WO2021009935A1

WO2021009935A1 - Vehicle latch system

Info

Publication number: WO2021009935A1
Application number: PCT/JP2019/040727
Authority: WO
Inventors: 道夫大橋
Original assignee: 三井金属アクト株式会社
Priority date: 2019-07-16
Filing date: 2019-10-16
Publication date: 2021-01-21
Also published as: JP2021014760A; JP7210854B2

Abstract

In order to prevent vibration of a lid during traveling without causing a cost problem, this vehicle latch system is provided with: a secondary latch unit 20 that limits movement of a bonnet 3 in an opening direction with respect to a vehicle body 1 through engagement with a secondary striker 30 of the vehicle body 1 when the bonnet 3 is closed to a pop-up position reached before reaching a full closing position with respect to the vehicle body 1; a primary latch unit 50 that limits the movement of the bonnet 3 in the opening direction with respect to the vehicle body 1 by maintaining engagement with a primary striker 10 of the bonnet 3 when the bonnet 3 is closed to the full closing position with respect to the vehicle body 1; and a striker driving device 70 that displaces the bonnet 3 between the full closing position and the pop-up position with respect to the vehicle body 1 by moving the secondary striker 30 with respect to the vehicle body 1 in the state of being engaged with the secondary latch unit 20.

Description

Vehicle latch system

The present invention relates to a vehicle latch system that limits the opening of a lid such as a bonnet provided on a vehicle body.

The bonnet provided in the front part of the vehicle body is usually provided with two latch units between the bonnet and the vehicle body. One of the latch units restricts the movement of the bonnet in the opening direction by engaging with the striker when the bonnet is closed to the fully closed position (hereinafter, referred to as a primary latch unit). The other latch unit restricts the movement of the bonnet in the opening direction by engaging the striker when the bonnet is closed to a pop-up position in front of the fully closed position (hereinafter, secondary latch unit). ). In this way, according to the latch system including two latch units, even if the primary latch unit is inadvertently released, the opening of the bonnet is restricted by the secondary latch unit, and the bonnet pops up. There is no risk of inviting a situation of opening beyond.

In recent latch systems, a plurality of primary latch units are provided between the vehicle body and the bonnet to prevent the bonnet from vibrating during traveling (see, for example, Patent Document 1). ).

European Patent Application Publication No. 2149655

By the way, regarding the primary latch unit, it is possible to release the meshing state with the striker by the release operation from the driver's seat. On the other hand, the secondary latch unit is generally released by a manual operation at the pop-up position with the meshed state of the primary latch unit released. For this reason, in the conventional latch system, a pop-up device is provided in the primary latch unit so that the bonnet is opened to the pop-up position when the meshing state with the striker is released. However, in a latch system provided with a plurality of primary latch units, a plurality of pop-up devices are also required, which is not always preferable in consideration of cost.

In view of the above circumstances, an object of the present invention is to provide a vehicle latch system capable of preventing the vibration of the lid during traveling without causing a cost problem.

In order to achieve the above object, the vehicle latch system according to the present invention is provided between a vehicle body and a lid that is openable and closable with respect to the vehicle body to open the lid to the vehicle body. A limiting vehicle latch system, the first striker provided on one of the vehicle body and the lid, and the lid provided on the other of the vehicle body and the lid and fully closed with respect to the vehicle body. One of the vehicle body and the lid, the first latch unit that restricts the movement of the lid in the opening direction with respect to the vehicle body by engaging with the first striker when closed to the pop-up position in front of the position. The second striker provided in the vehicle and the other of the vehicle body and the lid are provided, and when the lid is closed to the fully closed position with respect to the vehicle body, the meshing state with the second striker is maintained. A second latch unit that restricts the movement of the lid in the opening direction with respect to the vehicle body and the first striker in a state of being meshed with the first latch unit are applied to one of the vehicle body and the lid. It is characterized by including a striker drive device that displaces the lid between the fully closed position and the pop-up position with respect to the vehicle body by moving.

Further, the present invention includes a meshing sensor for detecting the meshing state of the first striker and the first latch unit in the vehicle latch system described above, and the output of the meshing sensor changes from non-meshing detection to meshing detection. The striker drive device is pulled in and operated only when the state changes, and the lid is moved toward the fully closed position via the first striker.

Further, according to the present invention, in the vehicle latch system described above, the arrangement position of the meshing sensor is changed in the meshed state in which the first striker is engaged with the first latch unit and in the non-engaged state in which the meshed state is released. It is characterized in that it operates via a detection lever.

