KR101736348B1 - Vehicle door latch with electronic override - Google Patents

Abstract

In one embodiment of the invention, a latch system for a vehicle door is provided. The latch system includes a latch assembly, an accelerometer that measures the acceleration of the vehicle, and a controller that is communicatively coupled to the accelerometer. The control unit controls the operation of the latch assembly. The control unit blocks movement of the latch assembly to the disengaged position to block opening of the door when the measured acceleration exceeds a predetermined threshold.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle door latch with electronic override,

This application is a priority claim based on U.S. Patent Application No. 61 / 859,949, filed July 30, 2013, the contents of which are incorporated herein by reference.

This application is related to the contents of U.S. Patent Application No. 13 / 549,389, filed on July 13, 2012, which claims priority to U.S. Patent Application No. 61 / 507,803, filed July 14, 2011 , The contents of each application being incorporated herein by reference.

One embodiment of the invention relates to latches, in particular car latches.

Conventionally known vehicles include replaceable panels such as doors, windows, hoods, trunk lids, hatches and the like, which are hinged or slidingly attached to the vehicle body. Conventional latch and striker cooperation systems are provided to keep the panels in a fixed position in a fully closed position when the panel is closed.

The conventional door latch includes a fork bolt that is rotated between a release position and a priority engagement position. The conventional fork bolt is fixed to the first engagement position by the detent lever which rotates between the engagement position and the disengagement position. The detent lever of the prior art is capable of resilient movement to the engagement position and secures the fork bolt to the first engagement position when it is disposed at the engagement position and when the door is moved to the disengagement position The fork bolt is released.

When the door is closed, the fork bolt is rotated to the first engagement position by a striker attached to a door jamb, for example. At the first engagement position, the detent lever maintains the fork bolt in engagement with the assembly.

The present invention provides a latch assembly in which the detent lever can be prevented from being inadvertently moved to the disengaged position.

An embodiment of the present invention provides a latch system for a door of a vehicle. The latch system includes a latch assembly, an accelerometer for measuring the acceleration of the vehicle, and a controller communicatively coupled to the accelerometer. The control unit is configured to control the operation of the latch assembly and the control unit prevents the latch assembly from moving to the disengaged position when the measured acceleration exceeds the predetermined threshold value to block the opening of the door.

In another embodiment of the present invention, a vehicle is provided. The vehicle includes a door and a latch system for the door. The latch system includes a latch assembly, an accelerometer for measuring the acceleration of the vehicle, and a controller communicably connected to the accelerometer. The control unit controls the operation of the latch assembly, and when the measured acceleration exceeds a preset threshold value, the control unit blocks the latch assembly from moving to the disengaged position.

In yet another embodiment of the present invention, a method of controlling a latch assembly for a vehicle door is provided. The control method comprising the steps of: communicatively connecting the control unit to the latch assembly; communicably connecting the accelerometer to the control unit; measuring the acceleration of the vehicle using the accelerometer; And determining whether the latch assembly is detached based on information on whether the threshold value is exceeded.

The features described above and the effects of the present invention will be readily apparent to those of ordinary skill in the art from the following detailed description, drawings and appended claims.

Embodiments of the present invention will be described with reference to the accompanying drawings.
1 is a view showing a fork bolt and a detent of a vehicle latch at a latching position.
Fig. 2 is a view showing the fork bolt and the detent of the vehicle latch at the unlocking position. Fig.
3 is a view showing a latch having a second lever rotating about the same axis of rotation together with a detent lever.
4 is a view showing a latch having a rotation blocking member for preventing the rotation of the detent lever in the open position when the blocking member is disposed at the position shown in Fig.
Figs. 5 and 6 are views showing a linear cam arrangement or openings constituting the blocking member shown in Figs. 1 to 4. Fig.
7 is a view showing an electric motor for a latch.
8 is a view showing the electric motor connected to the sliding rack.
9 is a view showing another embodiment of the present invention.
10 to 13 are views showing an example of a separation apparatus according to an embodiment of the present invention.
14 to 17 are views showing another embodiment of the present invention.
18A to 18E are views showing still another embodiment of the present invention.
18B is a cross-sectional view taken along line 18B-18B of Fig. 18A.
18D is a cross-sectional view taken along line 18D-18D of FIG. 18C.
19 is a perspective view of the mechanical device shown in Figs. 18A to 18E.
20 is a view showing a latching system for a vehicle door according to an embodiment of the present invention.
21 is a flow chart schematically showing one embodiment of a method of operating the latch system shown in Fig.

