• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A vehicle lock assembly includes a housing having a frame plate. Also included is a claw disposed within the housing and operably coupled to the frame plate, the claw being configured to rotate between an open lock position and a closed lock position. Also included is a claw buffer disposed within the housing and configured to interact with the claw upon rotation to the closed lock position, the claw buffer having at least one stop portion configured to engage with the claw before it reaches the closed lock position.
    公开号:FR3016182A1
    申请号:FR1463475
    申请日:2014-12-31
    公开日:2015-07-10
    发明作者:Pascal Philippe；Richard Grandjean；Jean Bernard Didier；Michel Noel
    申请人:Inteva Products LLC；
    IPC主号:
    专利说明:

    [0001] VEHICLE LOCKOUT ASSEMBLY AND SOUND MITIGATION METHOD DURING A CLOSING PROCESS OF THE BACKGROUND VEHICLE LOCKOUT ASSEMBLY [0001] The object disclosed herein relates to lock assemblies and, more particularly, to an assembly for reducing a sound associated with a locking assembly locking process, as well as a sound attenuation process during such a closing process. [0002] Users often equate the performance and quality of vehicles and vehicle components with the sound quality and minimum noise, vibration, and harshness (NVH) characteristics of vehicle components incorporating the locking mechanism of the vehicle. a vehicle door. Providing a vehicle door that opens and closes properly and performs each of these functions with a minimum audible indication may suggest to a user that the entire door assembly, the door closure mechanism, and the vehicle are of high quality. [0003] Door lock assemblies typically include a plurality of metal components and the interaction of these components during the locking operation can cause noise that is unpleasant for the user. Therefore, a reduction of the generated noise is desired. Efforts to reduce the noise associated with a locking operation often leads to a need for greater force on the part of the user to effectively terminate the opening and / or closing process. This is a compromise to reduce noise, but such an effect is also undesirable for a user. Therefore, balancing noise reduction and closing / opening effort is a challenge associated with locking manufacturing. SUMMARY [0004] In one embodiment, a vehicle lock assembly includes a housing having a frame plate. Also included is a claw disposed within the housing and operably coupled to the frame plate, the claw being configured to rotate between an open lock position and a closed lock position. Also included is a claw buffer disposed within the housing and configured to interact with the claw upon rotation to the closed lock position, the claw buffer having at least one stop portion configured to engage with the claw before reaching the closed lock position. According to another embodiment, a sound attenuation process during a closing process of a vehicle lock assembly is provided. The method includes rotating a claw from an open lock position to a closed lock position. The method also includes attenuating the sound associated with the rotation of the claw toward the closed locking position by contacting a portion of the claw with a claw buffer prior to complete rotation of the claw to the position of the claw. closed lock. In yet another embodiment, a vehicle lock assembly includes a frame plate. Also included is a claw operably coupled to the frame plate, the claw being configured to rotate between an open lock position and a closed lock position. Also included is a shoe stamp connected to the frame plate. The claw buffer has a leg formed of resilient material, the leg having a first abutment surface positioned to be contacted with the claw prior to rotation of the claw to the closed lock position. The claw buffer also has a second abutment surface, where the claw is configured to contact the first abutment surface of the leg to maneuver the leg and the claw engages the second abutment surface in a position of exceeding the stroke relative to the closed locking position, and wherein the second abutment surface is formed of a material having a rigidity greater than the rigidity of the first abutment surface. [0007] These and other advantages and features will become more apparent in the following description taken in conjunction with the drawings. BRIEF DESCRIPTION OF THE DRAWINGS [0008] The object, which is considered to be the invention, is particularly indicated and distinctly recited in the claims at the end of the description. The foregoing and other features and advantages of the invention are evident in the following detailed description taken in conjunction with the accompanying drawings, wherein [0009] Referring now to the figures, which are exemplary embodiments, and where similar elements are similarly numbered: [0010] FIG. 1 is a partial perspective view of a vehicle lock assembly according to a first embodiment; Figure 2 is an elevational view of the vehicle lock assembly of Figure 1, in a first position of a closure sequence; Figure 3 is an elevational view of the vehicle lock assembly of Figure 1, in a second position of the closing sequence; Figure 4 is an elevational view of the vehicle lock assembly of Figure 1 in a third position of the closing sequence; Figure 5 is an elevational view of the vehicle lock assembly of Figure 1 in a fourth position of the closing sequence; Figure 6 is a partial perspective view of the vehicle lock assembly according to a second embodiment; Figure 7 is an elevational view of the vehicle lock assembly of Figure 6 in a first position of a closure sequence; Figure 8 is an elevational view of the vehicle lock assembly of Figure 6 in a second position of the closing sequence; Fig. 9 is an elevational view of the vehicle lock assembly of Fig. 6 in a third position of the closing sequence; and [0019] Fig. 10 is an elevational view of the vehicle lock assembly of Fig. 6 in a fourth position of the closing sequence. The detailed description explains embodiments of the invention, together with advantages and features, by examples with reference to the drawings.
