WO2024159208A1

WO2024159208A1 - Dual axis automotive interior panel system

Info

Publication number: WO2024159208A1
Application number: PCT/US2024/013307
Authority: WO
Inventors: Benjamin Anderson
Original assignee: Reell Precision Manufacturing Corporation
Priority date: 2023-01-27
Filing date: 2024-01-29
Publication date: 2024-08-02

Abstract

One aspect is a dual axis 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 provides a low torque in a second direction that is 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 the first direction and provides low torque in the second direction, the low torque being a fraction of the high torque.

Description

DUAL AXIS AUTOMOTIVE INTERIOR PANEL SYSTEM

Background

[001] The present invention relates to the field of hinges, and more particularly, to a dual axis inertial locking friction system. Friction hinges are commonly used for many applications and come in many varieties throughout industry. Recently, automotive interiors have begun adding fold-out work surfaces as a vehicle feature. When friction is added within the hinge(s), it provides a solid feel to users, and it also prevents slamming that would occur with a free pivot.

[002] In most cases, a friction hinge alone will not keep the work surfaces from folding open under certain loading conditions. For this reason, a latch or an inertial lock may be used to keep the surface locked in place, particularly in automotive compartment to meet safety standards.

[003] Existing inertial lock options have limitations with user experience when incorporated into some designs, which causes challenges for the end user. Accordingly, there is a need for a compact design that provides both frictional torque and an inertial locking function in order to meet cost and cosmetic expectations of these applications.

Brief Description of the Drawings

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

[005] Figure 1 illustrates a perspective view of a dual axis inertial locking system in accordance with one embodiment.

[006] Figure 2 illustrates the dual axis inertial locking system of Figure 1 in an open position in accordance with one embodiment.

[007] Figures 3a-f illustrate a sequence of motion for a dual axis inertial locking system in accordance with one embodiment.

[008] Figures 4a-4b illustrate an inertial locking differential friction shaft in accordance with one embodiment.

[009] Figure 5 illustrates dual axis inertial locking system in a locked condition in accordance with one embodiment.

[0010] Figure 6 illustrates upper and lower inertial locking differential friction inserts installed at angles in accordance with one embodiment.

[0011] Figure 7 illustrates symmetric inserts that will relock upon opening.

[0012] Figures 8-9 illustrate cross-sectional views of a dual axis inertial locking system including travel stops in accordance with one embodiment.

[0013] Figure 10 illustrates a dual axis inertial locking system having a single inertial locking differential friction insert for each axis of rotation in accordance with one embodiment.

[0014] Figure 11 illustrates a dual axis inertial locking system having two inertial locking differential friction inserts for each axis of rotation in accordance with one embodiment.

Detailed Description

[0015] In the following Detailed Description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. In this regard, directional terminology, such as “top,” “bottom,” “front,” “back,” “leading,” “trailing,” etc., is used with reference to the orientation of the Figure(s) being described. Because components of embodiments can be positioned in a number of different orientations, the directional terminology is used for purposes of illustration and is in no way 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 invention. The following detailed description, therefore, is not to be taken in a limiting sense, and the scope of the invention is defined by the appended claims.

[0016] It is to be understood that the features of the various exemplary embodiments described herein may be combined with each other, unless specifically noted otherwise.

[0017] Figures 1-2 illustrate dual axis inertial locking friction system 10 in accordance with one embodiment. In one embodiment dual axis inertial locking friction system 10 includes upper and lower panels 12 and 14, center link 16, and upper and lower inertial locking differential friction shafts 18 and 20. In one embodiment, upper inertial locking differential friction shaft 18 rotatably couples upper panel 12 and center link 16, and lower inertial locking differential friction shaft 20 rotatably couples center link 16 and lower panel 14. In one embodiment, upper panel 12 is rotatable such that it can be opened to accommodate a larger work surface.

[0018] In operation, dual axis inertial locking friction system 10 can be configured as an automotive interior panel application used for a dual axis work surface. Dual axis inertial locking friction system 10 is illustrated in its closed position in Figure 1 and in its open position in Figure 2. In one embodiment, lower panel 14 is fixed to vehicle console 15, and in another embodiment lower panel 14 is integral to console 15 (as is illustrated in Figures 1-2). Center link 16 is an intermediate component panel linking upper and lower panels 12 and 14 together, and upper panel 12 rotates out to form a fold-out work surface. In addition to the components shown, a typical worksurface would also have padding, trim, and a method for attaching these components together.