Further, according to the present invention, in the vehicle latch system described above, the striker drive device moves in a direction intersecting the moving direction of the first striker with a mounting base that movably supports the first striker. The movable member is provided with a movable member supported by the mounting base and a cam mechanism provided between the movable member and the first striker and converting the movement of the movable member into the movement of the first striker. The first striker is moved with respect to one of the vehicle body and the lid by the movement of the first striker.

Further, according to the present invention, in the vehicle latch system described above, the striker drive device links a driving member that reciprocates by the operation of a drive source with the driving member and the movable member, and reciprocates the driving member. Is provided with a link member for transmitting the above to the movable member.

Further, according to the present invention, in the vehicle latch system described above, the second latch unit is rotatably arranged with respect to the second base member and the second base member, and the lid is rotatably arranged with respect to the vehicle body. A latch that can be engaged with the second striker by rotating in the meshing direction when closed, and a latch that is movably arranged on the second base member, and the second striker is engaged with the latch. When the lid is arranged in the fully closed position, it is provided with a ratchet that limits the rotation of the latch in the release direction by engaging with the latch, and the ratchet is released from being engaged with the latch. By moving in the direction, the meshing state between the second striker and the latch is released, and the striker drive device moves the lid from the pop-up position to the fully closed position with respect to the vehicle body. The lid is arranged at a standby position between the pop-up position and the fully closed position.

Further, the present invention is characterized in that, in the vehicle latch system described above, the striker drive device once passes through the fully closed position when the lid arranged in the standby position is moved to the pop-up position.

Further, in the above-described vehicle latch system, the present invention includes a second release operation unit that moves the ratchet in the release direction via a release cable when the release operation is performed, and the second latch unit includes the first release operation unit. 2 An open switch is provided to output an operation signal after the release operation unit is released and before the release cable moves the ratchet in the release direction, and the striker drive device outputs a drive signal from the open switch. When this is done, the lid arranged in the standby position is moved to the fully closed position.

Further, according to the present invention, in the vehicle latch system described above, the first latch unit is rotatably arranged with respect to the first base member and the first base member, and when rotated in the meshing direction, the first latch unit is described. A meshing member capable of meshing with one striker and an urging member for urging the meshing member with respect to the first base member in the meshing direction are provided, and the meshing member includes the lid with respect to the vehicle body. A first release operation unit is provided at a position between the vehicle body and the lid so that it can be operated from the outside when is arranged at the pop-up position, and the first release operation unit is directed toward the lid. It is characterized in that the meshing member is rotated in a direction in which the meshing with the first striker is released when the vehicle is moved in a close direction.

According to the present invention, it is possible to prevent the lid from vibrating during traveling by providing a plurality of second latch units. Moreover, since the striker drive device for moving the lid between the pop-up position and the fully closed position by moving the first striker is provided, it is not necessary to provide the pop-up device in the second latch unit, and the second Even if the number of latch units is increased, the cost does not increase in proportion to the number of latch units.

FIG. 1 is a conceptual diagram of a vehicle to which the latch system according to the embodiment of the present invention is applied, as viewed from the front. 2A and 2B show a first latch unit applied to the latch system shown in FIG. 1, in which FIG. 2A is a perspective view seen from the rear side of the vehicle, and FIG. 2B is a perspective view seen from the front side of the vehicle. Is. FIG. 3 shows the displacement of the first latch unit and the second latch unit applied to the latch system shown in FIG. 1, and FIG. 3A shows a state in which the lid is arranged in the fully open position, FIG. 3B. Is a diagram showing a state in which the lid is arranged in the pop-up position, (c) is a diagram showing a state in which the lid is arranged in the fully closed position, and (d) is a diagram showing a state in which the lid is arranged in the standby position. .. FIG. 4 is an exploded perspective view of the striker drive device applied to the latch unit shown in FIG. 5A and 5B show the striker drive device shown in FIG. 4, in which FIG. 5A is a perspective view seen from the front side of the vehicle, FIG. 5B is a perspective view seen from the rear side of the vehicle, and FIG. It is a view seen from the rear side of. FIG. 6 is a block diagram showing a control system of the latch system shown in FIG. FIG. 7 is a timing chart showing the operation timing of the slide motor applied in the latch system shown in FIG.