    [0002] DETAILED DESCRIPTION OF THE INVENTION [0021] Referring now to FIG. 1, reference numeral 10 generally designates a vehicle lock assembly according to a first embodiment. The vehicle lock assembly 10 is generally adapted for use on a vehicle (not shown) having a vehicle door with a door handle. The vehicle lock assembly 10 may be installed on the driver's side door, the passenger door, or the rear passenger doors. In addition, the vehicle lock assembly 10 may be installed in other locations of the vehicle, such as a vehicle door opening on the jamb Bou may be used in conjunction with a rear door of the vehicle, such as a liftgate, boot or hatchback, for example. The vehicle lock assembly 10 includes a housing (not shown) behind a frame plate 12 that helps protect the vehicle lock assembly 10 from damage, as well as dirt and debris. The housing is mounted on the vehicle door, with a plurality of mechanical fasteners or welds, for example. A rotary claw 14 releasably retains a striker 16 to hold the door (or tailgate, boot, tailgate, etc.) in a closed position. The claw 14 is held in the closed position by a pawl (not shown). The pawl is actuated to disengage from the claw 14, allowing the claw 14 to be released and biased to an open position. This operation releases the striker 16 of the claw 14 and facilitates opening of the vehicle door. The claw 14 is at least partially disposed within the housing, but is omitted from the illustration for the sake of clarity and description. The claw 14 is operably coupled to the frame plate 12 and to a back plate and retained therebetween. The frame plate 12 is shown in the illustrated embodiment. The claw 14 is pivotable about an axis 18 and is rotatable between an open lock position and a closed lock position. The claw 14 is presented in an almost closed locking position. As will be described in more detail below, as the claw 14 is turned to the closed lock position, the claw 14 comes in close proximity to one or more component (s) which can / may come into contact with the claw 14, thus generating an audible sound that can be unpleasant for a user. In addition, as the claw 14 comes to an abrupt stop when it reaches the closed lock position, a vibration of the claw 14 may occur, which may also be an undesirable noise source. In order to reduce the level of sound associated with the closing process, a claw buffer 20 is included and configured to interact with the claw 14 during the rotation of the claw 14 to the closed locking position. The claw buffer 20 may be operatively coupled to, or integrally formed with, many components. In the illustrated embodiment, the claw buffer 20 is connected to the frame plate 12, but it should be noted that the claw buffer 20 may be connected to the housing or back plate, for example. Regardless of the precise component to which the claw buffer 20 is connected, the claw buffer 20 has a leg 22 extending angularly and outwardly toward the claw 14. The leg 22 is formed of an elastic material which facilitates the movement and / or the elastic deformation of the leg 22 when it is brought into contact with the claw 14 during the closing process. In particular, the leg 22 has a first abutment surface 24 configured to be brought into contact with the claw 14 prior to rotation of the claw 14 to a fully closed locking position. In one embodiment, the leg 22 is formed of an elastic material that allows the above-mentioned elastic movement characteristics. The claw buffer 20 also has a second abutment surface 26 which is part of an essentially rigid or semi-rigid portion 28 of the claw buffer 20. Regardless of the precise materials employed as the leg 22 and the rigid or semi-rigid portion it is understood that the second abutment surface 26 is formed of a material having a rigidity greater than the rigidity of the first abutment surface 24. 2 to 5, various positions of a closing sequence of the vehicle lock assembly 10 are illustrated. In a first illustrated position, (Figure 2), the claw 14 engages with the first abutment surface 24 of the leg 22 before contacting the second abutment surface 26. In addition, a contact between the claw 14 and the first abutment surface 24 occurs before the claw 14 reaches the fully closed (i.e., locked) position. A fully locked position of the vehicle lock assembly 10 is also defined by what may be referred to as its "S-point". In this position, the striker 16 is at the end of its stroke near the closed end of a throat. Engaging the claw 14 with the first abutment surface 24 before a fully closed position (eg, "S-point"), facilitates the attenuation of the noise associated with the closure process due to the attenuation characteristics of its In one embodiment, the leg 22 is positioned so that the contact between the claw 14 and the first abutment surface 24 occurs about 1 millimeter before the point S. A hard stop with a leg formed of a stiffer material would require a user to provide a greater amount of effort to completely close the lock. As such, the resilient nature of the leg 22 permits a reduction of the required closing force, while at the same time attenuating the noise associated with the closing process. As the claw 14 continues to rotate in the fully closed locking position and through it, the leg 22 flexes and / or deforms (Figure 3). Subsequently, the claw 14 rotates through the point S in what is referred to as a "run-out" state (FIG. 4) and the claw 14 comes into contact with the second stop surface 26 of the claw buffer. 