Embodiments of the present invention are directed to an apparatus and method for providing a latch assembly. Additionally, the embodiments are directed to a latch assembly having a fork bolt that is movably secured between an engaged position and an unlocked position. Wherein the latch assembly includes a detent lever movable between an engaged position and a disengaged position, the detent lever holding the fork bolt in the engaged position when the detent lever is disposed in the engaged position, The engaging surface of the detent lever contacts the engaging surface of the fork bolt. The latch assembly may also be configured such that when the fork bolt is disposed in the latching position and the shut-off mechanism is disengaged, the detent lever is pivoted until the predetermined physical force is applied to the detent lever, And an inertial barrier assembly having an electronic override control system for blocking movement to a disengaged position.

The door latches latch the door in a manner known per se when the door is closed and locked in a closed position and releases the latch engagement of the door according to a known manner to manually open the door, do.

Generally, the door latch includes a fork bolt for engaging the striker to the door post so as to engage the door when the door is closed, and an elastic detent lever for engaging and fixing the fork bolt at the locking position I have. Also, the conventional door latch includes a release mechanical device for moving the detent to a position for releasing the fork bolt so that the door can be opened and unlocked, and the use of the release mechanical device The opening / closing device.

According to one embodiment of the present invention, the latch assembly is configured to block the detent lever to prevent undesired opening when the latch or detent lever is exposed to high acceleration.

Reference is made to U.S. Patent Nos. 3,969,789, 6,053,543, 6,568,741, 8,376,416, and U.S. Published Patent Application No. 2012/0163207, the disclosures of which are incorporated herein by reference .

Inertial mechanisms have been applied to vehicle door latch systems to control the operation of internal components that assist in maintaining the door in the body of the vehicle in the event of a vehicle collision.

Because the structure and release mechanisms of the majority of vehicle latches are made of steel or thermoplastics resin, the devices are susceptible to inertial loads and thus may be accidentally released.

Some types of inertial devices use balancing materials on the lever to effectively block certain latches or handle components when the inertia reaches a certain level, thereby converting or rotating the blocking members to an enhanced level of inertial performance. Other forms of inertial enhancement systems may be electromechanical means (such as motors and gears, solenoids, etc.) for converting or rotating the above-mentioned blocking members.

The above-mentioned systems have limitations such as the vector to which inertia is applied, the level of inertia, corrosion and system strain.

One solution to the inertial energy applications described above is to use reaction systems, such as airbag technology, which is now available in almost all new vehicles. This type of system responds to the energy level immediately applied to the vehicle through a response to the sensing signal. This technology is a methodology for the time required for such detection situations. The time data for the inertial load occurring in the side impact collision situation is almost instantaneously close to about 10 mS. There is a growing need for a reaction system that senses, processes, and delivers electrical signals to devices that can effectively enhance the performance of the door latch system to maintain the doors of the vehicle. Experts point out that the time of the system is over 10 mS, which is insufficient to deal with all the side impact situations.

Another type of inertial energy mitigation device is in the form of an additional active system that senses the movement or speed of the vehicle, for example, the combined use of an electromechanical system. Such a system can not only withstand the inertial loads that occur in the event of a vehicle collision or rollover, but can also enhance the ability of the vehicle to withstand undesirable release operations caused by deformation of the vehicle body or associated mechanical release system. Such deformation may also cause inadvertent release of the vehicle door locking system. In the case of either the reaction system or the active system, the system can be released after a vehicle collision situation has occurred. This technique allows passengers to easily escape from the vehicle after a vehicle collision or rollover situation. The system may also be reset itself after the situation, or may be mechanically overridden as needed.

It is an object of the present invention to provide a desired system performance and a method for achieving the desired performance. Additionally, the present application is directed to a control system and method for electromechanically overriding an impact resistance enhancement system such that a passenger in a vehicle in which a vehicle crash or overturn situation occurs can release the engagement system after the situation.

20 is an exemplary illustration of a latch system 100 for a door 102 of a vehicle. In the present embodiment, generally, the latch system 100 includes an impact resistance enhancement system (CES) or latch assembly 104, a vehicle body control 106, a door control 108, a main power supply 110, (112) and an accelerometer (114). The latch assembly 104 is connected to the main power source 110 and the auxiliary power source 112 so as to be movable between the engaged position and the disengaged position together with the door 102. The vehicle body control unit 106 controls various components and functions of the vehicle.

