mounted on back plate 106, pawl 108 being spring biased to the open position by a spring, and pawl 104 being spring biased to the engaged position by a spring. When the pawl 104 is in the engaged position, a portion of the pawl 104 engages a portion of the pawl 108 to prevent the pawl 108 from rotating from the closed position to the open position. When the pawl 104 moves to the disengaged position, the portion of the pawl 104 no longer engages the portion of the pawl 108 and the pawl 108 is free to rotate from the closed position to the open position.

The bypass stem 94 also has a feature 109 that is movably received within an opening 110 of the locking connection stem 40. When the locking connecting rod 40 is moved to the unlocked state by the gear locking lever 22, the bypass lever 94 is moved by the locking connecting rod 40 such that the tab portion 96 moves within the opening, thereby bringing it into engagement with the tab portion 112 of the external release lever 44. This position is shown at least in fig. 11, 13A-14. Thus, when the external release lever 44 is activated, the vehicle latch 10 will open.

When the locking connecting rod 40 is moved to the locked state by the gear locking lever 22, the bypass lever 94 is moved by the locking connecting rod 40 such that the tab portion 96 moves within the opening, thereby bringing it into a position not engaged by the tab portion 112 of the outer release lever 44. This position is shown at least in fig. 10, 12A and 12B. Thus, when the external release lever 44 is activated, the vehicle latch 10 will not open.

During power release of the vehicle latch 10, the single motor 12 is actuated and the power release gear 18 is rotated until the cam feature 24 of the power release gear 18 contacts a power release lever 114 rotatably mounted on the actuator housing 32. The power release lever 114 is operatively coupled to the pawl release lever 100, the pawl release lever 100 being operatively coupled to the pawl lift 102, the pawl lift 102 being operatively coupled to the pawl 104. As described above, movement of the power release lever 114 will eventually move the pawl 104.

The vehicle latch 10 also includes a key cylinder lever 116. The key cylinder lever 116 is pivotally mounted to the latch housing portion 42. Further, the key cylinder stem 116 may be coupled to the key cylinder 118 by a stem 120 or any equivalent structure. The key cylinder lever 116 has a tab portion 122 received in a receiving area 124 of the locking connecting rod 40 such that when the key cylinder lever 116 is actuated from a first position (as shown in fig. 22) to a second position (as shown in fig. 23), the tab portion 122 contacts a wall of the receiving area 124, thereby causing movement of the locking connecting rod 40, which movement of the locking connecting rod 40 moves the locking connecting rod 40 from the locking position (as shown at least in fig. 22) to the second position (as shown at least in fig. 23). The second position again allows the external release lever 44 to open the vehicle latch 10, as described above. The key cylinder function is particularly useful when the vehicle with which the vehicle latch is associated has a loss of power and requires manual unlocking of the vehicle latch 10.

The vehicle latch 10 also includes an emergency locking feature. The emergency locking feature is accessible from outside the vehicle latch 10 and, when activated, transitions the vehicle latch 10 from the unlocked state to the locked state. The emergency locking feature is provided by an emergency locking bar 126. The emergency locking bar 126 has a post member 128 configured to contact a C-shaped or U-shaped receiving area 130 of the locking connecting bar 40. The C-shaped or U-shaped receiving area 130 of the locking bar 40 is located on an arm member 132 of the locking bar 40. The emergency locking bar 126 also has a feature 134, which feature 134 contacts a pair of complementary stop portions 136 of the housing portion 42 of the vehicle latch 10. An over-center spring 138 is also provided to maintain the emergency lock lever 126 of the emergency lock mechanism in the locked position. The over-center spring 126 provides a biasing force to maintain the emergency lock lever 126 of the emergency lock mechanism in a locked position corresponding to the locked state of the vehicle latch. As shown in fig. 25A-28, movement of the emergency locking lever 126 will contact the locking connecting rod 40 to transition the vehicle latch 10 from the unlocked position to the locked position. The emergency locking bar 126 has a feature 140 accessible from the exterior of the vehicle latch 10. In one non-limiting embodiment, the feature 140 may be a slot or opening configured to receive a portion of a tool such as a screwdriver or other equivalent structure.