Hereinafter, a preferred embodiment of the vehicle latch system according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 shows a main part of a vehicle to which the latch system according to the embodiment of the present invention is applied. The vehicle illustrated here is provided with a bonnet (lid) 3 that opens and closes the engine room 2 in the front portion of the vehicle body 1, and has a latch system for limiting the opening of the bonnet 3 between the vehicle body 1 and the bonnet 3. It is provided. The bonnet 3 is hinged to the vehicle body 1 via the rear end edge portion, and when the bonnet 3 is substantially horizontal, the engine room 2 is closed, while the front end edge portion is directed upward as shown in the figure. The engine room 2 is opened when the engine room 2 is moved. The bonnet 3 is provided with two primary strikers (second strikers) 10 and one secondary latch unit (first latch unit) 20 on the back surface side facing the engine room 2.

The primary striker 10 is configured by attaching a substantially U-shaped meshing rod 12 to the base plate 11, and is attached via the base plate 11 at a position substantially intermediate in the front-rear direction on both sides of the bonnet 3. is there. The mounting posture of the primary striker 10 is the same on the left and right sides, for example, the meshing rod 12 is oriented in a U shape along the front-rear direction.

As shown in FIG. 2, the secondary latch unit 20 is configured to include a secondary base member (first base member) 21 and a meshing member 22 rotatably arranged on the secondary base member 21. The secondary base member 21 has a support plate portion 21b extending in a direction perpendicular to one side edge portion of the flat plate-shaped mounting plate portion 21a, and extends to the central portion of the front end of the bonnet 3 via the mounting plate portion 21a. It is attached. The secondary base member 21 attached to the bonnet 3 has a posture in which the support plate portion 21b extends in the left-right direction of the vehicle body 1 and the extending edge portion of the support plate portion 21b projects downward.

The meshing member 22 is rotatably supported on the front surface of the support plate portion 21b via the meshing support shaft 23 along the front-rear direction of the vehicle, and has a regulation plate portion 22a and an engagement plate portion 22b. The defining plate portion 22a and the engaging plate portion 22b form a flat plate extending in a direction orthogonal to the meshing support shaft 23, and extend in different directions about the meshing support shaft 23. In the present embodiment, when the regulation plate portion 22a extends diagonally upward to the left when viewed from the front of the vehicle, the meshing member extends downward from the engaging plate portion 22b or the meshing support shaft 23. 22 is configured.

The regulation plate portion 22a defines the rotation range of the meshing member 22 by engaging with the regulation protrusion 21c provided on the support plate portion 21b, and the first regulation surface 22d is formed on both sides of the regulation protrusion 21c. And has a second regulation surface 22e. The first regulation surface 22d arranges the meshing member 22 at the meshing position by engaging with the regulation protrusion 21c when the meshing member 22 rotates clockwise when viewed from the front of the vehicle. The second regulated surface 22e arranges the meshing member 22 at a non-meshing position by engaging with the regulation protrusion 21c when the meshing member 22 rotates counterclockwise when viewed from the front of the vehicle.

The engaging plate portion 22b is configured so as to extend downward from the meshing support shaft 23 when the meshing member 22 is arranged at the meshing position, and has a hook 22f at the extending edge portion. The hook 22f projects toward the left side when viewed from the front of the vehicle, and a hook surface 22g is formed on the upper surface thereof. The hook surface 22g is slightly inclined upward to the left when viewed from the front of the vehicle. As is clear from the figure, the hook 22f of the engaging plate portion 22b projects downward beyond the lower edge of the supporting plate portion 21b.

The engaging plate portion 22b is provided with a release lever portion 22h at a portion located between the meshing support shaft 23 and the hook 22f. The release lever portion 22h is configured so that when the meshing member 22 is arranged at the meshing position, it extends diagonally upward to the right when viewed from the front of the vehicle, and a secondary release operation is performed on the extending edge portion. It has a unit (first release operation unit) 22j. The secondary release operation unit 22j forms a plate shape extending from the release lever unit 22h so as to be substantially horizontal toward the front of the vehicle. The position of the secondary release operation unit 22j is set so as to be lower than the mounting plate portion 21a of the secondary base member 21 even when the meshing member 22 is arranged in the non-meshing position. When a gap is formed between the vehicle body 1 and the bonnet 3, the secondary release operation unit 22j can be operated by inserting a finger from the outside.