In one embodiment of the present invention the power supplies 110 and 112 are arranged in series with the control units 106 and 108 such that the vehicle body control unit 106 is predominant and the door control unit 108 is auxiliary . However, power supplies 110 and 112 and controls 106 and 108 may be arranged in any suitable manner as long as system 100 can perform the functions described herein. For example, in FIG. 20, two examples of the arrangement relationship between the power supply sources 110 and 112 and the control units 106 and 108 are shown using a dot-dash line.

In an exemplary embodiment of the present invention, the control unit 108 is a precision control unit for the latch assembly 104. However, the vehicle body control 106 may control the latch assembly 104 at least partially. In an exemplary embodiment of the present invention, the control 108 is configured to detect whether the main power supply 110 is present and / or whether a power supply loss occurs in the main power supply 110. [ In addition, the control 108 is configured to convert the power source for operation of the latch assembly 104 from the main power source 110 to the auxiliary power source 112 when the main power source 110 is insufficient. For example, when the main power source does not have sufficient voltage to move the latch assembly 104 between the engaged and disengaged positions, the control 108 may convert to the auxiliary power source 112. [ However, the control unit 108 can convert the auxiliary power source 112 into the auxiliary power source 112 corresponding to the condition or state of the vehicle so that the latch system 100 can exercise the functions described in this specification.

In an exemplary embodiment of the invention, the primary power source 110 is a vehicle battery and the secondary power source 112 is a secondary battery and / or a battery. However, the main power supply 110 and the auxiliary power supply 112 may be suitable power sources from which the latch system 100 can perform the functions described herein, or may be electrical energy storage solutions.

In an exemplary embodiment of the invention, the control 108 determines from the position to determine whether the main power source 110 is present and to block the above-described detent lever from moving in the unlocked position, To change the state of the latch assembly 104 to a disengaged position at which the normal function of the latch assembly 104 can be exerted. If power is available from the main power supply 110 (i.e., no power loss), the controller 108 actuates the latch assembly 104 using the main power supply 110. If the control unit 108 determines that the main power source 110 generates power loss from the main power source 110 to such an extent that it is insufficient to change the position of the latch assembly 104 between the engaged position and the disengaged position, The control unit 108 operates the latch assembly 104 using the auxiliary power source 112. [ Although described as an auxiliary power source, the power source 112 may be used to provide other components or other operations of the vehicle or latch system 100.

In an exemplary embodiment of the present invention, the latch system 100 may further include a G-sensor or accelerometer 114 that monitors the external acceleration force and is communicatively coupled to the controller 108. The accelerometer 114 measures the inertia or acceleration of the vehicle and / or the door 102 at the occurrence of a particular vector or rotation and provides the measured information to the control unit 108. In a vehicle collision situation, particularly a vehicle rollover condition, the latch assembly 104 is disconnected from the main power source 110 for moving to the disengaged condition. However, the vehicle can still move with high acceleration or inertia. Thus, it is desirable for the latch assembly 104 to maintain the engaged position until the vehicle reaches a suitable or predetermined low acceleration or inertia. Thus, when the measured acceleration exceeds the pre-formed limit value, the control unit 108 blocks the detachment of the latch assembly 104. As another example, the controller 108 may be configured to receive signals from the accelerometer 114 and, based on the signals, determine whether the latch assembly 104 should be disconnected, as described in more detail below .

In an exemplary embodiment of the invention, the control unit 108 includes a processor 116 and a memory 118 that are configured to execute algorithms for controlling the latch assembly 104. However, the control unit 108 may include suitable parts for operating and executing the algorithm. Referring to FIG. 21, an exemplary method for controlling the latch assembly 104 is schematically illustrated as a flowchart 200 through an exemplary algorithm loop. In step 202, the control unit 108 determines whether a combined signal is received. If the combined signal is received, the controller 108 attempts to control the latch assembly 104 such that a latch (not shown) is engaged at the latching position. The combined signal may be transmitted from the vehicle body control unit 106, for example. However, the control unit 108 may receive a coupling signal from an appropriate part related to the vehicle. In step 204, the latch assembly 104 is powered by the main power source 110 in the engaged position if the combined signal is received in step 202. In step 206, the control unit 108 determines whether or not a separation signal has been received. If the separation signal is received, the control unit 108 attempts to control the latch assembly 104 to disconnect the latch. In addition, the control unit 108 determines in step 208 whether a low coronary force is detected by the accelerometer 114. If the external acceleration exceeds the predetermined threshold, the controller 108 controls the time delay to be performed in step 210 and repeatedly performs the inertia detection in step 208 to perform the 'n' time trial. If the detected external acceleration does not exceed the predetermined threshold, the controller 108 attempts to move the latch assembly 104 to the disengaged position using the power from the main power source 110 at step 212. If the acceleration level does not exceed the predetermined threshold after the " n " attempt in connection with the elapsed time, the signal is moved back to the main logic at step 213.