[0019] As will be further described in detail below, upper and lower inertial locking differential friction inserts 18 and 20 respectively link upper panel 12 to center link 16 and center link 16 to lower panel 14 for relative rotation about the inserts. In one embodiment, each of upper and lower inertial locking differential friction inserts 18 and 20 provide differential torque for the relative rotation. For this differential torque, one direction of rotation has full torque while the other direction of rotation has a fraction of the full torque value.

[0020] In one embodiment, upper inertial locking differential friction insert 18 is configured with low relative torque when upper panel 12 is being rotated open and high relative torque when upper panel is being rotated to closed position.

Meanwhile, lower inertial locking differential friction insert 20 is configured with high relative torque when upper panel 12 is being rotated open and low relative torque when upper panel 12 is being rotated to closed position. By configuring the torque profile of inserts 18 and 20 in this way with opposite torque for each axis, this allows for a predictable and repeatable sequence of motion for each of upper panel 12, center link 16, and lower panel 14. If both inserts 18 and 20 had the same nominal torque in both directions of rotation, this would not be the case. Instead, in one assembly upper panel 12 might rotate first, while in other assemblies center link 16 would rotate first.

[0021] Figures 3a-3f illustrate the sequence of motion for dual axis inertial locking friction system 10 as it transitions to and from open and closed positions. Figure 3a illustrates dual axis inertial locking friction system 10 in its closed position. In this position, upper and lower panels are essentially parallel so that upper panel 12 is stowed against lower panel 14. Unlike Figures 1-2, in Figures 3a-3f lower panel 14 is illustrated as a separate unit from console 15, and is then bolted or otherwise secured to console 15 when fully assembled. [0022] Figure 3b illustrates dual axis inertial locking friction system 10 moved from its closed position up to opening approximately 45 degrees in the open direction O. Because upper inertial locking differential friction insert 18 is configured with low relative torque when upper panel 12 is being rotated open and lower inertial locking differential friction insert 20 is configured with high relative torque when upper panel 12 is being rotated open, upper panel 12 rotates about insert 18 relative to center link 16, while there is no relative rotation of center link 16 and lower panel 14 about insert 20. The relative low and high torque configurations of upper and lower inserts 18 and 20 ensures this sequence of rotations happens each time upper panel 12 is opened.

[0023] Figure 3c illustrates dual axis inertial locking friction system 10 moved further open up to approximately 90 degrees in the direction of arrow O. Again, because upper inertial locking differential friction insert 18 is configured with low relative torque when upper panel 12 is being rotated open and lower inertial locking differential friction insert 20 is configured with high relative torque when upper panel 12 is being rotated open, upper panel 12 rotates about insert 18 relative to center link 16, while there is no relative rotation of center link 16 and lower panel 14 about insert 20. The relative low and high torque configurations of upper and lower inserts 18 and 20 ensures this sequence of rotations happens each time upper panel 12 is opened.

[0024] In one embodiment, dual axis inertial locking friction system 10 is configured with travel stops that limit the relative rotation of components about each insert 18, 20. As will be described more fully below, travel stops can be designed for a desired range of motion for the needs of the application. In one embodiment, travel stops provide a limit at 90° on each axis and a fully open position of 180°. As such, once upper panel 12 reaches the relative position of 90° illustrated in Figure 3 c, travel stops limit any further relative rotation of upper panel 12 and center link 16 about insert 18. [0025] Accordingly, when upper panel 12 is further rotated in the open direction O illustrated in Figure 3d, center link 16 rotates relative to lower panel 14 about insert 20. Even though lower inertial locking differential friction insert 20 is configured with high relative torque when upper panel 12 is being rotated open, travel stops prevent further rotation about insert 18 such that the higher relative torque of insert 20 in the opening direction must be overcome in further opening upper panel 12 as illustrated in Figure 3d.

[0026] Similarly, when upper panel 12 is further rotated in the open direction O illustrated in Figure 3e, center link 16 rotates relative to lower panel 14 about insert 20 until it reaches the fully open position. As previously mentioned, travel stops prevent further rotation about insert 18 such that the higher relative torque of insert 20 in the opening direction must be overcome in further opening upper panel 12 as illustrated in Figure 3e. In addition, more travel stops also prevent any further relative rotation of upper panel 12 and center link 16 about insert 20 once the fully open position of dual axis inertial locking friction system 10 is reached.

