GB2562294A

GB2562294A - Latch actuation system

Info

Publication number: GB2562294A
Application number: GB1707599.5A
Authority: GB
Inventors: Cagnac Bastien
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2017-05-12
Filing date: 2017-05-12
Publication date: 2018-11-14
Anticipated expiration: 2037-05-12
Also published as: GB2562294B; GB201707599D0

Abstract

Latch actuation system 100 for a vehicle closure has a latch coupler 110 that amplifies force exerted on it by each of an electrically-controlled actuator 120 and a manual actuation mechanism 140 in order to actuate a vehicle aperture closure latch cable 200. The latch coupler is preferably a lever which has a pivot point 115 at one end. The connection points 114 116 for the manual and electrical actuator is preferably further from the pivot point than the latch cable coupling 112 and the manual is preferably the furthest away. The manual actuator may pull the latch coupler whilst the electrical actuator may push it. The lever gives a mechanical advantage of preferably between 1 and 2. Preferably the latch is mounted on a bonnet of a vehicle (though other doors are disclosed) and there may be two latches. The system can be used with an existing latch as a retrofit item.

Description

LATCH ACTUATION SYSTEM

TECHNICAL FIELD

The present disclosure relates to a latch actuation system. Particularly, but not exclusively, the disclosure relates to a latch actuation system for actuating a vehicle aperture closure latch cable. Aspects of the invention relate to a latch actuation system, a vehicle having a latch actuation system, a latch actuation controller, and to a method of controlling a vehicle latch using two latch release mechanisms.

BACKGROUND

Conventional vehicles having internal combustion traction engines typically locate the engines in a vehicle aperture at the front of the vehicle.

Vehicles that do not solely rely on an internal combustion engine or that have internal combustion engines of a reduced size can use the excess and uninhabited space of the vehicle aperture that would normally be set aside for an internal combustion engine as storage space for other objects, such as user belongings. In these instances, more frequent access to the vehicle aperture will be required.

As such, there is a need to update existing systems for accessing such vehicle apertures, whilst still meeting regulatory requirements by providing at least one way of manually opening a closure of such a vehicle aperture. One possible technique for providing a way of opening such a closure of a vehicle aperture is to connect an electric actuator to a closure latch of a vehicle storage space, where a manually-operated cable can be looped around the connection between the electric actuator and the closure latch so that both the electric actuator and the manually-operated cable open the closure latch using the same cable. However, such systems are difficult for a user to operate, and are relatively costly, because they are not suitable for modifying existing closure latch systems since an extra cable is coupled to the closure latch of the storage space.

It is an aim of the present invention to address the aforementioned disadvantages.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a latch actuation system, a vehicle comprising a latch actuation system, a latch actuation controller, and a method of controlling a vehicle latch using two latch release mechanisms, as claimed in the appended claims.

According to an aspect of the invention, there is provided a latch actuation system for a vehicle aperture closure latch cable, the latch actuation system comprising an electrically-controlled actuator and a latch cable coupler having a cable attachment for a latch cable and arranged to couple the electrically-controlled actuator to the latch cable to enable the electrically-controlled actuator to actuate the latch cable. The latch actuation system also comprises a manual actuation mechanism coupled to the latch cable coupler, wherein the latch cable coupler is arranged to enable the manual actuation mechanism to actuate the latch cable.

Optionally, the latch cable coupler comprises a force amplifier for amplifying a force exerted on the latch cable coupler by each of the electrically-controlled actuator and the manual actuation mechanism.

Optionally, the manual actuation mechanism may be replaced by a second electrically-controlled actuator.

Optionally, the electrically-controlled actuator may be replaced by a second manual actuation mechanism.

In dependence on a force exerted on the latch cable coupler the latch cable is actuated. Subsequently, a vehicle aperture closure latch coupled to the vehicle aperture closure latch cable may be released. Release of the vehicle aperture closure latch may open a corresponding vehicle aperture by opening a closure of the vehicle aperture, or, may allow release of a manual release latch of the vehicle aperture so that the closure, and hence the vehicle aperture, can be opened.

Using a latch cable coupler that is arranged to enable both a manual actuation mechanism and an electrically-controlled actuator to actuate a latch cable of a vehicle aperture closure latch results in a latch actuation system that is compatible with latches and cable routing designed for some pre-existing vehicle aperture closure latches because the latches and cable routing of some pre-existing vehicle aperture closure latches can be used with the latch actuation system. In this way, excessive re-design costs may be avoided.

In addition, due to the force amplifier, the level of force required to actuate the latch cable provided from either of the manual actuation mechanism and the electrically-controlled actuator is reduced, making the manual actuation mechanism easier to manually operate by a user, and also, allowing use of a smaller, less powerful, and less expensive electrically-controlled actuator.

Furthermore, the latch actuation system described above allows for a remotely operable latch actuation system for releasing a vehicle aperture closure latch. In this way, need for a user to enter the interior of a vehicle to release such a vehicle aperture closure latch in a first instance is avoided. Moreover, a manual override is provided to allow release of the vehicle aperture closure latch, and subsequent access to the vehicle aperture in the event of failure of the electrically-operated actuator, in accordance with regulations.

Optionally, the latch cable coupler is a lever pivotable about a pivot point.

Optionally, the lever is arranged to amplify a force exerted on the lever by each of the electrically-controlled actuator and the manual actuation mechanism. Optionally, the lever is arranged to amplify, to different extents, forces from each of the electrically-controlled actuator and the manual actuator acting on the cable attachment.

Setting the level of amplification provided by the force amplifier of the latch cable coupler depending on the means providing the force provides a latch actuation system that can be flexibly designed.

In a first instance, a latch actuation system can be designed to provide greater force amplification to the force from the electrically-controlled actuator compared to the force amplification provided to the force from the manual actuation mechanism.

Alternatively, in a second instance, a latch actuation system can be designed to provide greater force amplification to the force from the manual actuation mechanism compared to the force amplification provided to the force from the electrically-controlled actuator.