In step 214, the control unit 108 determines whether a power supply loss is detected from the main power supply 110. If the power supply loss is detected by exceeding a predetermined limit (i.e., the main power supply 110 can not provide sufficient power to move the latch assembly 104 to the disengaged position) The control unit 108 determines whether a low acceleration level is detected by the sensor 114 at step 216. If the low acceleration level is detected by the sensor 114, If the low acceleration is not detected, the control unit 108 controls the time delay to be performed in step 218 and repeatedly performs the acceleration detection in step 220 to perform the 'n' times trial. If the detected acceleration exceeds a predetermined threshold, then in step 220 the controller 108 attempts to move the latch assembly 104 to the disengaged position using power from the auxiliary power source 112.

For additional enhancement guarantees, an automatic safety loop may be added to the algorithm if the main power supply loss is not detected at step 214. Thus, in step 222, the control unit 108 determines whether a high acceleration is detected. In this regard, the latch assembly 104 can be disengaged to allow opening of the door 102 and passengers can easily escape from the vehicle. However, the control unit 108 determines whether it is safe for the latch assembly 104 to actually be disengaged (i.e., whether the vehicle is moving at a safe speed or in a stationary state). Thus, if a high acceleration above a preset threshold is detected, the control 108 determines whether power from the main power source 110 is present at step 224. If power is present the control 108 determines whether the latch assembly 104 is disengaged at step 226 and the controller 108 is coupled to the latch assembly 104 by the main power source 124 at step 228. [ do. Thus, the loop 200 can be used to determine the inertial or acceleration level and / or the vehicle speed detected by the accelerometer 114, the power supply level of the main power supply 110, the power supply level of the auxiliary power supply 112, May be successively repeated so that proper coupling and disengagement of the latch assembly 104 is made based on the state (coupled or disconnected), and signals received from the vehicle.

In an exemplary embodiment of the present invention, the loop 200 may be configured to detect a vehicle speed, an acceleration level, a main power source state, an auxiliary power source state, the detection of a position sensor input from the CES, To inspect and ensure the proper location of the Impact Strengthening System (CES). In addition, the controller 108 may check the condition of the auxiliary energy supply 112 and may transfer energy from the main power supply 110 to the auxiliary power supply 112, It can be restored to an appropriate level.

Exemplary embodiments of the latch assembly 104 are shown in Figures 1-19. However, the latch assembly 104 may have a suitable structure so that the latch system 100 can exhibit the functions described herein. In addition, the number of latch assembly forms may be utilized in mechanical or electromechanical arrangements to release mechanical latches, conventional latches, and an elastic latch of a fork bolt lever or one or more motor driven detents. However, the release can be accomplished with or without a pinch, detent, or other component as long as the door is released during actuation and is held in a substantially closed position prior to release.

Figure 1 shows the general layout of the fork bolts 1 and detents 2 of the vehicle latch in the latch position. 1, the striker 3 is shown. When the detent lever 2 is rotated to the open position as shown in Fig. 2, the fork bolt 1 can rotate to the open position releasing the striker 3 from the latch.

3, the second lever 4 is rotated about the same rotational axis 5 as the detent lever 2 and the second lever 4 is rotated about the component 6) to the detent lever (2).

4, a blocking member 7 is rotatably provided, and a portion 8 of the blocking member 7 is located in the open position when the blocking member 7 is disposed in the position shown in FIG. 4 The rotation of the detent lever 2 is delayed. The blocking member 7 rotates fixedly to the structural component 9 of the door latch so as to withstand the specific inertial loads assisting the release of the detent lever.

5 and 6 show a linear cam arrangement or opening 10 formed in the blocking member 7 described above. In one embodiment of the present invention, the sliding rack 11 has a built-in cam drive element 12 that contacts or slides within the linear cam component 10 of the blocking member, The movement of the cam drive element 12 causes the blocking member 7 to rotate to a desired position when the sliding rack 11 is moved as shown in Figs.