[0027] Figure 3f illustrates upper panel 12 rotating from the fully open position back in the closing direction C. Because upper inertial locking differential friction insert 18 is configured high relative torque when upper panel is being rotated closed and lower inertial locking differential friction insert 20 is configured with low relative torque when upper panel 12 is being rotated closed, center link 16 and lower panel 14 rotate relative about insert 20 in the closing direction C.

[0028] In one embodiment, each of upper and lower inertial locking differential friction inserts 18 and 20 use the same nominal high direction torque — insert 18 for closing direction C and insert 20 for opening direction O, and the same nominal low torque — insert 20 for closing direction C and insert 18 for opening direction O. This differential torque for each of inserts 18 and 20 has several advantages.

[0029] Using the same nominal differential torque in each of inserts 18 and 20 allows the use of common parts in order to save on manufacturing costs. Inserts 18 and 20 can be made of the same parts, but are attached to upper and lower panels 12 and 14 and center link 16 differently in order to provide the opposite torque profile described above, as will be described in more detail below.

[0030] Friction torque within each of inserts 18 and 20 also holds upper panel 12 closed against lower panel 14. In this way, dual axis inertial locking friction system 10 does not require a separate latch to hold upper panel 12 in its closed position and eliminates the issue of rattling and bouncing due to vehicle vibrations that is known with free pivots. A user can open upper panel 12 by simply applying a force greater than the friction torque within insert 18. This allows for simple one-hand operation, and friction at the hinge location allows for efficient packaging when space-savings is a consideration.

[0031] Furthermore, with reference to Figure 3c, the high torque direction of each insert 18 and 20 occurs when rotating from the illustrated vertical position of upper panel 12 to a horizontal position (either opening or closing). This helps to provide additional torque to hold the moving upper panel 12 against the effects of gravity. When moving from horizontal to vertical (either opening or closing), the differential torque inserts 18 and 20 are rotating in the low torque direction, providing a preferred user experience. Instead of having to lift the full torque of insert 18 in addition to the weight of upper panel 12, the user only needs to lift the partial torque of insert 18 in addition to the weight of upper panel 12. This means lower hand forces are possible along with the benefit of full functionality during partial cycling. The opposing differential torque of inserts 18 and 20 also allows for the user to switch directions during motion and still have the same user experience benefits as described. It should be recognized that these same benefits can be realized with differential torque inserts in a dual axis application that does not include inertial locking features, if the system does not require the locking function.

[0032] Using the differential torque in each of inserts 18 and 20 also allows for the elimination of the cycling issues, keeping relative motion of each of upper and lower panels 12 and 14 and center link 16 predictable. The predictability and consistency of the motion and orientation of upper and lower panels 12 and 14 and center link 16 is important in dual axis inertial locking friction system 10 for the proper operation of the inertial locking mechanisms, as is further described below. [0033] In one embodiment, upper and lower inertial locking differential friction inserts 18 and 20 holds upper panel 12 completely closed and locked in place in a situation where an inertial force within inserts 18 and 20 is exceeded, such as when the automobile within which dual axis inertial locking friction system 10 is mounted experiences an external dynamic force, such as an impact that normally would cause the panel to rotate open. This ensures that upper panel 12 is prevented from significantly rotating away from lower panel 14 during an impact or collision. [0034] In one embodiment, when dual axis inertial locking friction system 10 is oriented as illustrated in Figures 1 and 2, a gravitational force FG acts down in the direction of arrow FG. In this orientation, a gravitational force FG acting upon upper and lower inertial locking differential friction inserts 18 and 20 maintains inserts 18 and 20 in an unlocked condition. In this way, a user can open and close upper panel 12 relative to lower panel 14 by overcoming the frictional torque or force of inserts 18 and 20. When dual axis inertial locking friction system 10 is subjected to a dynamic or impact force, however, the inertial force caused by the impact with a component that is in the same direction as gravitational force FG overcomes the gravitational force FG such that upper and lower inertial locking differential friction inserts 18 and 20 are in a locked condition. In this way, upper panel 12 cannot be opened or moved relative to lower panel 14 regardless of the force applied to upper panel 12 in the opening direction O.