Further, the secondary latch unit 20 is provided with a meshing spring (engagement member) 24 and a secondary latch switch (meshing sensor) 25. The meshing spring 24 urges the secondary base member 21 so that the meshing member 22 is always in the meshing position. In the present embodiment, the meshing spring 24 is configured by a torsion spring provided on the meshing support shaft 23. The secondary latch switch 25 detects the meshing state of the secondary striker 30 and the hook 22f of the meshing member 22, which will be described later, via the detection lever 26 provided on the secondary base member 21.

The detection lever 26 has a detection end portion 26a and an output end portion 26b, and is rotatably supported on the rear surface of the support plate portion 21b via a lever support shaft 27 along the front-rear direction of the vehicle. The lever support shaft 27 is arranged on the left side and below the meshing support shaft 23 when viewed from the rear of the vehicle, so that the detection end portion 26a has a length larger than the output end portion 26b. The detection lever 26 is supported at a position offset to the output end portion 26b. Although not explicitly shown in the figure, the detection lever 26 is provided with a return spring (not shown) between the detection lever 26 and the secondary base member 21, and the output end portion 26b is supported by the urging force of the return spring. It is maintained at a non-detection position in contact with the stop protrusion 21d provided on the 21b. The detection lever 26 arranged at the non-detection position has an output end portion 26b extending diagonally upward to the left from the lever support shaft 27 and a detection end portion 26a obliquely to the right from the lever support shaft 27 when viewed from the rear of the vehicle. The detection end portion 26a is located slightly above the hook surface 22g of the meshing member 22 extending downward and arranged at the meshing position. When the secondary striker 30, which will be described later, is arranged on the hook surface 22g of the meshing member 22 arranged at the meshing position, the detection end portion 26a of the detection lever 26 rotates upward. When the secondary striker 30 is removed from the above state, the detection end portion 26a moves downward due to its own weight and the urging force of the return spring (not shown), and the detection lever 26 is returned to the non-detection position. The secondary latch switch 25 switches from the ON state to the OFF state when the output end portion 26b of the detection lever 26 rotates downward. The detection signal of the secondary latch switch 25 will be output to the control unit 40 described later.

On the other hand, in this latch system, the vehicle body 1 is provided with two primary latch units (second latch units) 50 and one secondary striker (first striker) 30.

The two primary latch units 50 are for engaging and holding the above-mentioned primary striker 10, and are attached to the portions corresponding to the respective primary strikers 10 on both sides of the engine room 2. As shown in FIG. 3, the primary latch unit 50 is provided with a latch 52 and a ratchet 53 on a primary base member (second base member) 51.

The latch 52 is rotatably arranged in a portion on one side of the striker entry groove 51a provided in the primary base member 51 via the latch shaft 52a. The latch 52 is provided with a hook portion 52b that limits the deviation of the primary striker 10 by engaging with the primary striker 10 that has entered the striker entry groove 51a. The latch 52 is provided with a latch spring 54 that urges the latch 52 to rotate counterclockwise in the drawing between the latch 52 and the primary base member 51.

The ratchet 53 is rotatably arranged in a portion on the other side of the striker entry groove 51a via the ratchet shaft 53a. When the ratchet 53 rotates from the open position shown in FIG. 3A to the meshing position shown in FIG. 3D, the ratchet 53 engages with the latch 52 to limit the rotation of the latch 52 to the open position. Is possible. The ratchet 53 is provided with a ratchet spring 55 for urging the ratchet 53 to rotate clockwise between the ratchet 53 and the primary base member 51.

Further, the primary latch unit 50 is provided with a primary latch switch 56 and a release cable 57. The primary latch switch 56 switches from the ON state to the OFF state when the ratchet 53 engages with the latch 52. The detection signal of the primary latch switch 56 will be output to the control unit 40 described later. The release cable 57 connects between the release handle (second release operation unit) 60 (see FIG. 6) provided in the driver's seat of the vehicle and the ratchet 53, and releases the ratchet 53 when the release handle 60 is released. It is to be operated. As shown in FIG. 6, the release handle 60 is provided with an open switch 61. The open switch 61 outputs an operation signal to the control unit 40, which will be described later, when the release handle 60 is released. The timing at which the open switch 61 outputs an operation signal is from the time when the release handle 60 is released until the ratchet 53 starts moving in the direction of releasing the engagement state with the latch 52 by the release cable 57. ..