7 shows an electric motor 13 connected to the worm gear 14 in contact with the helical gear 15. The spur gear 16 is embedded in the helical gear. 8 shows an electric motor 13 connected to the sliding rack 11. As shown in Fig. The spur gear 16 is in contact with the teeth 17 integrally molded on the sliding rack 11. Therefore, the electric motor 13 is preferably arranged so as to block the release member 7 from moving in the unlocking direction so as to operate according to the conventional manner or to disable the inertia effect of the detent lever, Position.

Figure 9 illustrates another exemplary embodiment of the methodology described above. The conversion blocking member 18 is used differently from the rotation blocking member. Figure 9 also shows another pawl bolt 19 and detent 20 moving along the release direction 21 of the detent lever. When the conversion blocking member 18 is moved to the A position shown by the broken line in FIG. 9, the detent is disposed at a position where it moves and functions according to the standard method. However, when the blocking member 18 is disposed at the B position, the detent lever releasing direction is converged, and the blocking member 18 blocks the detent from moving to the releasing position.

In order for the blocking member 18 to move between the A position and the B position, an internal thread 22 is provided. The internal thread portion 22 contacts the power screw member 23 and is driven by the power screw member 23 so that the blocking member 18 is rotated by the rotation of the power screw member 23 Allowing it to be selectively driven in the desired position. In one embodiment of the present invention, the power screw member 23 has a helical gear 24 that contacts the worm gear 25 mechanically connected to the electric motor 26. Thus, selective rotation of the motor causes subsequent movement of the blocking member to the desired position.

Figures 1-9 illustrate a system with two solutions for enhancing the load relief of an inertia situation, but do not consider the load state that occurs when the vehicle is subjected to a side impact collision. Deformation of the vehicle body during the side impact collision is often enough to disengage the mechanical device to deform the release cable or rod and may require sheet metal due to impact applied to the latch. Any one of these situations can cause a high load on the release system. If the blocking member is engaged with the detent lever in this load state, permanent deformation or sudden failure of the latch release system can easily occur. Thus, a stronger solution to the disengagement of the latch release mechanism is required, and in addition, a blocking member which prevents the detent lever from moving to the release position will be required.

For example, referring to the structure of the fork bolt and the detent lever shown in Figs. 1 to 3 described above, the pressing force 27 applied to the detent release lever 6 from the releasing mechanism is transmitted to the two And may cause rotation of the detent lever in the unlocked position due to permanent connection between the members.

In another embodiment of the invention, as the movement of the detent blocking member 7 disengages the detent release lever 6 from the release mechanical device, the detent release lever 6 releases the detent Clutch member 7 is engaged. Fig. 10 shows an embodiment of such a separating device. In this embodiment, the separating device includes an input lever 30 movable by a latch release mechanism according to a detent release lever 4, a clutch lever 28, a return spring 29, a vector 31, .

Figure 11 shows in greater detail the relationship between the detent lever 2, the detent release lever 7 and the input lever 30 to show the engagement position 32. [ The detent release lever and the input lever can move independently of each other unless they are connected to each other through the clutch lever 28. [ The clutch lever is pinned to the detent release lever via the pin 33 so that it can rotate with the detent release lever and rotate about the pin 33. [ The clutch lever is resiliently moved in the direction of the arrow 34 at the engaged position.

Figure 12 shows the detent blocking member 7 having an integral component 35 that contacts the contact surface 36 of the clutch lever 28. [ Thus, the rotation or movement of the blocking member 7 to the engagement position shown in Fig. 13 drives the clutch lever 28 such that the detent release lever and the input lever are separated by the illustrated region 37 . When the input lever 30 is disengaged from the detent release lever, the pushing force or the movement applied to the latch release mechanism in the direction of the arrow 31 can be transmitted to the detent lever or the blocking member And thus a problem arising from inadvertent release operation can be removed from the latch.

From this viewpoint, the electric motor receives energy through the control unit to engage or disengage the blocking member. However, if the blocking member is engaged and power transmission to the control unit or the vehicle door latch is interrupted, the passenger will not be able to open the door under certain circumstances. Thus, in an exemplary embodiment of the present invention, a manual priority system, or an energy assistance system, is provided for this situation.