[0035] Figures 4a-4b illustrate further detail of upper and lower inertial locking differential friction inserts 18 and 20 in accordance with one embodiment. Because the same part can function as both inserts 18 and 20, the example illustrated in the Figure is insert 20. In one embodiment, lower inertial locking 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 elements 44, bushing 46, restraining component 50, and friction recess 52 (not visible in Figures 4a-4b, but shown in Figures 3a-3f).

[0036] In one embodiment, when inertial locking differential friction insert 20 is assembled, shaft housing 30 is fixed to lower panel 14 and friction housing 40 is fixed to center link 16. Accordingly, shaft housing 30 and friction housing 40 rotate relative to each other as lower panel 14 and center link 16 rotate relatively. Shaft 34 is firmly attached within shaft housing opening 33. In one embodiment, shaft 34 has a knurled end that is forced into shaft housing opening 33 such that they are fixed together. Shaft 34 is configured to rotate about its axis X, and shaft 34 and shaft housing 32 rotate together by virtue of being fixed together. The axis X is also the axis of insert 20.

[0037] In one embodiment, friction elements 44 are placed over shaft 34 in an interference fit and are also contained within friction housing 40. In one embodiment, grease is placed between the friction elements 44 and shaft 34. In one embodiment, friction housing 40 has a friction housing opening 43 to accommodate friction elements 44.

[0038] In one embodiment, friction elements 44 are clip-shaped and provided with toes 45, which are fitted within a slot of housing opening 43 in order to prevent relative rotation of friction elements 44 with friction housing 40. Accordingly, when shaft housing 30 rotates relative to friction housing 40, shaft 34 rotates within friction elements 44. Because of the interference fit between shaft 34 friction elements 44, their relative rotation produces friction torque within inertial locking differential friction insert 20. The amount of friction torque within inertial locking differential friction insert 20 can be readily adjusted up or down by respectively adding or subtracting the number of friction elements 44.

[0039] In one embodiment, just one of the clip toes 45 is secured within a slot of housing opening 43 (illustrated in Figure 4a) such that differential torque is produced in inertial locking differential friction insert 20, such that rotation in one direction produces a fraction of the torque that is produced in rotation in the other direction. As illustrated in Figure 4a, rotation of shaft 34 within friction elements 44 in the counterclockwise direction produces high torque TH, while rotation of shaft 34 within friction elements 44 in the clockwise direction produces low torque TL., also referred to as differential torque. Other configurations of producing this or similar differential torque are also possible, including using formed sheet metal bands, symmetric torque paired with one-ways, and other friction torque technology in order to provide the same or similar function: high torque in one direction of rotation and low torque in the opposite direction of rotation.

[0040] As mentioned above, inserts 18 and 20 can be made of the same parts, but because of the relative movement differences to upper and lower panels 12 and 14 and center link 16, their torque profiles are oriented in different directions. Specifically, friction clips 44 and the friction housing 40 of inertial locking differential friction inserts 18 and 20 are fixed relative to center link 16. During the first 90 degrees of opening of upper panel 12, the friction clips 44 and the friction housing 40 of insert 18 will remain stationary while the shaft housing 30 and shaft 34 of insert 18 rotate. During the opening from 90 degrees to 180 degrees of upper panel 12 as shown, the shaft housing 30 and shaft 34 of insert 20 remain stationary, while the friction clips 44 and the friction housing 40 of insert 20 will rotate. As such, in one embodiment the identical insert part, such as illustrated in Figures 4a- 4b is used for both upper and lower inertial locking differential friction inserts 18 and 20 and still provide opposite direction differential torque and ensure proper sequencing of upper and lower panels 12 and 14 and center link 16.

[0041] In operation, friction clips 44 and the friction housing 40 of upper inertial locking differential friction insert 18 is fixed relative to center link 16, so with reference to Figure 3b, as upper panel 12 rotates in open direction O, shaft housing 30 and shaft 34 rotate over the friction clips 44. Shaft housing 30 and shaft 34 of lower inertial locking differential friction insert 20 is fixed relative lower panel 14, so with reference to Figure 3d, as upper panel 12 rotates in the open direction O, friction housing 40 and friction elements 44 rotate over the stationary shaft 34. The identical part for upper and lower inertial locking differential friction inserts 18 and 20 attached in this way, provide the sequencing described and illustrated in Figures 3a-3e. Again, these same benefits can be realized with differential torque inserts in a dual axis application that does not include inertial locking features.