Indeed, the latch actuation system can be designed to achieve a desired balance between size and cost of an electrically-controlled actuator and reduced input force from a user and subsequent, increased ease of use by the user.

Optionally, the lever is configured to pivot about the pivot point in response to the force exerted on the latch cable coupler by each of: the electrically-controlled actuator; and the manual actuation mechanism.

Optionally, the electrically-controlled actuator is arranged to push the lever on a same side of the lever as the cable attachment.

Optionally, the manual actuation mechanism is arranged to pull the lever on an opposite side of the lever to the cable attachment.

Positioning the electrically-controlled actuator and the manual actuation mechanism of the latch actuation system on opposite sides of the lever achieves a compact design of the latch actuation system, which can be fitted to a vehicle that uses a single vehicle aperture closure latch cable by splitting and attaching the single vehicle aperture closure latch cable to the lever at two locations, the first location being the cable attachment. The need for multiple cables to be coupled to the vehicle aperture closure latch cable is avoided.

In addition, such an arrangement allows the lever to move in the same direction when receiving a force from either of the electrically-controlled actuator and the manual actuation mechanism. This reduces complexity in the arrangement of the components of the latch actuation system.

Optionally, the electrically-controlled actuator is configured to exert force on the lever at an actuation point, wherein the cable attachment is closer to the pivot point than the actuation point.

Locating the cable attachment closer to the pivot point of the lever than the actuation point serves to amplify an input force exerted on the lever at the actuation point to provide an amplified output force at the cable attachment in order to actuate a vehicle aperture closure latch cable and subsequently, release a vehicle aperture latch coupled to the latch cable. This allows for use of a smaller, less expensive, and less powerful electrically-controlled actuator, which reduces the overall cost of the latch actuation system.

Optionally, the manual actuation mechanism is coupled to the lever at a coupling point, wherein the cable attachment is closer to the pivot point than the coupling point.

Locating the cable attachment closer to the pivot point of the lever than the coupling point of the manual actuation mechanism provides force amplification of an input force exerted on the lever by the manual actuation mechanism to provide an amplified output force at the cable attachment in order to actuate the latch cable. This results in a reduction of force required by the user in order to actuate a vehicle aperture closure latch cable attached to the cable attachment to release a vehicle aperture latch, making the latch actuation system easier to use.

Optionally, the actuation point of the electrically-controlled actuator is closer to the pivot point than the coupling point of the manual actuation mechanism.

Arranging the latch actuation system so that the actuation point of the electrically-controlled actuator is closer to the pivot point of the lever than the coupling point of the manual actuation mechanism beneficially results in a latch actuation system which provides a greater mechanical advantage to the input force exerted by the manual actuation mechanism than the input force exerted by the electrically-controlled actuator. This arrangement is advantageous because a greater reduction in amount of user input force is achieved, making the manual actuation mechanism easier for a user to operate. This advantage is especially realised when a vehicle aperture closure latch cable, attached to the cable attachment of the lever, is coupled to two or more latches since a greater level of input force from a user is required to release multiple latches.

Optionally, the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage greater than 1 at the cable attachment in order to actuate a vehicle aperture closure latch cable, and, subsequently, release a vehicle aperture closure latch coupled to the latch cable.

Advantageously, an input force exerted at the coupling point will be amplified by the lever and provide an amplified output force at the cable attachment, which actuates a vehicle aperture closure latch cable so that a vehicle aperture closure latch coupled to the latch cable is released. The mechanical advantage provided by the lever is of increased benefit when the latch cable is coupled to two or more vehicle aperture closure latches because a user would be required to increase the level of input force to release multiple latches.

Optionally, the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage in the range from 1 to 2 at the cable attachment in order to actuate a latch cable.

Optionally, the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage from the manual actuation mechanism to the cable attachment in one of the following ranges: from 1.2 to 1.8, from 1.4 to 1.8, and from 1.6 to 1.8.

Optionally, the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage of 1.8 at the cable attachment in order to actuate a latch cable.

Arranging the cable attachment and coupling point of the latch actuation system in such a way to achieve a mechanical advantage of 1.8 provides a beneficial relationship between length of the lever and lever ratio.

Optionally, the cable attachment and the actuation point of the electrically-controlled actuator are arranged such that the lever provides a mechanical advantage greater than 1 at the cable attachment to actuate a latch cable.

Advantageously, an input force exerted at the actuation point will be amplified by the lever and provide an amplified output force at the cable attachment, which actuates a latch cable.

Optionally, the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage in the range from 1 to 2 at the cable attachment in order to actuate a latch cable.

Optionally, the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage from the electrically-controlled actuator to the cable attachment in one of the following ranges: from 1.2 to 1.8, from 1.3 to 1.7, and from 1.4 to 1.6.

Optionally, the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage of 1.5 at the cable attachment in order to actuate a latch cable.

Arranging the cable attachment and the actuation point of the latch actuation system in such a way to achieve a mechanical advantage of 1.5 provides a beneficial relationship between length of the lever and lever ratio.

Optionally, a control unit is coupled to the electrically-controlled actuator and provides a control signal to the electrically-controlled actuator that causes the electrically-controlled actuator to exert a force on the lever, and, consequently, a vehicle aperture closure latch to be released.

Optionally, the control unit is configured to receive a wireless instruction signal from an instructing device, and, in response to receiving the instruction signal, generate the control signal.

Using a control unit that generates a control signal in response to receiving a wireless instruction signal provides a latch actuation system for a vehicle aperture closure that can be operated remotely, and, thus, is easy to activate by a user. For example, the wireless instruction signal may be generated by a portable electronic device of a user, such as a key fob for a vehicle.

Optionally, the electrically-controlled actuator is one of the following: an electric linear actuator or an electric rotary actuator.

Optionally, the manual actuation mechanism is a release cable, such as an emergency release pull cable.