Consideration of the manual override mechanism for the detent lever release / release machine separator results in a related problem. If the passenger or the inadvertent release drive disconnects the blocking member, the object of the present invention to enhance the inertia and impact resistance performance of the vehicle will not be achieved. However, considering the problem of the collision situation, people are less likely to go through the steps required to drive the auxiliary lifting mechanism than they would not operate the lifting handle. Thus, an override mechanism that is somewhat coupled to a conventional release mechanism would be desirable. However, in the event of a collision or rollover, if the override mechanism is coupled to a conventional release chain of the door latch, then the present invention may be applied to some inertial collisions, which are capable of releasing the door latch mechanism, Or connection driving situations can be configured.

Thus, according to an exemplary embodiment of the present invention, this feature of the manual override methodology requires a plurality of release movements for returning the blocking member to the disengaged position, and escape from the vehicle by this movement is possible. For example, the shape shown in FIG. 14 uses three unlocking motion methodologies, but the number of unlocking motions is merely a theoretical one.

For example, referring to the arrangement of the motor / worm gear / Helicalel gear shown in FIG. 7 and FIG. 14, a release mechanism lever or link 38 may be engaged with the detent release mechanism 38, And the conversion of the release link 38 in the direction of the arrow 40 transfers one energy to the detent to release the door. However, this technique occurs when the detent blocking member is detached.

In the combined detent blocking member 7, the pressing force exerted on the release mechanism does not provide energy or movement to the detent.

Referring to FIG. 15, the release link 38 is formed to have a component 41 that contacts the complementary bag driving element 42 embedded in the helical gear 15. As shown, in the exemplary embodiment of the invention, the feature is an integral, flexible feature, but a separate component can be applied to perform the same function. When the blocking member 7 is engaged, the Helicalel gear is moved in the direction of rotation of the component (not shown) engaging the release link 38, so that the change of the release link 38 does not provide force or energy to the detent. 42 ") or back-drive "teeth" 42,43.

Thus, if the release link 38 and the associated contact feature 41 are translated along the direction of the arrow 40 at the release position as shown in Figure 16, Engage with the drive element 42 and can later rotate the helical gear 15 along the direction of the arrow 44. [ This process may cause the helical gear 15 to move by a predetermined amount and the driving rack 11 connected to the helical gear 15 to be shifted by a predetermined distance. When a movement is performed for a second time, the back-drive movement of the helical gear 15 can expose the teeth 43 of the back-drive components for engagement by the release link 38.

16, the link contact component 41 is moved along the direction of the arrow 46 with the teeth 43 and the helical gear teeth 42, The subsequent back-drive elements 43 are associated with each other so that the bag-driving machinery is reassembled with the helical gear 15, and the subsequent lifting movements applied to the releasing link are such that the helical gear 15 And may be caused to move back to the disengaged position.

When the helical gear 15 is disposed in the disengaged position, the translation of the disengagement link 38 along the direction of the arrow 40 can deliver one energy to the detent, have. Thus, the system shown in Figures 14-17 uses three release motions to release the latch from the vehicle body as a whole.

17 with reference to this feature, the blocking member 7 has a dwell portion 47 formed in the linear cam slot, and the detent blocking member 7 is fixed to the linear cam slot When the blocking member is disposed in the engagement position (7) where no energy or pressing force is applied, the releasing link has a first movement.

As shown in the figure, the built-in cam drive element 12 is received in the linear cam slot 10 of the sliding rack 11, and the first movement of the release link 38 moves the large- Position 48, so that no energy or movement is applied to the blocking member. However, when the releasing link has the second releasing motion, the main portion 47 is moved from the one position 48 to the one position 49, and the blocking member is driven to the separating position 50. A subsequent third release movement of the release link may release the detent lever from the latch position.

Thus, the system shown in Figs. 14-17 is configured to release the latch from the vehicle body when the detent blocking member 7 is disposed in the engaged position and the release mechanism is actuated. The situation of the release motion is used.

In this specification, the terms "first "," second ", and similar terms are used to distinguish one element from another, not to denote a particular order, quantity or importance, Quot; and "one" are to be interpreted to mean one or more than one, not to indicate a limitation of quantity. In addition, it is noted that the terms "below" and "above" are used herein for convenience of description and are not used to limit the position or space.

The term "about" used in relation to quantity refers to a constant value and has a contextually indicated meaning (eg, interpreted as a term that includes the degree of error in relation to the measurement of a particular quantity).