As shown in FIGS. 4 and 5, the secondary striker 30 is engaged and held by the hook 22f of the secondary latch unit 20 described above, and like the primary striker 10, the secondary striker 30 has a substantially U-shaped meshing rod 32 on the base plate 31. It is configured by attaching. The base plate 31 is formed with slide guide holes 31a at both left and right ends and pin mounting holes 31b at the front. The slide guide holes 31a are elongated holes along the U-shape of the meshing rod 32 and are formed so as to be parallel to each other. The pin mounting hole 31b is a circular hole that penetrates the base plate 31. The secondary striker 30 is attached to the front edge of the engine room 2 at a position substantially intermediate in the left-right direction via the striker drive device 70.

The striker drive device 70 includes a mounting base 71 on which the secondary striker 30 is arranged on the front surface, a cam plate (movable member) 72 arranged on the rear surface side of the mounting base 71, and two position switches 73 and 74. It is configured.

The mounting base 71 is a plate-shaped member fixed to the vehicle body 1, and is configured so that the dimensions along the left and right directions are larger than the dimensions along the top and bottom of the vehicle. The mounting base 71 is provided with a cam through hole (cam mechanism) 71a and two plate guide holes 71b. The cam through hole 71a is an elongated through hole located on the center line along the upper and lower sides that substantially bisects the mounting base 71 to the left and right. The plate guide hole 71b is a groove-shaped notch extending along the left-right direction, and is formed at a portion on both sides of the cam through hole 71a. The secondary striker 30 is attached to the attachment base 71 having the above configuration by attaching the slide guide pin 33 to the attachment base 71 via the slide guide hole 31a. The slide guide pin 33 has a shaft portion 33a having a diameter smaller than that of the slide guide hole 31a and a head portion 33b having a larger diameter. As a result, the secondary striker 30 can move along the length of the slide guide hole 31a in a state where the movement in the direction away from the front surface of the mounting base 71 is blocked.

The mounting position of the mounting base 71 and the movement range of the secondary striker 30 with respect to the mounting base 71 are such that the secondary striker 30 is the lowermost with respect to the mounting base 71 in a state where the meshing rod 32 is engaged with the hook 22f of the secondary latch unit 20 described above. The bonnet 3 is set to be in the fully closed position with respect to the vehicle body 1 when the vehicle is moved to. When the secondary striker 30 moves to the uppermost position with respect to the mounting base 71, the bonnet 3 is arranged at a pop-up position slightly raised from the fully closed position with respect to the vehicle body 1.

The cam plate 72 is a plate-shaped member having a size smaller than that of the mounting base 71. The cam plate 72 is arranged on the rear surface of the mounting base 71 by a mounting pin 75 mounted via the plate guide hole 71b. The mounting pin 75 has a shaft portion 75a having a diameter smaller than that of the plate guide hole 71b and a head portion 75b having a larger diameter. As a result, the cam plate 72 can move to the left and right of the vehicle body 1 along the extending direction of the plate guide hole 71b in a state where the cam plate 72 is prevented from moving in the direction away from the rear surface of the mounting base 71. ..

The cam plate 72 is provided with a cam hole (cam mechanism) 72a, two cable hooks 72b, and a switch drive protrusion 72c. The cam hole 72a is a groove-shaped notch having substantially the same width as the cam through hole 71a of the mounting base 71, and is an opening position with respect to the cam through hole 71a when the cam plate 72 moves left and right with respect to the mounting base 71. Is formed so as to change. More specifically, the cam hole 72a is inclined so as to be gradually lowered toward the right side when viewed from the rear of the vehicle. Therefore, when the cam plate 72 moves to the moving end on the right side with respect to the mounting base 71, when the cam hole 72a opens at the upper end of the cam through hole 71a and moves to the moving end on the left side, the cam hole 72a opens at the lower end of the cam through hole 71a. A cam surface 72d for a slightly raised standby position is provided at the lower end of the cam hole 72a located on the right side when viewed from the rear of the vehicle. A cam roller (cam mechanism) 76 is arranged in the cam hole 72a of the cam plate 72. The cam roller 76 is a cylindrical member having an outer diameter that fits into the cam hole 72a, and is a cam pin (cam mechanism) 77 that penetrates the cam hole 72a and the cam through hole 71a of the mounting base 71 and penetrates the center of the cylinder. It is attached to the base plate 31 of the secondary striker 30 via.