The emergency locking feature of the vehicle latch 10 allows a user to maneuver the vehicle latch 10 from an unlocked state to a locked state, which is again useful in the event of a power outage of the vehicle to which the vehicle latch is secured.

The term "about" is intended to include the degree of error associated with a measurement based on a particular number of devices available at the time of filing the application. For example, "about" may include a range of + -8% or 5% or 2% of a given value.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

While the disclosure has been described with reference to one or more exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the disclosure not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this disclosure, but that the disclosure will include all embodiments falling within the scope of the claims.

Claims (20)

1. A vehicle latch, comprising:

Only a single motor that performs the release/back drive function of the vehicle latch, and the power lock/unlock function of the vehicle latch, and

A mechanical locking/unlocking feature for locking and unlocking the vehicle latch in the event of a power outage to the latch.

2. A vehicle latch, comprising:

a drive assembly;

A motor operatively coupled to the drive assembly by a worm fixed to a shaft of the motor, wherein the drive assembly performs one of a locking function and a power release of the vehicle latch by rotation of the worm.

3. The vehicle latch of claim 2, wherein the drive assembly includes a power release gear, a reset lever fixed to one side of the power release gear, and a gear lock lever located on an opposite side of the power release gear, the gear lock lever being independently movable relative to the power release gear and the reset lever.

4. A vehicle latch as in claim 3, wherein a surface of the power release gear has a cam feature that engages a bumper of the gear lock lever when the drive assembly of the vehicle latch is in a locked position and the gear lock lever is in an initial position.

5. The vehicle latch of claim 4, wherein the gear lock lever has an upper lobe member operatively coupled to a switch link movably mounted to an actuator housing of the vehicle latch.

6. The vehicle latch of claim 5, wherein the upper lobe member is received in an opening of the switch link.

7. The vehicle latch of claim 5 wherein the gear locking lever has a lower portion with a "U" shaped receiving area operably coupled to a lug of a locking connecting rod, the lug being movably mounted to a housing portion of the vehicle latch.

8. The vehicle latch of claim 7, wherein the actuator housing and the housing portion of the vehicle latch are separate components that are secured to one another.

9. The vehicle latch of claim 7, wherein the actuator housing and the housing portion of the vehicle latch are integrally formed as a single unitary latch housing portion.

10. The vehicle latch of claim 7, wherein movement of the locking connecting rod from a first position to a second position will allow the vehicle latch to be opened by an external release lever pivotally mounted to the housing portion.

11. The vehicle latch of claim 10, wherein the external release lever is operably coupled to a handle.

12. The vehicle latch of claim 11, wherein the external release lever is operatively coupled to the handle by a cable.

13. The vehicle latch of claim 7, wherein the locking connecting rod is located in a back plate and the locking connecting rod has two guide features that slide through two slots in the back plate.

14. The vehicle latch of claim 4, wherein the cam feature of the power release gear contacts the bumper of the gear lock lever when the power release gear is in a first position, the bumper holding the gear lock lever in the initial position, the initial position corresponding to the locked position of the drive assembly of the vehicle latch.

15. The vehicle latch of claim 14, wherein when the power release gear rotates and the cam feature no longer contacts the bumper of the gear lock lever, the gear lock lever is spring biased to an unlocked position by a lock link spring that provides a biasing force to a lock link lever movably mounted to a housing portion of the vehicle latch.

16. The vehicle latch of claim 15, wherein a switch link spring provides a biasing force to a switch link such that the lock link spring and the switch link spring will cause the gear lock lever to rotate when the power release gear rotates and the cam feature no longer contacts the bumper of the gear lock lever.

17. A vehicle latch according to claim 3, wherein the reset lever has a cam feature configured to engage a complementary cam feature of the power release gear such that the reset lever can be secured to the power release gear.

18. The vehicle latch of claim 17, wherein the cam feature of the reset lever has a crush rib to allow the reset lever to be interference fit or snap fit into the power release gear.

19. The vehicle latch of claim 18, wherein the return lever cam has another cam feature provided on an opposite side of the return lever relative to the cam feature, the other cam feature defining a recessed region that receives a raised portion of a spring.

20. The vehicle latch of claim 19, wherein the raised portion engages the recessed region when the reset lever is rotated to an unlocked position.