While the present invention has been described with reference to exemplary embodiments, those skilled in the art will readily appreciate that many modifications are possible in the exemplary embodiments without materially departing from the scope of the present invention. In addition, many modifications may be applied to specific situations or materials, without departing from the scope of the present invention. Accordingly, it is intended that the invention not be limited to the particular embodiment (s) best expressing the invention, but that the invention will include all embodiments falling within the scope of the following claims.

Claims (20)

A latch system for a vehicle door,
A latch assembly;
An accelerometer for measuring an acceleration of the vehicle; And
And a control portion communicatively coupled to the accelerometer for controlling operation of the latch assembly,
The control unit controls the latch assembly to block movement of the latch assembly to the disengaged position in order to block the opening of the door when the measured acceleration exceeds a preset limit value,
Wherein the control unit includes a processor,
Wherein the processor executes a continuous loop algorithm.
The method according to claim 1,
Further comprising a first power source and a second power source,
Wherein the control unit determines whether the first power source is present and selects the second power source for operation of the latch assembly.
3. The method of claim 2,
Wherein the control unit selects the first power source for operation of the latch assembly when the first power source is sufficiently capable of operating the latch assembly.
3. The method of claim 2,
Wherein said first power source is the main power source of the vehicle.
3. The method of claim 2,
And said second power source is an electrical energy storage device.
The method according to claim 1,
And a vehicle body control unit communicably connected to the control unit,
And the vehicle body control unit transmits a coupling signal and a separation signal to the control unit.
The method according to claim 6,
Wherein the control unit couples the latch assembly using a first power source receiving the combined signal,
Wherein the controller disconnects the latch assembly when the measured acceleration does not exceed a predetermined threshold and the split signal is received.
delete The method according to claim 1,
The above-mentioned algorithm is characterized in that the above-
Whether a combined signal is received;
Whether a separation signal is received;
Whether the measured acceleration exceeds a predetermined threshold;
Whether a power source for the latch assembly is present;
Whether loss of power source occurs; And
To determine whether the latch assembly is disengaged.
The method according to claim 1,
The latch assembly includes:
A fork bolt movable between an engaged position and an unlocked position;
A detent lever movable between a mating position and a detached position; And
And an inertial shield assembly for blocking the detent lever from moving to the disengaged position when the inertial shield assembly is disposed in the disengaged position,
When the detent lever is disposed at the engagement position, the detent lever causes the fork bolt to be disposed at the engagement position,
The engagement surface of the detent lever being in contact with the mating surface of the fork bolt.
door; And
And a latch system for use in the door,
The latch system includes:
A latch assembly;
An accelerometer for measuring an acceleration of the vehicle; And
And a control portion communicatively coupled to the accelerometer for controlling operation of the latch assembly,
The control unit controls the latch assembly to block movement of the latch assembly to the disengaged position in order to block the opening of the door when the measured acceleration exceeds a preset limit value,
Wherein the control unit includes a processor,
Wherein the processor executes a continuous loop algorithm.
12. The method of claim 11,
Further comprising: a vehicle body control unit communicably connected to the control unit,
And the vehicle body control unit transmits a coupling signal and a separation signal to the control unit.
13. The method of claim 12,
Wherein the control unit couples the latch assembly using a first power source receiving the combined signal,
Wherein the control unit separates the latch assembly when the measured acceleration does not exceed a predetermined threshold and the split signal is received.
CLAIMS 1. A method of controlling a latch assembly for a vehicle door,
A control portion communicatively coupled to the latch assembly;
The accelerometer being communicatively coupled to the controller;
Measuring an acceleration of the vehicle using the accelerometer; And
Determining whether the latch assembly is detached based on whether the measured acceleration exceeds a predetermined threshold.
15. The method of claim 14,
≪ / RTI > further comprising coupling the latch assembly using a power source when the controller receives the coupling signal.
15. The method of claim 14,
Further comprising the step of separating the latch assembly using a power source when the control unit receives the disconnect signal and the measured acceleration has a value less than a predetermined threshold.
15. The method of claim 14,
Further comprising determining whether a power supply loss is detected in the first power supply.
18. The method of claim 17,
Further comprising separating the latch assembly using a second power source when power loss of the first power source is detected and the measured acceleration has a value less than a preset limit value .
15. The method of claim 14,
Further comprising the step of determining whether a power supply is present.
20. The method of claim 19,
Further comprising coupling the latch assembly when the measured acceleration exceeds a predetermined threshold and the power source is present and the latch assembly is disconnected.

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