Optionally, the release cable has a length in the range from 0.4 m to 2.5 m. The length of such a cable can be chosen dependent on design choices, such as size of the overall latch actuation system or position of the latch actuation system in a vehicle.

Optionally, the latch actuation system comprises a vehicle aperture closure latch cable coupled to the cable attachment.

Optionally, the vehicle aperture closure latch cable has a length in the range from 0.1 m to 1.0 m. The length of such a cable can be chosen dependent on design choices, such as size of the overall latch actuation system.

Optionally, the latch actuation system comprises a first latch coupled to the vehicle aperture closure latch cable and a second latch coupled to the vehicle aperture closure latch cable.

Optionally, the first latch and the second latch are coupled to the vehicle aperture closure latch cable in a series arrangement relative to one another. A series arrangement of a first latch and a second latch within the latch actuation system means that the latch actuation system is compatible with existing latches and cable routing used within some vehicles, thus, avoiding the need for costly and time-consuming production of specific latch designs.

Optionally, the latch actuation system is arranged to release a latch, or multiple latches, of a storage space system of a vehicle. Optionally, release of the latch or multiple latches causes release of a vehicle closure from a primary latched position to a secondary latched position.

The releasing of the latch, or multiple latches, enables the release of an aperture closure such as a tailgate, a split-tailgate, a trunk sometimes known as a boot or a boot lid, or a bonnet which is sometimes known as a lid or a hood, for a vehicle from its primary latched position. By releasing the aperture closure from the primary latched position to the secondary latched position, the aperture closure may be opened to enable access to the storage space.

Optionally, the secondary latched position allows for a further latch of the aperture closure to be released. Optionally, the further latch is a manually releasable latch. By releasing the further latch the aperture closure opens and allows access to the vehicle aperture.

Optionally, the latch actuation system may be arranged to release the latch, or multiple latches, and the further latch.

Optionally, the latch or multiple latches are located on an aperture closure of a vehicle aperture.

Alternatively, the latch or multiple latches are located on a body structure of a vehicle. For example, a body structure defining a vehicle aperture. A vehicle aperture may be referred to as a storage space.

Optionally, the storage space is located at or towards the front of the vehicle. For example, the storage space may be under an aperture closure such as a bonnet or hood of a vehicle.

According to a further aspect of the invention, there is provided a vehicle comprising the latch actuation system as aforementioned. Optionally, the latch actuation system is for an aperture closure of a vehicle. The latch actuation system may be located on an aperture closure of a vehicle. Alternatively, the latch actuation system may be located on a body structure of a vehicle, for example, a body structure defining a vehicle aperture.

According to another aspect of the invention, there is provided a latch actuation controller for a vehicle aperture closure latch cable. The latch actuation controller comprises: a latch cable coupler. The latch cable coupler comprises a cable attachment for a vehicle aperture closure latch cable. The latch cable coupler further comprises a coupling point for attaching a manual actuation mechanism. The latch cable coupler is arranged to enable the manual actuation mechanism to activate a vehicle aperture closure latch cable attached to the cable attachment. The latch actuation controller comprises an electrically-controlled actuator, wherein the latch cable coupler is arranged to couple the electrically-controlled actuator to a vehicle aperture closure latch cable to enable the electrically-controlled actuator to activate the vehicle aperture closure latch cable attached to the cable attachment. The latch cable coupler comprises a force amplifier for amplifying a force exerted on the latch cable coupler by each of the manual actuation mechanism and the electrically-controlled actuator.

In dependence on a force exerted on the latch cable coupler a vehicle aperture closure latch cable attached to the cable attachment is actuated. Subsequently, a vehicle aperture closure latch coupled to the vehicle aperture closure latch cable may be released. Release of the vehicle aperture closure latch may open a vehicle aperture. Alternatively, release of the vehicle aperture closure latch of a vehicle aperture may allow release of a further latch of the vehicle aperture in order to open the vehicle aperture.

Using a latch cable coupler that is arranged to enable both a manual actuation mechanism and an electrically-controlled actuator to actuate a vehicle aperture closure latch cable of a vehicle aperture closure latch results provides a latch actuation controller that can be used with latches and cable routing designed for some pre-existing vehicle aperture closures latches. This avoids excessive re-design costs.

In addition, due to the force amplifier, the level of force required to actuate the vehicle aperture closure latch cable provided from either of the manual actuation mechanism and the electrically-controlled actuator is reduced, making the manual actuation mechanism easier to use by a user. Moreover, use of a smaller, less powerful, and less expensive electrically-controlled actuator is also possible.

Furthermore, the latch actuation controller described above provides a remotely operable latch actuation controller for a vehicle aperture closure latch, avoiding the need for a user to enter the interior of a vehicle to open such a vehicle aperture in a first instance, whilst also providing a manual override to allow access to the vehicle aperture in the event of failure of the electrically-operated actuator, in accordance with regulations.

Optionally, a control unit is coupled to the electrically-controlled actuator and provides a control signal to the electrically-controlled actuator that causes the electrically-controlled actuator to exert a force on the latch cable coupler in order to actuate a vehicle aperture closure latch cable and, consequently, release a vehicle aperture closure latch.

According to yet another aspect of the invention, there is provided a method for controlling a vehicle latch using two latch release mechanisms. The method comprising coupling a vehicle aperture closure latch cable to a latch cable coupler to enable the latch cable to be actuated by way of the latch cable coupler. The method further comprising coupling a first release mechanism to the latch cable coupler such that a force exerted on the latch cable coupler by the first release mechanism is amplified and applied to the latch cable to actuate the latch cable. The first release mechanism may be an electrically-operated actuator. The method further comprising coupling a second release mechanism to the latch cable coupler such that a force exerted on the latch cable coupler by the second release mechanism is amplified and applied to the latch cable to actuate the latch cable. The second release mechanism may be a manual actuation mechanism. The method further comprising amplifying a force exerted on the latch cable coupler. The method further comprising actuating the vehicle aperture closure latch cable in response to exertion of the force on the latch cable coupler by each of the first or second release mechanisms in order to control the latch. The method further comprising coupling a latch to the vehicle aperture closure latch cable.