[0042] In one embodiment, the relative orientation of shaft housing 30 and friction housing 40 is such that friction housing recess 52 and shaft housing recess 54 are aligned, for example, as illustrated for inertial locking differential friction insert 20 in Figure 3c. In one embodiment, restraining component 50 is located fully within shaft housing recess 54, also as illustrated in Figure 3c. In this position, inertial locking differential friction insert 20 is in an unlocked condition, such that shaft housing 30 and friction housing 40, and accordingly center link 16 can be rotated relative to lower panel 14 by applying a force greater than the friction torque of inertial locking differential friction insert 20 in the opening direction O.

[0043] Figure 3d then illustrates how shaft housing 30 is rotated relative to friction housing 40 as restraining component 50 remains fully within shaft housing recess 54. During this rotation of shaft housing 30, restraining component 50 is held in shaft housing recess 54 by the outer diameter of friction housing 42. Accordingly, any acceleration and deceleration occurring during this orientation will not move restraining component 50 into friction housing recess 52. Only when friction housing recess 52 and shaft housing recess 54 are aligned will restraining component 50 move by gravity and/or the impact forces that cause engagement. [0044] In one embodiment, subjecting inertial locking differential friction insert 20 to an outside impact or dynamic force causes inertial locking differential friction insert 20 to change from an unlocked condition to a locked condition. For example, when inertial locking differential friction insert 20 is subjected to impact force Fi, as illustrated in Figure 5, this causes restraining component 50 to shift partially out of shaft housing recess 54 and at least partially into friction housing recess 52 due to its inertial force. Once this occurs, shaft housing 30 and friction housing 40 are prevented from significant relative rotation by restraining component 50. When restraining component 50 is oriented partially within shaft housing recess 54 and partially within friction housing recess 52, inertial locking differential friction insert 20 is in a locked condition. When inertial locking differential friction insert 20 is installed in a console as embodiment illustrated, the upper panel 12 is then locked closed against lower panel 14. Alternate arrangements of automotive interior panels are also possible with the inertial locking inserts, such that the upper panel 12 and lower panel 14 could be arranged to be locked in the as shown open position. [0045] In one embodiment, when inertial locking differential friction insert 20 is installed in dual axis inertial locking friction system 10, inertial locking differential friction insert 20 is oriented such that gravitational force FG acts down causing restraining component 50 to remain within shaft housing recess 54 (as illustrated in Figures 3a and 3c). When hinge system is subjected to a dynamic or impact force Fi in the same direction as the gravitational force FG, inertia of the blocker 50 causes it to want to stay in position relative to the main body and frame of the vehicle, while the rest of inertial locking differential friction insert 20 moves down with the impact. In an application where dual axis inertial locking friction system 10 is mounted in an automobile, shaft housing 30, friction housing 40, upper panel 12, and lower panel 14 are all connected to the automobile and will all accelerate with the impact force Fi on the automobile. Since restraining component 50 is not fixed and free to move within shaft housing recess 54 and friction housing recess 52, however, its inertial force will cause it to move up (relative to how it is illustrated in Figure 5).

[0046] In one embodiment, when dynamic or impact force Fi dissipates, gravitational force FG will cause restraining component 50 to move radially away from shaft axis X and return within shaft housing recess 54 (as illustrated in Figure 3a) so that inertial locking differential friction insert 20 is again in the unlocked condition and upper panel 12, lower panel 14 and center link 16 are all relatively movable. In one embodiment, the amount of impact force Fi required to move restraining component 50 out of shaft housing recess 54 into the locked position is about 2x the gravitational force FG holding it there and applied in the same direction as gravitational force FG.

[0047] In the embodiment illustrated in Figures 3-5, restraining component 50 is configured as a block shape. The corresponding shapes of friction housing recess 52 and shaft housing recess 54 are then configured to accommodate the shape of restraining component 50. Other configurations for restraining component 50 are possible. Other configurations and options for inertial locks are described in U.S. Applicant No. 18/036,082, which is incorporated by reference herein.

[0048] By using the above combination of features, the assembly of the upper panel 12 is simplified, because both the friction and inertial locking functions are combined into one set - eliminating the extra pieces and integration with a latch and the space and ergonomics necessary with a latch. The combination with friction also slows the rotation of the moving component and allows the inertial lock additional time to engage. This inertial locking friction hinge system has the challenge of dealing with high stresses due to directing the energy of the lid to the pivot area. However, the structure of the hinge and the lid can accommodate without much added mass.