20. In one embodiment, the contact between the claw 14 and the second abutment surface 26 occurs about 1 millimeter beyond the point S. Finally, the claw 14 is turned to a position of maximum stroke overrun ( 5) and the leg 22 is completely compressed due to the continuous rotation of the claw 14. Although this is not illustrated as such, the leg 22 can be squeezed until the leg 22 comes into contact with the claw. second stop surface 26. In one embodiment, the maximum stroke-out position of the claw 14 is about 3 millimeters beyond the point S, but this is adjustable and other maximum stroke-out positions are envisaged. Referring to Figure 6, a second embodiment of the vehicle lock assembly 10 is illustrated. More particularly, a second embodiment of the claw buffer is presented. The claw buffer of the second embodiment is designated by reference numeral 50. The second embodiment of the entire vehicle lock assembly 10 is similar in many respects to the first embodiment, so that Redundant description of many components is not necessary. In addition, where appropriate, similar reference numbers are used. In the illustrated embodiment, the claw buffer 50 has a leg 52 having an abutment surface 54. The leg 52 is formed of an elastic metal that is configured to rotate substantially about a point 55. one embodiment, the resilient metal comprises a spring steel which allows the leg 52 to rotate, while also regaining elastically an initial position when a load is not applied thereto. Referring now to Figures 7 to 10, various positions of a closure sequence of the vehicle lock assembly 10 according to the second embodiment are illustrated. In a first illustrated position (Figure 7), the claw 14 engages with the first abutment surface 54 of the leg 52 before the claw 14 reaches the fully closed (ie locked) position. by the point S described above. Engagement of the claw 14 with the first abutment surface 54 before a fully closed position (eg, "a point S") facilitates the attenuation of the noise associated with the closure process due to the attenuation characteristics of the elastic material of the leg 52.
    [0003] In one embodiment, the leg 52 is positioned so that the contact between the claw 14 and the first abutment surface 54 occurs about 1 millimeter before the point S. As described above, a hard stop with a leg made of a stiffer material would require a user to provide a greater amount of effort to completely close the lock.
    [0004] As such, the resilient nature of the leg 52 permits a reduction in the required closing force, while also attenuating the noise associated with the closing process. As the claw 14 continues to rotate in the fully closed locking position and therethrough, the leg 52 rotates (Figure 8). Subsequently, the claw 14 rotates through the point S in what is designated by a state of "excess stroke" (Figure 9) and the claw 14 comes into contact indirectly with a second stop surface 56 of a part substantially rigid or semi-rigid 28 of a claw buffer 20 upon contact of the leg 52 with the second abutment surface 56. In one embodiment, the contact between the claw 14 and the second abutment surface 56 occurs. about 1 millimeter beyond the point S. Finally, the claw 14 is turned to a position of maximum stroke overshoot (Figure 10) and the leg 52 is completely compressed due to the continuous rotation of the claw 14. In a Embodiment, the maximum stroke-out position of the claw 14 is about 3 millimeters beyond the point S, but this is adjustable and other maximum stroke-out positions are contemplated. The embodiments described above maintain an ability to operate vehicle door, while minimizing the noise associated therewith. This noise reduction appeals to users and allows a continuous optimal opening and closing operation of the vehicle door. In addition, the force required by a user to complete the locking closure process is reduced by incorporating a progressive buffer in the form of legs 22, 52 of the embodiments described above, while maintaining the attenuation characteristics of While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to these disclosed embodiments. The invention may rather be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but related to the spirit and the scope of the invention. In addition, while various embodiments of the invention have been described, it should be understood that aspects of the invention may include some of the described embodiments only. Accordingly, the invention is not to be construed as limited by the above description, but is limited only by the scope of the appended claims.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A vehicle lock assembly comprising: - a housing having a frame plate (10); a claw (14) disposed within the housing and operably coupled to the frame plate (10), the claw (14) being configured to rotate between an open lock position and a closed lock position; and - a claw buffer (20) disposed within the housing and configured to interact with the claw (14) upon rotation to the closed lock position, the claw buffer (20) having at least one an abutment portion configured to engage the claw (14) before it reaches the closed lock position.