The method may further comprise, in dependence on actuating the vehicle aperture closure latch cable, releasing the latch.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a schematic diagram showing a latch actuation system in accordance with an embodiment of the invention.

Figure 2 is a perspective view of a latch actuation system in accordance with an embodiment of the invention.

Figure 3 is a perspective view of a cable attachment, coupling point and actuation point in accordance with an embodiment of the invention.

Figure 4 is a further perspective view of a latch actuation system in accordance with an embodiment of the invention.

Figure 5 is a further perspective view of a latch actuation system in accordance with an embodiment of the invention.

Figure 6 is a further perspective view of a latch actuation system in accordance with an embodiment of the invention.

Figure 7 is a perspective view of a latch in accordance with an embodiment of the invention.

Figure 8 is side view of a vehicle comprising a latch actuation system in accordance with an embodiment of the invention.

Figure 9 is a flow chart of a method of controlling a latch in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

Figure 1 is a schematic diagram showing a latch actuation system 100.

The latch actuation system 100 comprises an electrically-controlled actuator 120 and a latch cable coupler 110. The latch cable coupler is coupled to a vehicle aperture closure latch cable 200.

The vehicle aperture closure latch cable 200 is a means that, upon actuation, releases a closure latch of a vehicle aperture, such as a storage space of a vehicle. The vehicle aperture closure latch cable 200 may be referred to as a latch cable 200.

The latch actuation system 100 is arranged to release a latch coupled to the latch cable 200 by actuating the latch cable 200. The latch coupled to the vehicle aperture closure latch cable 200 may be referred to as a vehicle aperture closure latch, a cable latch, a vehicle latch, a closure latch or a latch. The latch keeps an aperture closure of a vehicle aperture in a primary latched position until the latch is released. Release of the latch may cause the aperture closure to be in a secondary latched position. In such a secondary latched position the aperture closure is held by a further latch of the aperture closure. The further latch is manually releasable. By releasing the further latch the aperture closure opens and allows access to the vehicle aperture.

The latch cable coupler 110 is arranged to couple the electrically-controlled actuator 120 to the latch cable 200 to enable the electrically-controlled actuator 120 to actuate the latch cable 200.

The latch actuation system 100 also comprises a manual actuation mechanism 140 coupled to the latch cable coupler 110. The latch cable coupler 110 is arranged to enable the manual actuation mechanism 140 to actuate the latch cable 200.

The latch cable coupler 110 is a force amplifier for amplifying a force exerted on the latch cable coupler 110 by each of the electrically-controlled actuator 120 and the manual actuation mechanism 140.

Using the latch cable coupler 110 arranged to enable both the manual actuation mechanism 140 and the electrically-controlled actuator 120 to actuate the latch cable 200 of a vehicle aperture closure latch results in a latch actuation system 100 that is compatible with latches and cable routing designed for some pre-existing, conventional vehicle aperture closure arrangements.

In addition, due to latch cable coupler 110 comprising a the force amplifier the level of force required to actuate the latch cable 200 provided from either of the manual actuation mechanism 140 and the electrically-controlled actuator 120 is reduced, making the manual actuation mechanism 140 easier to use by a user, and also, allowing use of a smaller, less powerful, and less expensive electrically-controlled actuator 120.

Furthermore, the electrically-controlled actuator 120 of the latch actuation system 100 described above allows for a remotely operable latch actuation system 100 for releasing a vehicle aperture closure latch. In this way, need for a user to enter the interior of a vehicle to release such a vehicle aperture closure latch in a first instance is avoided. Moreover, a manual override is provided by way of the manual actuation mechanism 140 to allow release of the vehicle aperture closure latch, and subsequent access to the vehicle aperture in the event of failure of the electrically-operated actuator 120, in accordance with regulations.

The latch actuation system 100 is for an aperture closure of a vehicle. The aperture closure may be a tailgate, a split-tailgate, a trunk sometimes known as a boot or a boot lid, or a bonnet, which is sometimes known as a lid or a hood.

The latch actuation system 100 may be located on an aperture closure of a vehicle aperture. Alternatively, the latch actuation system 100 may be located on a body structure of a vehicle, for example, a body structure defining a vehicle aperture.

Figure 2 is a perspective and more detailed view of the latch actuation system 100 of Figure 1.

The latch cable coupler 110 is a lever 110 pivotable about a pivot point 115.

The lever 110 has a cable attachment 112 for connecting the latch cable 200. The electrically-controlled actuator 120 is arranged to push the lever 110 on a same side of the lever 110 as the cable attachment 112. The manual actuation mechanism 140 is arranged to pull the lever 110 on an opposite side of the lever 110 to the cable attachment 112.

Positioning the electrically-controlled actuator 120 and the manual actuation mechanism 140 on opposite sides of the lever 110 achieves a compact design of the latch actuation system 100.

In addition, such an arrangement allows the lever 110 to move in the same direction when receiving a force from either of the electrically-controlled actuator 120 and the manual actuation mechanism 140. This reduces complexity in the arrangement of the components of the latch actuation system 100. Furthermore, movement of the lever 110 in response to a force exerted by the electrically-controlled actuator 120 is not restricted by the manual actuation mechanism, 140, and vice versa.

The lever 110 amplifies input forces exerted on the lever 110 by each of the electrically-controlled actuator 120 and the manual actuation mechanism 140. The level 110 may amplify input forces exerted on the lever 110 by each of the electrically-controlled actuator 120 and the manual actuation mechanism 140 to different extents.

Alternatively, the arrangement of the lever 110, the electrically-controlled actuator 120, and the manual actuation mechanism 140 may be such that the lever 110 amplifies, to the same extent, input forces exerted on the lever 110 by each of the electrically-controlled actuator 120 and the manual actuation mechanism 140.

Setting the level of amplification provided by the force amplifier of the latch cable coupler 110 based on the means providing the force provides a latch actuation system 100 that can be flexibly designed.