[0049] In one embodiment, upper and lower inertial locking differential friction inserts 18 and 20 are mounted with restraining component 50 aligned with gravity. Figure 6 illustrates upper and lower inertial locking differential friction inserts 18 and 20 installed at angles 18A, 20A between horizontal H and vertical V. This allows for the device to function for two directions of crash testing, one in the vertical direction V, and a second in the horizontal direction H. When assembled in this way, gravity acting on the insert ensures that restraining component 50 remains exclusively within shaft housing recess 54 so that inertial locking differential friction inserts 18 and 20 remain in an unlocked condition.

[0050] Depending on the application and requirements, upper and lower inertial locking differential friction inserts 18 and 20 can be oriented to meet the most critical impact requirements. Installing upper and lower inertial locking differential friction inserts 18 and 20 at angles 18A, 20A between horizontal H and vertical V also allows for improved BSR (Buzz, squeak, and rattle) performance as restraining component 50 is less likely to tip back and forth within friction housing recess 52 and shaft housing recess 54.

[0051] As previously mentioned, the relative movement of upper and lower panels 12 and 14 and center link 16 by way of the differential friction are key to proper orientation and operation of the inertial locking function for upper and lower inertial locking differential friction inserts 18 and 20. If relative movement of upper and lower panels 12 and 14 and center link 16 is not controlled as previously described, inertial locking differential friction inserts 18 and 20 can move into a locked condition even in the absence of an impact force Fi on dual axis inertial locking friction system 10, which is not desired in most applications.

[0052] For example, in the embodiment illustrated in Figure 3a, if an inertial locking high-torque symmetric friction insert 18’, having high torque in both directions of rotation, is substituted for upper inertial locking differential friction insert 18, and a an inertial locking low-torque symmetric friction insert 20’, having low torque in both directions of rotation, is substituted for lower inertial locking differential friction insert 20, the insert would lock up and never be able to open. Because of its relatively lower torque, lower inertial locking low-torque symmetric friction insert 20’ would rotate first, and when it is moved to 90°, the restraining component 50 in the upper inertial locking high-torque symmetric friction insert 18’ would fall into the engaged position, meaning that the upper panel 14 could not be opened past 90°. This is illustrated in Figure 7. The upper inertial locking high- torque symmetric friction insert 18’ would unlock when the upper panel 14 is returned to the closed position, but it would relock each time upper panel 14 is attempted to be opened.

[0053] To simply solve this lock-up issue, the relative torque of inserts 18’ and 20’ in Figure 7 can be reversed, such that insert 18’ is low-torque and insert 20’ is high- torque. With this arrangement, system 10 would work as intended under normal conditions. Upper panel 12 would successfully open and close if movement is consistently from 0° to 180° and back. When rotating upper panel 12 from an open position to a closed position, however, the upper insert 18’ will rotate first, because it is now the low-torque insert, until it reaches the stop at 90°. At this position, restraining component 50 in the upper insert 18’ will move into a locked engagement that prevents rotation of upper panel 12 relative to center link 16. This is also the configuration illustrated in Figure 7. If rotation of upper panel 12 is completed back to the closed position, the upper insert restraining component 50 will return to a disengaged position due to gravity. However, if the user decides that they would like to reopen the work surface while closing upper panel 12 between the halfway position where restraining component 50 falls into engagement and the position where the upper insert 18’ restraining component 50 falls out of engagement due to gravity, they would only be able to return the lid to 90°, and would not be able to fully open the system. The user would instead have to return the work surface lid to a closed or nearly closed position in order to then be able to fully open the work surface lid. This is not a desired user experience, so even though symmetric friction is an obvious solution, it does not provide acceptable user experience under all conditions when including inertial locking function within the hinges.

[0054] Accordingly, the specific sequence of rotating panels 18, 20 and link 16 that is provided by upper and lower inertial locking differential friction inserts 18 and 20 described above relative to Figures 3a-3f is important to proper operation of dual axis inertial locking friction system 10. Without it, an inertial locking system would not be able to open and close properly and would limit user experience by restricting opening or closing fully.