The cable hook 72b is a hook-shaped portion provided at both left and right ends of the cam plate 72. One end of a link cable (link member) 78 is individually connected to the cable hook 72b. The link cable 78 is movably arranged inside the tubular outer tube 78a, and the other end thereof is connected to a common drive pulley (driving member) 80. The two link cables 78 connected to the common drive pulley 80 are wound when one is pulled out from the drive pulley 80, and one is wound when the other is pulled out. As a result, when the drive pulley 80 rotates in one direction, the cam plate 72 moves to one side with respect to the mounting base 71. Similarly, when the drive pulley 80 rotates in the other direction, the cam plate 72 moves to the other side with respect to the mounting base 71. A slide motor (drive source) 81 is connected to the drive pulley 80 described above. The slide motor 81 is an electric motor that can rotate in the forward and reverse directions. The drive pulley 80 driven by the slide motor 81 can reciprocate in the forward and reverse directions about the axis. In the following description, for convenience, when the slide motor 81 rotates in the normal direction, the cam plate 72 moves to the moving end on the right side via the link cable 78. The switch drive protrusion 72c is a protruding portion that protrudes upward from the central portion of the cam plate 72.

The two position switches 73 and 74 are operated via the switch drive protrusion 72c provided on the cam plate 72. On the other hand, the position switch 73 is located when the cam plate 72 is located on the rightmost side of the mounting base 71 when viewed from the rear of the vehicle, that is, the secondary striker 30 is located on the uppermost side of the mounting base 71. When the bonnet 3 is arranged at the pop-up position, it is provided at a position operated by the switch drive protrusion 72c (hereinafter, referred to as a pop-up position switch 73 when distinguishing). The other position switch 74 is located when the cam plate 72 is located on the leftmost side with respect to the mounting base 71 when viewed from the rear of the vehicle, that is, the secondary striker 30 is located at the lowest position with respect to the mounting base 71. , The bonnet 3 is provided at a position operated by the switch drive protrusion 72c when the bonnet 3 is arranged in the fully closed position (hereinafter, referred to as a primary latch full position switch 74 when distinguished).

The control unit 40 shown in FIG. 6 is used in a preset program or memory when a detection signal is given from the secondary latch switch 25, the primary latch switch 56, the open switch 61, the pop-up position switch 73, and the primary latch full position switch 74. The drive of the slide motor 81 is controlled based on the stored data. The control unit 40 may be realized by, for example, a processing device such as a CPU (Central Processing Unit) executing a program, that is, by software, or by hardware such as an IC (Integrated Circuit). It may be realized by using software and hardware together. Hereinafter, the control contents of the control unit 40 will be described with reference to the timing chart shown in FIG. 7 and the displacement diagram shown in FIG. 3 as appropriate.

Now, as shown in FIG. 3A, assuming that the bonnet 3 is in the fully open position, both the primary latch unit 50 and the secondary latch unit 20 are in a non-meshing state with the corresponding

strikers

10 and 30, so that the primary latch unit 50 is in a non-meshing state. The latch switch 56 and the secondary latch switch 25 are in the ON state, respectively. In this case, the control unit 40 stops the slide motor 81 and arranges the cam plate 72 in a state of being stopped at the moving end on the right side when viewed from the rear of the vehicle. As a result, the secondary striker 30 is positioned at the uppermost position with respect to the mounting base 71.

When the bonnet 3 is closed from the above-mentioned fully open position, the secondary latch unit 20 and the secondary striker 30 are engaged with each other when the pop-up position shown in FIG. 3B is reached, and the bonnet 3 moves in the opening direction. At the same time as being restricted, the secondary latch switch 25 switches from the ON state to the OFF state (T1). When the detection result of the secondary latch switch 25 is switched from the ON state to the OFF state, that is, when the secondary latch switch 25 is switched from the non-mesh detection to the mesh detection, the control unit 40 rotates the slide motor 81 in the normal direction and the mounting base 71. The cam plate 72 is moved toward the left side. As a result, the secondary striker 30 moves downward with respect to the mounting base 71, and starts moving in the direction in which the bonnet 3 closes with respect to the vehicle body 1 (T2).

During this time, when a foreign object is inserted through the gap between the vehicle body 1 and the bonnet 3 and comes into contact with the secondary release operation unit 22j, the meshing member 22 engages with the secondary base member 21 of the secondary latch unit 20 that moves downward together with the bonnet 3. It rotates against the urging force of 24, and the engaged state with the secondary striker 30 is released. As a result, even if the secondary striker 30 continues to move downward, the downward movement of the bonnet 3 is stopped, and fingers or foreign matter are caught between the vehicle body 1 and the bonnet 3. It does not cause a situation.