In response to a force exerted on the lever 110, by either of the electrically-controlled actuator 120 or the manual actuation mechanism 140, the lever 110 pivots about the pivot point 115.

The electrically-controlled actuator 120 is controllable to exert a force on the lever 110 at an actuation point 114. The electrically-controlled actuator 120 is arranged to exert such a force on the lever 110 at the actuation point 114 by moving a plunger 121 into contact with the lever 110 at the actuation point 114. The arrangement of the lever 110, the electrically-controlled actuator 120, and the manual actuation mechanism 140 is such that movement of lever 110 in response to a force exerted at the actuation point 114 is not restricted by the manual actuation mechanism.

The cable attachment 112 is closer to the pivot point 115 than the actuation point 114.

Locating the cable attachment 112 closer to the pivot point 115 of the lever 110 than the actuation point 114 serves to amplify an input force exerted on the lever 110 at the actuation point 114 to provide an amplified output force at the cable attachment 112 in order to actuate a vehicle aperture closure latch cable 200 and thereby release a vehicle aperture latch coupled to the latch cable 200. This allows for use of a smaller, less expensive, and less powerful electrically-controlled actuator 120, which reduces the overall cost of the latch actuation system 100.

The manual actuation mechanism 140 is coupled to the lever 110 at a coupling point 116. The manual actuation mechanism exerts force on the lever at coupling point 116. The cable attachment 112 is closer to the pivot point 115 than the coupling point 116.

Locating the cable attachment 112 closer to the pivot point 115 of the lever 110 than the coupling point 112 of the manual actuation mechanism 140 provides force amplification of an input force exerted on the lever 110 by the manual actuation mechanism 140 to provide an amplified output force at the cable attachment 112 in order to actuate a latch cable 200. This results in a reduction of force required by the user in order to actuate a vehicle aperture closure latch cable 200 attached to the cable attachment 112 to release a vehicle aperture latch, making the latch actuation system 100 easier to use.

The lever 110 exerts an output force at the cable attachment 112 in order to actuate the latch cable 200 in response to an input force independently exerted on the lever 110 by each of the electrically-controlled actuator 120 and the manual actuation mechanism 140 at the actuation point 114 and coupling point 116.

The actuation point 114 of the electrically-controlled actuator 120 is closer to the pivot point 115 than the coupling point 116 of the manual actuation mechanism 140.

The latch actuation system 100 is beneficially designed to provide greater force amplification to the force from the manual actuation mechanism 140 compared to the force amplification provided to the electrically-controlled actuator 120. This advantage is especially realised when a vehicle aperture closure latch cable 200, attached to the cable attachment 112 of the lever 110, is coupled to two or more latches since a greater level of input force from a user is required to release multiple latches.

Indeed, the latch actuation system 100 can be designed to achieve a desired balance between size and cost of an electrically-controlled actuator 120 and reduced input force from a user.

In the illustrated embodiment, the manual actuation mechanism 140 is a release cable 140. A mechanical advantage of a lever having a pivot point is calculated by the ratio of output force to input force, or the ratio of distance of input force to the pivot point and distance of the output force to the pivot point. The mechanical advantage provides a force amplification metric by which the lever amplifies the input force to produce the output force.

As such, depending on the desired end result the latch actuation system 100 and the measurements thereof can be chosen accordingly.

The cable attachment 112 and the coupling point 116 may be arranged so that the lever 110 provides a mechanical advantage greater than 1 at the cable attachment 112 in order to actuate the latch cable 200.

Advantageously, an input force exerted at the coupling point 116 will be amplified by the lever 110 and provide an amplified output force at the cable attachment 112, which actuates a vehicle aperture closure latch cable 200 so that a vehicle aperture closure latch coupled to the latch cable 200 is released. The mechanical advantage provided by the lever 110 is of increased benefit when the latch cable 200 is coupled to two or more vehicle aperture closure latches because a user would be required to increase the level of input force to manually release multiple latches.

The cable attachment 112 and the coupling point 116 may be arranged such that the lever 110 provides a mechanical advantage in the range from 1 to 2 at the cable attachment 112 to actuate the latch cable 200.

The cable attachment 112 and the coupling point 116 may be arranged such that the lever 110 provides a mechanical advantage in the range from 1.2 to 1.8 at the cable attachment 112 to actuate the latch cable 200.

The cable attachment 112 and the coupling point 116 may be arranged such that the lever 110 provides a mechanical advantage of 1.8 at the cable attachment 112 to actuate the latch cable 200. Arranging the cable attachment 112 and coupling point 116 of the latch actuation system 100 in such a way to achieve a mechanical advantage of 1.8 provides a beneficial relationship between length of the lever 110 and lever ratio.

The cable attachment 112 and the actuation point 114 of the electrically-controlled actuator 120 may be arranged such that the lever 110 provides a mechanical advantage greater than 1 at the cable attachment 112 to actuate the latch cable 200.

Advantageously, an input force exerted at the actuation point 114 will be amplified by the lever 110 and provide an amplified output force at the cable attachment 112, which actuates a latch cable 200.

The cable attachment 112 and the actuation point 114 may be arranged such that the lever 110 provides a mechanical advantage in the range from 1 to 2 at the cable attachment 112 to actuate the latch cable 200.

The cable attachment 112 and the actuation point 114 may be arranged such that the lever 110 provides a mechanical advantage in the range from 1.2 to 1.8 at the cable attachment 112 to actuate the latch cable 200.