[0055] As previously mentioned, in order to further control the relative movement of upper and lower panels 18, 20 and center link 16, travel stops limit relative rotation to a maximum of 90° of each panel 18 and 20 relative to the center link 16. Figures 8-9 illustrate sectional views, taken through the center, of dual axis inertial locking friction system 10 including travel stops 60 in accordance with one embodiment. In one embodiment, the edges of upper and lower panels 18 and 20 that are immediately adjacent to center link 16 are at least partially concave with flat travel stops 60 positioned at the upper and lower edges (as depicted in Figure 8). As such, neither upper panel 18 nor lower panel 20 can rotate any further once travel stops 60 impact against either the relatively flat sides or top surface of center link 16.

[0056] For instance, in Figure 8, travel stop 60 on the lower edge of upper panel 12 is against the left side of center link 16 preventing upper panel 12 from rotating any lower than depicted in the figure. Also, travel stop 60 on the lower edge of lower panel 14 is against the right side of center link 16 preventing center link 16 from rotating any lower, relative to lower panel 14, than is depicted in the figure. Travel stops 60 ensure that this 180° open position is the maximum rotated position possible for dual axis inertial locking friction system 10.

[0057] Similarly, in Figure 9, travel stop 60 on the lower edge (as depicted in Figure 9) of upper panel 12 is against the top side of center link 16 preventing upper panel 12 from rotating any lower than depicted in Figure 9. Also, travel stop 60 on the upper edge of lower panel 14 is against the right side of center link 16 preventing center link 16 from rotating any higher, relative to lower panel 14, than is depicted in the figure. As is known within the art, many different types and locations of rotational stops could be arranged within system 10 and provide the described function of limiting the relative rotation range to 90 degrees.

[0058] In one embodiment, only a single inertial locking differential friction insert is needed for each axis of rotation. Figure 10 illustrates such an embodiment of dual axis inertial locking friction system 10 having a single inertial locking differential friction insert for each axis of rotation. Upper inertial locking differential friction insert 18 rotatably couples upper panel 12 and center link 16, and lower inertial locking differential friction insert 20 rotatably couples center link 16 and lower panel 14. In one embodiment, the other side from inserts 18 and 20 of each panel has a pin 65, 67, which affords a pivot along the insert axis X.

[0059] In one embodiment, the functionality of inertial locking differential friction inserts 18, 20 can be split to either side of panels 12, 14. In one embodiment, the differential torque components can be located on one side and the inertial locking components located on the opposite side. In one embodiment, the differential torque component is configured as illustrated in Figure 4b, without the restraining component 50. In one embodiment, the inertial locking component is configured as illustrated in Figure 4b without friction elements 44.

[0060] Some applications may require a small package size and reduced stresses in the work surface components that mate with the inertial locking insert.

Accordingly, in one embodiment, two inertial locking differential friction inserts can be placed on each axis of rotation. Figure 11 illustrates such an embodiment of dual axis inertial locking system 110 having a two inertial locking differential friction inserts for each axis of rotation. Upper inertial locking differential friction inserts 118 and 122 each rotatably couple upper panel 12 and center link 16, and lower inertial locking differential friction inserts 120 and 124 each rotatably couple center link 16 and lower panel 14. This allows for a smaller package size as the locking torque and friction torque for each axis can be split between two inserts instead of one. In one embodiment, upper inertial locking differential friction inserts 118 and 122 and lower inertial locking differential friction inserts 120 and 124 are each mirrored pairs of differential inserts. Each axis would have one pair of inserts and each side of the assembly can use the same insert.

[0061] As above, the inertial locking function and differential friction functions can be split to either side of dual axis inertial locking system 110. Accordingly, in one embodiment, upper and lower inertial locking differential friction inserts 118 and 120 have the components illustrated in Figure 4b, except for restraining component 50, and upper and lower inertial locking differential friction inserts 122 and 124 have the components illustrated in Figure 4b, except for friction elements 44. [0062] Although specific embodiments have been illustrated and described herein, it will be appreciated by those of ordinary skill in the art that a variety of alternate and/or equivalent implementations may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. This application is intended to cover any adaptations or variations of the specific embodiments discussed herein. Therefore, it is intended that this invention be limited only by the claims and the equivalents thereof.