    [0002]
    The vehicle lock assembly of claim 1, wherein the claw buffer (20) comprises a leg (22) having a first abutment surface (24) configured to engage with the claw (14) prior to rotation from the claw (14) to the closed lock position.
    [0003]
    The vehicle lock assembly of claim 2, wherein the leg (22) is formed of an elastic material.
    [0004]
    The vehicle lock assembly of claim 2, wherein the leg (22) is formed of spring steel.
    [0005]
    The vehicle lock assembly of claims 1 to 4, wherein the claw buffer (20) comprises a second abutment surface (26).
    [0006]
    The vehicle lock assembly of claim 5, wherein the claw (14) is configured to contact the first abutment surface (24) prior to contacting the second abutment surface (26). ) when the claw (14) is rotated to the closed lock position.
    [0007]
    The vehicle lock assembly of claim 6, wherein the claw (14) contacts the second abutment surface (26) 3016 1 82 in an overtravel position with respect to the closed lock position. .
    [0008]
    The vehicle lock assembly of claim 5, wherein the leg (22) is an elastic member configured to be operable to engage the second abutment surface (26) in a stroke-out position. relative to the closed lock position. 10
    [0009]
    The vehicle lock assembly of claim 5, wherein the second abutment surface (26) is formed of a material having a rigidity greater than the rigidity of the first abutment surface (24).
    [0010]
    A method of attenuating sound during a process of closing a vehicle lock assembly, comprising: rotating a claw (14) from an open lock position to a closed lock position ; and attenuating the sound associated with rotating the claw (14) toward the closed lock position by contacting a portion of the claw (14) with a claw buffer (20) prior to complete rotation of the claw (14). claw (14) to the closed lock position.
    [0011]
    The method of claim 10, wherein contacting the claw (14) with the claw buffer (20) comprises engaging the claw (14) with an abutment surface of a leg (22). ) of the claw buffer (20) before complete rotation of the claw (14) to the closed locking position.
    [0012]
    The method of claim 11, wherein the leg (22) is a resilient member formed of an elastic material, wherein engagement of the claw (14) with the leg (22) comprises leg maneuvering. so that it comes into contact with a second abutment surface (26) of the claw buffer (20) in a stroke-out position of the claw (14). 35
    [0013]
    The method of claim 11, wherein the leg (22) is a resilient member formed of spring steel, wherein the engagement of the lug (14) with the leg (22) comprises rotating the leg (22) into contacting a second abutment surface (26) of the claw buffer (20) in an overtravel position of the claw (14).
    [0014]
    The method of claims 11 to 13, further comprising increasing the deceleration of the claw (14) upon contact of the leg (22) with the second abutment surface (26), wherein the second abutment surface ( 26) is formed of a material having a rigidity greater than the rigidity of the second abutment surface (26).
    [0015]
    A vehicle lock assembly comprising: - a frame plate (10); a claw (14) operably coupled to the frame plate (10), the claw (14) being configured to rotate between an open lock position and a closed lock position; and - a claw buffer (20) connected to the frame plate (10), the claw buffer (20) comprising: a leg (22) formed of an elastic material, the leg (22) having a first surface of abutment (24) positioned to engage the claw (14) prior to rotation of the claw (14) to the closed lock position; and a second abutment surface (26), wherein the claw (14) is configured to engage the first abutment surface (24) of the leg (22) to maneuver the leg (22) and the claw (14). ) so as to contact the second abutment surface (26) in a stroke-out position with respect to the closed locking position, and wherein the second abutment surface (26) is formed of a material having a greater rigidity than the rigidity of the first abutment surface (24).
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3016182B1|2017-02-17|
    DE102015100018A1|2015-07-09|
    US20150191947A1|2015-07-09|
    US9879449B2|2018-01-30|
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    法律状态:
    2015-11-10| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-10| PLSC| Search report ready|Effective date: 20160610 |
    2016-11-28| PLFP| Fee payment|Year of fee payment: 3 |
    2017-11-13| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-15| PLFP| Fee payment|Year of fee payment: 6 |
    2020-11-12| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/147,197|US9879449B2|2014-01-03|2014-01-03|Vehicle latch assembly and method of dampening sound during a closing process of the vehicle latch assembly|
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