The cable attachment 112 and the actuation point 114 may be arranged such that the lever 110 provides a mechanical advantage of 1.5 at the cable attachment 112 to actuate the latch cable 200. Arranging the cable attachment 112 and the actuation point 114 of the latch actuation system 100 in such a way to achieve a mechanical advantage of 1.5 provides a beneficial relationship between length of the lever 110 and lever ratio. A latch attachment system 100 that has an electrically-controlled actuator 120 that can be of reduced size, power and cost and that makes the release cable 140 easier to use by a user may be provided with the following: the distance between the pivot point 115 and the cable attachment 112 in the range from 40 mm to 50 mm, and the distance between the pivot point 115 and the actuation point 114 in the range from 65 mm to 75 mm. These distances provide a mechanical advantage greater than 1 and of at least 1.3, so that the output force applied by the lever 110 at the cable attachment 112 to actuate the latch cable 200, part 201, corresponds to the input force exerted by the electrically-controlled actuator 120 amplified by a factor greater than 1 and by at least 1.3. In addition, the distance between the pivot point 115 and the coupling point 116 being in the range from 75 mm to 85 mm. This provides a mechanical advantage of greater than 1 and of at least 1.5 of the lever 110, so that the output force applied by the lever 110 at the cable attachment 112 to actuate the latch cable 200 corresponds to the input force exerted by the release cable 140 amplified by a factor greater than 1 and by at least 1.5.

The latch actuation system 100 is mounted on a mounting bracket 50. The mounting bracket 50 may be part of an internal surface of a body panel of a vehicle. For example, an inner surface of a front bonnet.

The latch cable 200 passes through a cable bend guide 210 mounted to the mounting bracket 50. The latch cable 200 passes through a cable sleeve 220 after the latch cable 200 has passed through the cable bend guide 210. Alternatively, any portion of the latch cable 200 may pass through a cable bend guide 210.

Latch cable 200 has latch cable part 201 connected to cable attachment 112.

At coupling point 116 the manual actuation mechanism 140, comprising a release cable 202, is connected to the lever 110. The release cable 202 is connected to the lever 110 at coupling point 116, for example in the same way as the latch cable part 201 is connected to cable attachment 112, using a nipple 113 that attaches to a nipple engagement slot 111 of the lever 110.

Like the latch cable 200, the release cable 202 runs through a cable bend guide 210 attached to the mounting bracket 50 and is covered by a cable sleeve 220.

Figure 3 is a perspective view of a cable attachment, coupling point and an actuation point of latch actuation system 100. Figure 3 gives more detail on the cable attachment 112, the actuation point 114, and the coupling point 116.

As shown in Figure 3, a nipple 113, formed by two parts 113a and 113b is connected to release cable 140. Part 113a is a stop attached to the end of the release cable 202. Part 113b is a slider that has an aperture through which release cable 202 passes such that part 113b is able to slide along release cable 202, but is prevented from sliding off the end of the release cable 202 by the stop 113a.

The slider 113b has a dumb-bell shape, such that a central channel is formed within its outer surface around its middle section. The nipple engagement ‘slot’ 111 of the lever 110 is received within this channel in use so that the slider 113b is held in place relative to the lever 110. In this manner, when the release cable 202 is pulled, the stop 113a is pulled against the slider 113b, which in turn pulls against the slot 111 of the lever 110, thereby causing the lever 110 to be pulled along with the release cable 202.

Nipple 113 of latch cable part 201 connected to cable attachment 112 may also have two parts 113a, 113b as described above.

The lever 110 exerts an output force at the cable attachment 112 in order to actuate the latch cable 200, part 201, in response to an input force independently exerted on the lever 110 by either of the electrically-controlled actuator 120 and release cable 140 at the actuation point 114 and coupling point 116, respectively.

The distance between pivot point 115 and the cable attachment 112 may fall in one of the following ranges: from 10 mm to 60 mm; from 20 mm to 50 mm; from 40 mm to 50 mm; and from 45 mm to 55 mm.

The distance between the pivot point 115 and the actuation point 114 may fall in one of the following ranges: from 20 mm to 100 mm; from 40 mm to 80 mm; from 60 mm to 80 mm; from 65 mm to 75 mm.

The distance between the pivot point 115 and the coupling point 116 may fall in one of the following ranges: from 20 mm to 120 mm; from 40 mm to 100 mm; from 60 mm to 90 mm; from 75 mm to 85 mm.

Figure 4 is a perspective view of the latch actuation system 100.

The latch actuation system 100 comprises a control unit 160. The control unit 160 is coupled to the electrically-controlled actuator 120 and provides a control signal to the electrically-controlled actuator 120 that causes the electrically-controlled actuator 120 to exert a force on the lever 110 resulting in actuation of the latch cable 200 and release of a latch coupled to latch cable 200, such as latch 180.

The control unit 160 may be configured to receive a wireless instruction signal from an instructing device 170, and, in response to receiving the instruction signal, generate the control signal.

Using a control unit 160 that generates a control signal in response to receiving a wireless instruction signal provides a latch actuation system 100 that can be operated remotely, and, thus, is easy to activate by a user. For example, the wireless instruction signal may be generated by a portable electronic device of a user, such as a key fob for a vehicle.

The release cable 140 has a loop 142 that a user is able to pull, resulting in a force exerted on the lever 110 by the release cable 140 via latch cable part 202 and subsequent actuation of the latch cable part 201 connected to cable attachment 112 to release latch 180.

The release cable 140 may be of sufficient length to extend into an interior of a vehicle so that a user may access at least the loop 142 of the release cable 140 from the interior of the vehicle in order to actuate the latch cable part 201 and release the latch 180.

The latch cable part 201 is covered by the cable sleeve 220 on the portion of the latch cable 200 between the cable bend guide 210 and the latch 180.

Figure 5 is a perspective view of an alternative embodiment of the latch actuation system 100.

The latch actuation system 100 of Figure 5 comprises a first latch 180 coupled to the latch cable 200 and a second latch 190 coupled to the latch cable 200. Latch cable 200 has a first portion 200a coupled to the cable attachment 112 and a second portion 200b that runs from the first latch 180 to the second latch 190.

The first latch 180 and the second latch 190 are arranged in series with one another. A series arrangement of the first latch 180 and the second latch 190 within the latch actuation system 100 means that the latch actuation system 100 is compatible with existing latches and cable routing used within some vehicles, thus, avoiding the need for costly and time-consuming production of specific latch designs.