Claims

WHAT IS CLAIMED IS:

1 . A dual axis automotive interior panel system comprising: an upper panel; a center link; a lower panel; an upper inertial locking friction insert rotatably coupling the upper panel and the center link, the first inertial locking friction insert comprising a first shaft housing coupled to a first shaft and having a first housing recess, first friction elements at least partially constrained by a first friction housing having a first friction housing recess, the first friction elements coupled over the first shaft in an interference fit, and a first restraining component fully contained within one of the first friction housing recess and the first shaft housing recess; and a lower inertial locking friction insert rotatably coupling the lower panel and the center link, the second inertial locking friction insert comprising a second shaft housing coupled to a second shaft and having a second housing recess, second friction elements at least partially constrained by a second friction housing having a second friction housing recess, the second friction elements coupled over the second shaft in an interference fit, and a second restraining component fully contained within one of the second friction housing recess and the second shaft housing recess; wherein the upper inertial locking insert has lower relative torque when the upper panel rotates relative to the center link in an opening direction than it has when rotating in a closing direction; and wherein the lower inertial locking insert has higher relative torque when the center link rotates relative to the lower panel in an opening direction than when rotating in a closing direction.

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

3. The automotive interior panel system of a previous claim, wherein upper and lower inertial locking inserts control relative rotation of the upper panel and the center link such that the restraining component is prevented from engaging the friction housing recess and shaft housing recess simultaneously for each of the upper and lower inertial locking inserts in the absence of an externally applied force.

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

5. The automotive interior panel system of a previous claim, further comprising: a first travel stop configured between the upper panel and the center link limiting the relative rotation between the upper panel and the center link about the upper inertial locking insert to 90 degrees; and a second travel stop configured between the center link and the lower panel limiting the relative rotation between the center link and the lower panel about the lower inertial locking insert to 90 degrees.

6. The automotive interior panel system of a previous claim, wherein the system is configured with a closed position where the upper panel is rotated against the lower panel and an open position where the upper panel is rotated 180 degrees relative to the lower panel.

7. The automotive interior panel system of a previous claim, wherein the system is configured to be in the unlocked condition when gravitational force acts upon the inertial lock friction hinge and configured to be in the locked condition when an external impact force acts upon the inertial lock friction hinge when it is in the closed position.

8. A dual axis automotive interior panel system comprising: an upper panel; a center link; a lower panel; an upper friction torque insert rotatably coupling the upper panel and the center link; and a lower friction torque insert rotatably coupling the lower panel and the center link; wherein the upper friction 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 provides a low torque in a second direction that is opposite the first direction, the low torque being a fraction of the high torque; wherein the lower friction torque insert provides differential torque such that rotation of the center link relative to the lower panel provides high torque in the first direction and provides low torque in the second direction, the low torque being a fraction of the high torque; and wherein a common insert component is used for both the first and second friction torque inserts.

9. The automotive interior panel system of a previous claim, wherein the upper and lower friction torque inserts each further comprise: a shaft housing coupled to a shaft; and friction elements at least partially constrained by a friction housing, the friction elements coupled over the shaft in an interference fit.

10. The automotive interior panel system of a previous claim, wherein the upper and lower friction torque inserts each further comprise: the shaft housing having a shaft housing recess; the friction housing having a friction housing recess; and a restraining component fully contained within one of the friction housing recess and the shaft housing recess.

11. The automotive interior panel system of a previous claim, wherein upper and lower friction torque inserts control relative rotation of the upper and lower panels and the center link such that the restraining component is prevented from engaging the friction housing recess and shaft housing recess simultaneously for each of the upper and lower friction torque inserts in the absence of an externally applied force.

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

13. The automotive interior panel system of a previous claim, further comprising: a first travel stop configured between the upper panel and the center link limiting the relative rotation between the upper panel and the center link about the upper inertial locking insert to 90 degrees; and a second travel stop configured between the center link and the lower panel limiting the relative rotation between the center link and the lower panel about the lower inertial locking insert to 90 degrees.

14. The automotive interior panel system of a previous claim, wherein the system is configured with a closed position where the upper panel is rotated against the lower panel and an open position where the upper panel is rotated 180 degrees relative to the lower panel.

15. The automotive interior panel system of a previous claim, wherein when the upper panel is rotated from the closed position to open 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. The automotive interior panel system of a previous claim, 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. The automotive interior panel system of a previous claim, wherein the system is configured to be in the unlocked condition when gravitational force acts upon the inertial lock friction hinge and configured to be in the locked condition when an external impact force acts upon the inertial lock friction hinge when it is in the closed position.