As shown in FIG. 3C, when the bonnet 3 is closed to the fully closed position with respect to the vehicle body 1, the ratchet 53 is engaged with the latch 52 in the primary latch unit 50, and the primary striker 10 and the primary latch unit 50 are engaged. Since the meshing state with the vehicle body 1 is maintained, the bonnet 3 is maintained in a closed state with respect to the vehicle body 1 (T3). The control unit 40, which detects the movement of the bonnet 3 to the fully closed position by switching the states of the primary latch switch 56 and the primary latch full position switch 74, then continues the forward rotation of the slide motor 81 for a preset time T4. Then, after the cam roller 76 reaches the cam surface 72d for the standby position, the slide motor 81 is stopped (T5). As described above, the cam surface 72d for the standby position is slightly higher than the cam surface 72d corresponding to the fully closed position. As a result, as shown in FIG. 3D, the secondary striker 30 moves slightly upward from the fully closed position and is maintained in a state of being separated from the hook surface 22g of the meshing member 22, so that the meshing member 22 On the other hand, it is possible to avoid a state in which force is constantly applied.

On the other hand, when the release handle 60 is released from the state where the bonnet 3 is arranged in the standby position (T6), an operation signal is first output from the open switch 61 to the control unit 40, and then the release operation force is released by the release cable. It is transmitted to 57 and the ratchet 53 starts moving in the primary latch unit 50 in the direction of releasing the engagement state with the latch 52. During this time, the control unit 40 starts reversing the slide motor 81 when an operation signal is given from the open switch 61, and the release handle 60 is released from the mounting base 71 before the release operation force is transmitted to the release cable 57. The cam plate 72 is moved toward the right side. That is, when the ratchet 53 is released by the release cable 57, the bonnet 3 is arranged in the fully closed position, and as shown in FIG. 3C, the latch 52 is separated from the ratchet 53 by the primary striker 10. It will be rotated, and the pressing force of the ratchet 53 against the latch 52 is reduced (T7). As a result, the operating force of the release handle 60 is reduced, and the operation when opening the bonnet 3 can be facilitated.

After that, the control unit 40, which detects that the bonnet 3 has been opened to the pop-up position by the pop-up position switch 73, maintains the slide motor 81 in the stopped state (T8). As a result, if a finger is inserted through the gap between the vehicle body 1 and the bonnet 3 and the secondary release operation unit 22j is pushed upward (T9), the meshing state of the secondary striker 30 and the secondary latch unit 20 is released, and the bonnet 3 is released. Can be opened to the fully open position (T10).

In this way, when the bonnet 3 is closed with respect to the vehicle body 1, the primary latch unit 50 and the primary striker 10 are in mesh with each other on both sides of the bonnet 3, so that the bonnet 3 vibrates during traveling. It becomes possible to prevent. Moreover, since the secondary latch unit 20 and the secondary striker 30 are in a state of meshing between the closed bonnet 3 and the vehicle body 1, even if the primary latch unit 50 is carelessly released, the bonnet 3 The opening range of the is limited to the pop-up position, and there is no risk that the front view will be obstructed. Further, since the bonnet 3 is moved from the fully closed position to the pop-up position by the striker drive device 70 provided only between the vehicle body 1 and the bonnet 3, a pop-up device is provided in the two primary latch units 50. It is not necessary to provide it, and even if the number of primary latch units 50 is increased, the cost does not increase in proportion to the number.

In the above-described embodiment, the latch system provided between the vehicle body and the bonnet is illustrated, but it can be applied to other lids as long as the lid is opened and closed with respect to the vehicle body. It is possible.

Further, in the above-described embodiment, the lid is provided with the first latch unit and the second striker, and the vehicle body is provided with the first striker and the second latch unit, but the present invention is not limited thereto. , The first latch unit and the first striker may be provided on the lid and the vehicle body in the reverse manner, or the second latch unit and the second striker may be provided on the lid and the vehicle body in the reverse manner. In this case, the number of the second latch unit and the second striker does not necessarily have to be two, and may be three or more.