Alternatively, the first latch 180 and the second latch 190 may be arranged in parallel with one another. In such an embodiment, a portion of the latch cable 200 would be split into a first portion 200a, that couples latch cable part 201 to the first latch 180, and a second portion 200b that couples latch cable part 201 to the second latch 190. As such, latch cable 200 would form a Ύ-shape" using latch cable part 201 as the stem, and first and second portions 200a, 200b as the branches.

Actuation of the latch cable part 201 results in release of both the first and the second latches 180, 190. Using a force amplifier in the latch actuation system 100 with the first latch 180 and the second latch 190 makes the first and second latches 180, 190 reduces the force required to be applied to the manual actuation mechanism 140 by a user to release.

Figure 6 is a perspective view of the latch actuation system of Figure 5. Figure 6 shows more detail of the latches 180 and 190, shown only in schematic form in Figure 5.

Figure 7 is a perspective and more detailed view of the first latch 180 of Figure 6.

The first latch 180 has a mechanism 182 which is arranged to open when an obstruction 183, attached to the latch cable part 201 at a position between the first latch 180 and the second latch 190, passes through the mechanism 182 in response to actuation of the latch cable part 201.

As an example, mechanism 182 may be a hinged claw and obstruction 183 may be shaped to aid in opening of mechanism 182, so may be a nipple, such as nipple 113. Alternatively, obstruction 183 may be mushroom shaped with a dome-shaped head attached to a stem.

Opening of the mechanism 182 causes release of the first latch 180.

Portion 200a of latch cable 200 runs from the first latch 180 to the cable attachment 112 of lever 110. Portion 200a passes through cable guide 210.

Portion 200b of latch cable 200 runs from the first latch 180 to the second latch 190 and is coupled to the second latch 190. Portion 200b may be coupled to latch 190 in the same way as portion 200a couples to latch 180.

Figure 8 is a side view of a vehicle 500 comprising a latch actuation system 100.

The latch actuation system 100 is located on a body structure of vehicle 500. In the illustrated example the body structure defines a front storage space of vehicle 500.

The latch actuation system 100 is arranged to release the latch 180 which controls a bonnet 550. The bonnet 550 is an aperture closure for the front storage space of vehicle 500.

The latch 180 keeps the bonnet 550 of the front storage space in a primary latched position until the latch 180 is released. Release of the latch 180 may cause the bonnet 550 to be in a secondary latched position. In such a secondary latched position the bonnet 550 is held by a further latch of the bonnet 550. The further latch is manually releasable. By releasing the further latch the bonnet 550 opens and allows access to the front storage space of vehicle 500.

As an alternative, the aperture closure of a vehicle aperture may a tailgate, a split-tailgate, or a trunk sometimes known as a boot or a boot lid.

Figure 9 is a flow chart of a method 400 of controlling a vehicle latch 180 using two latch release mechanisms. The method 400 comprises coupling 420 a latch cable 200 to a latch cable coupler 110 to enable the latch cable to be actuated by way of the latch cable coupler. The method 400 further comprises coupling 440 a latch 180 to the latch cable 200. The method 400 further comprises coupling 460 a first release mechanism 120 to the latch cable coupler 110 such that a force exerted on the latch cable coupler 110 by the first release mechanism 120 is amplified and applied to the latch cable 200 to actuate the latch cable 200. The method further comprises coupling a second release mechanism 140 to the latch cable coupler 110 such that a force exerted on the latch cable coupler 110 by the second release mechanism is amplified and applied to the latch cable 200 to actuate the latch cable 200. Optionally, the method 400 further comprises actuating 480 the latch cable 200 in dependence on exertion of a force on the latch cable coupler 110 by either of the first or second release mechanisms 120, 140 in order to control the latch 180.

The method 400 may further comprise, in dependence on actuating the vehicle aperture closure latch cable 200, releasing the latch 180. A latch actuation controller can be formed from the latch cable coupler 110 of Figures 2-6 having a cable attachment 112 for the latch cable 200 and a coupling point 116 for attaching the manual actuation mechanism 140; and the electrically-operated actuator 120, where the latch cable coupler 110 has a force amplifier.

Using a latch cable coupler 110 that is arranged to enable both a manual actuation mechanism 140 and an electrically-controlled actuator 120 to actuate a vehicle aperture closure latch cable 200 of a vehicle aperture closure latch results provides a latch actuation controller 150 that can be used with latches and cable routing designed for some preexisting vehicle aperture closures latches. In this way excessive re-design costs may be avoided.

In addition, due to the force amplifier, the level of force required to actuate the vehicle aperture closure latch cable 200 provided from either of the manual actuation mechanism 140 and the electrically-controlled actuator 120 is reduced, making the manual actuation mechanism 140 easier to use by a user. Moreover, use of a smaller, less powerful, and less expensive electrically-controlled actuator 120 is also possible.

Furthermore, the latch actuation controller 150 described above provides a remotely operable latch actuation controller 150 for a vehicle aperture closure latch 200, avoiding the need for a user to enter the interior of a vehicle to open such a vehicle aperture in a first instance, whilst also providing a manual override to allow access to the vehicle aperture in the event of failure of the electrically-operated actuator 120, in accordance with regulations.

Whilst the secondary latched position of the aperture closure is described as allowing a further latch of the aperture closure to be manually released, subject to legislative requirements, in a variation, the latch actuation system 100 may also release the further latch.

Claims

1. A latch actuation system for a vehicle aperture closure latch cable, the latch actuation system comprising: an electrically-controlled actuator; a latch cable coupler having a cable attachment for a latch cable and arranged to couple the electrically-controlled actuator to the latch cable to enable the electrically-controlled actuator to actuate the latch cable; and a manual actuation mechanism coupled to the latch cable coupler, wherein the latch cable coupler is arranged to enable the manual actuation mechanism to actuate the latch cable; wherein: the latch cable coupler comprises a force amplifier for amplifying a force exerted on the latch cable coupler by each of the electrically-controlled actuator and the manual actuation mechanism.

2. The latch actuation system of claim 1, wherein the latch cable coupler is a lever pivotable about a pivot point.

3. The latch actuation system of claim 2, wherein the lever is arranged to amplify, to different extents, a force exerted on the latch cable coupler by each of the electrically-controlled actuator and the manual actuation mechanism.

4. The latch actuation system of claim 3, wherein the lever is configured to pivot about the pivot point in response to the force exerted on the latch cable coupler by each of: the electrically-controlled actuator; and the manual actuation mechanism.

5. The latch actuation system of any of claims 2 to 4, wherein the electrically-controlled actuator is arranged to push the lever on a same side of the lever as the cable attachment.

6. The latch actuation system of any of claims 2 to 5, wherein the manual actuation mechanism is arranged to pull the lever on an opposite side of the lever to the cable attachment.

7. The latch actuation system of any of claims 2 to 6, wherein the electrically-controlled actuator is configured to exert force on the lever at an actuation point, wherein the cable attachment is closer to the pivot point than the actuation point.

8. The latch actuation system of any of claims 2 to 7, wherein the manual actuation mechanism is coupled to the lever at a coupling point, wherein the cable attachment is closer to the pivot point than the coupling point.

9. The latch actuation system of claim 8, wherein the actuation point of the electrically-controlled actuator is closer to the pivot point than the coupling point of the manual actuation mechanism.

10. The latch actuation system of any of claims 8 or 9, wherein the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage greater than 1 at the cable attachment to actuate the latch cable.

11. The latch actuation system of claim 10, wherein the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage in the range from 1 to 2 at the cable attachment to actuate the latch cable.

12. The latch actuation system of claim 11, wherein the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage in the range from 1.2 to 1.8 at the cable attachment to actuate the latch cable.

13. The latch actuation system of claim 12, wherein the cable attachment and the coupling point are arranged such that the lever provides a mechanical advantage of 1.8 at the cable attachment to actuate the latch cable.

14. The latch actuation system of any of claims 7 to 13, wherein the cable attachment and the actuation point of the electrically-controlled actuator are arranged such that the lever provides a mechanical advantage greater than 1 at the cable attachment to actuate the latch cable.

15. The latch actuation system of any of claims 7 to 14, wherein the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage in the range from 1 to 2 at the cable attachment to actuate the latch cable.

16. The latch actuation system of any of claims 7 to 15, wherein the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage in the range from 1.2 to 1.8 at the cable attachment to actuate the latch cable.

17. The latch actuation system of any of claims 7 to 16, wherein the cable attachment and the actuation point are arranged such that the lever provides a mechanical advantage of 1.5 at the cable attachment to actuate the latch cable.

18. The latch actuation system of any preceding claim, further comprising a control unit, wherein the control unit is coupled to the electrically-controlled actuator and provides a control signal to the electrically-controlled actuator that causes the electrically-controlled actuator to exert a force on the lever.

19. The latch actuation system of claim 18, wherein the control unit is configured to receive a wireless instruction signal from an instructing device, and, in response to receiving the instruction signal, generate the control signal.

20. The latch actuation system of any preceding claim, wherein the electrically-controlled actuator is one of the following: an electric linear actuator or an electric rotary actuator.

21. The latch actuation system of any preceding claim, wherein the manual actuation mechanism is an emergency release pull cable.

22. The latch actuation system of claim 21, wherein the emergency release pull cable has a length in the range from 0.4 m to 2.5 m.

23. The latch actuation system of any preceding claim, further comprising a latch cable coupled to the cable attachment.

24. The latch actuation system of claim 23, wherein the latch cable has a length in the range from 0.1 m to 1.0 m.

25. The latch actuation system of claim 23 or claim 24 further comprising: a first latch coupled to the latch cable; and a second latch coupled to the latch cable.

26. The latch actuation system of claim 25, wherein the first latch and the second latch are arranged in series with one another.

27. The latch actuation system of any preceding claim wherein the latch actuation system is for an aperture closure of a vehicle.

28. The latch actuation system of claim 27 wherein the aperture closure is a bonnet for a vehicle.

29. The latch actuation system of claim 28, wherein the bonnet is located at the front of the vehicle.

30. A vehicle comprising the latch actuation system of any of claims 1 -29.

31. A latch actuation controller for a vehicle aperture closure latch cable, the latch actuation controller comprising: a latch cable coupler comprising: a cable attachment for a latch cable; and a coupling point for attaching a manual actuation mechanism, wherein the latch cable coupler is arranged to enable the manual actuation mechanism to activate the latch cable; and an electrically-controlled actuator, wherein the latch cable coupler is arranged to couple the electrically-controlled actuator to the latch cable to enable the electrically-controlled actuator to activate the latch cable; wherein: the latch cable coupler comprises a force amplifier for amplifying a force exerted on the latch cable coupler by each of the manual actuation mechanism and the electrically-controlled actuator.

32. The latch actuation controller of claim 31, further comprising a control unit, wherein the control unit is coupled to the electrically-controlled actuator and provides a control signal to the electrically-controlled actuator that causes the electrically-controlled actuator to exert a force on the latch cable coupler.

33. The latch actuation controller of claim 32, wherein the control unit is configured to receive a wireless instruction signal from an instructing device, and, in response to receiving the instruction signal, generate the control signal.

34. A method for controlling a vehicle latch using two latch release mechanisms, the method comprising: coupling a latch cable to a latch cable coupler to enable the latch cable to be actuated by way of the latch cable coupler; coupling an electrically-controlled actuator to the latch cable coupler such that a force exerted on the latch cable coupler by the electrically-controlled actuator is amplified and applied to the latch cable to actuate the latch cable; and coupling manual actuation mechanism to the latch cable coupler such that a force exerted on the latch cable coupler by the manual actuation mechanism is amplified and applied to the latch cable to actuate the latch cable.