1 Vehicle body 3 Bonnet 10 Primary striker 20 Secondary latch unit 21 Secondary base member 22 Engagement member 22j Secondary release operation unit 24 Engagement spring 25 Secondary latch switch 26 Detection lever 30 Secondary striker 50 Primary latch unit 51 Primary base member 52 Latch 53 Ratchet 57 Release cable 60 Release handle 61 Open switch 70 Striker drive 71 Mounting base 71a Cam through hole 72 Cam plate 72a Cam hole 76 Cam roller 77 Cam pin 78 Link cable 80 Drive pulley 81 Slide motor

Claims

A vehicle latch system provided between a vehicle body and a lid that is openable and closable to the vehicle body to limit the opening of the lid to the vehicle body.
A first striker provided on one of the vehicle body and the lid,
The lid is provided on the other side of the vehicle body and the lid, and when the lid is closed to a pop-up position in front of the fully closed position with respect to the vehicle body, the lid engages with the first striker to engage with the vehicle body. The first latch unit that restricts the movement of the
A second striker provided on one of the vehicle body and the lid,
The lid is provided on the other side of the vehicle body and the lid, and when the lid is closed to the fully closed position with respect to the vehicle body, the lid with respect to the vehicle body is maintained in a meshed state with the second striker. The second latch unit that restricts the movement of the
By moving the first striker with respect to one of the vehicle body and the lid while meshing with the first latch unit, the lid is moved between the fully closed position and the pop-up position with respect to the vehicle body. A vehicle latch system characterized by a striker drive that displaces in.
A meshing sensor for detecting the meshing state of the first striker and the first latch unit is provided, and the striker drive device is retracted only when the output of the meshing sensor changes from non-meshing detection to meshing detection. The vehicle latch system according to claim 1, wherein the lid is moved toward the fully closed position via the first striker.
The meshing sensor is characterized in that it operates via a detection lever whose arrangement position is changed in a meshed state in which the first striker is engaged with the first latch unit and in a non-engaged state in which the meshed state is released. The vehicle latch system according to claim 2.
The striker drive device
A mounting base that movably supports the first striker,
A movable member supported by the mounting base so as to move in a direction intersecting the moving direction of the first striker.
A cam mechanism provided between the movable member and the first striker and converting the movement of the movable member into the movement of the first striker is provided, and the movement of the movable member causes the first striker to move the vehicle body and the vehicle body. The vehicle latch system according to claim 1, wherein the lid is moved with respect to one of the lids.
The striker drive device
A driving member that reciprocates according to the operation of the drive source,
The vehicle latch system according to claim 4, further comprising a link member that links between the driving member and the movable member and transmits the reciprocating movement of the driving member to the movable member.
The second latch unit is
With the second base member
A latch that is rotatably arranged with respect to the second base member and that can be rotatably engaged with the second striker by rotating in the meshing direction when the lid is closed with respect to the vehicle body.
When the lid is movably arranged on the second base member and the lid is arranged in a fully closed position while the second striker is engaged with the latch, the latch is released by engaging with the latch. It is provided with a ratchet that restricts rotation to the ratchet, and by moving the ratchet in the disengaging direction in which the engagement state with the latch is released, the meshing state between the second striker and the latch is released.
The striker drive device moves the lid from the pop-up position to the fully closed position with respect to the vehicle body, and then arranges the lid in a standby position between the pop-up position and the fully closed position. The vehicle latch system according to claim 4.
The vehicle latch system according to claim 6, wherein the striker drive device once passes through the fully closed position when the lid arranged in the standby position is moved to the pop-up position.
It is provided with a second release operation unit that moves the ratchet in the release direction via the release cable when the release operation is performed.
The second latch unit is provided with an open switch that outputs an operation signal after the second release operation unit is released and before the release cable moves the ratchet in the release direction.
The vehicle latch system according to claim 6, wherein the striker drive device moves a lid arranged at the standby position to the fully closed position when a drive signal is output from the open switch.
The first latch unit is
With the first base member
A meshing member that is rotatably arranged with respect to the first base member and that can mesh with the first striker when rotated in the meshing direction.
The meshing member includes an urging member that urges the meshing member in the meshing direction with respect to the first base member, and the meshing member has the lid when the lid is arranged at the pop-up position with respect to the vehicle body. A first release operation unit is provided at a position between the vehicle body and the lid so that it can be operated from the outside.
The first aspect of claim 1 is characterized in that the first disengaging operation unit rotates the meshing member in a direction in which the meshing with the first striker is released when the first disengaging operation unit is moved in a direction close to the lid. The vehicle latch system described.