Vehicular door handle assembly with inertial secondary catch position

None.

Not Applicable.

The present invention relates to an outer door handle assembly for a motor vehicle. More specifically, the present invention relates to a locking mechanism of an outer door handle assembly for preventing door latch release during crash-induced door handle movement.

Motor vehicles include at least one outer door handle for releasing a door latch mechanism in order to open a vehicle door. Typically, a user actuates the outside door handle by activating a handle portion relative to a base. The handle portion may, however, also be activated when the outside door handle experiences a high inertia force, such as that caused by a vehicle crash. The movement of the handle portion relative to the base in response to the high inertia force can cause inadvertent unlatching and resultant opening of the door. This is undesirable during crashes because closed doors provide benefits, including containing the occupant within the vehicle during the crash event.

In recent years, locking mechanisms have been developed in an attempt to prevent opening of a vehicle door in the event of high inertia forces. While these locking mechanisms are useful for some crash situations, vehicle crashes involving high acceleration impact or vehicle rollover can result in forces that could overcome the locking mechanisms. It would be therefore desirable to provide additional robustness to locking mechanisms to prevent vehicle door opening during such vehicle crash events.

The present invention provides a locking mechanism for an outer door handle assembly that includes primary and secondary catch points for blocking activation of a latch release mechanism during a vehicle crash. The primary catch point generally ensures that inertial-induced forces from a vehicle crash do not result in inadvertent activation of the latch release mechanism. However, some inertial and/or deformation-induced forces, such as those caused by high-acceleration impact or rollover crash events, may cause the locking mechanism to bypass the primary catch point. If the primary catch point is bypassed, the secondary catch point still ensures that such inertial-induced forces do not result in inadvertent activation of the latch release mechanism.

A general objective of the present invention is to provide an outer door handle assembly for a vehicle including a base, a latch release mechanism, and an inertial catch. The latch release mechanism includes a countermass assembly with a primary catch point and a secondary catch point, and the latch release mechanism and the counterassembly rotate about a first shaft coupled to the base between a rest position and an active position in response to movement of a door handle. The inertial catch includes a blocking shoulder and rotates about a second shaft coupled to the base from an unblocking position to a blocking position in response to inertia forces acting upon the inertial catch. The inertial catch prevents the countermass assembly from rotating into its active position by the blocking shoulder engaging the primary catch point or the secondary catch point when the inertial catch is in its blocking position.

According to another objective of the present invention, a locking mechanism for a door handle assembly includes a countermass assembly and an inertial catch. The countermass assembly includes a primary catch point and a secondary catch point, and rotates between a rest position and an active position. The inertial catch includes a blocking shoulder and rotates between an unblocking position and a blocking position. The inertial catch is positioned relative to the countermass assembly so that, when the inertial catch is rotated to its blocking position, the inertial catch prevents the countermass assembly from rotating into its active position.

This and still other objectives and advantages of the present invention will be apparent from the description which follows. In the detailed description below, preferred embodiments of the invention will be described in reference to the accompanying drawing. These embodiments do not represent the full scope of the invention. Rather the invention may be employed in other embodiments. Reference should therefore be made to the claims herein for interpreting the breadth of the invention.

FIG. 1 is a perspective front view of a vehicle door handle assembly.

FIG. 2 is a perspective rear view of a vehicle door handle assembly in a rest position and FIG. 2A is a detailed view of an area outlined by the dashed box in FIG. 2 .

FIG. 3 is an underside view of an inertial catch and a countermass assembly of the vehicle door handle assembly of FIG. 2 .

FIG. 4 is a perspective rear view of a vehicle door handle assembly in a primary blocked position and FIG. 4A is a detailed view of an area outlined by the dashed box in FIG. 4 .

FIG. 5 is an underside view of an inertial catch and a countermass assembly of the vehicle door handle assembly of FIG. 4 .

FIG. 6 is a perspective rear view of a vehicle door handle assembly in a secondary blocked position and FIG. 6A is a detailed view of an area outlined by the dashed box in FIG. 6 .

FIG. 7 is an underside view of an inertial catch and a countermass assembly of the vehicle door handle assembly of FIG. 6 .

The present invention provides a vehicle outer door handle assembly with a latch release mechanism that includes primary and secondary catch points to prevent unintentional opening of the vehicle door in the event of a vehicle crash. During some crash events, forces cause a countermass assembly and an inertial block of the vehicle door handle assembly to move relative to each other so that the countermass assembly and the inertial block contact each other at the primary catch point to prevent actuation of the latch release mechanism. During other crash events, however, forces may cause the countermass assembly to move relative to the inertial mass in a way that bypasses the primary catch point contact. Although this primary catch point contact is bypassed, the countermass assembly and the inertial block still contact each other at the secondary catch point to prevent actuation of the latch release mechanism

FIG. 1 illustrates a vehicle outer door handle assembly 10 , according to the present invention, including a door handle 12 and a base 14 . The door handle assembly 10 is installed within a vehicle door, or tailgate, so that the base 14 is set within the door and the door handle 12 extends outward from the door to allow user access to the door handle 12 . The door handle 12 can be pulled or rotated away from the base 14 by a user (i.e., rotated from a rest position, as shown in FIG. 1 , to an active position) to actuate or rotate a latch release mechanism 16 from a rest position, as shown in FIG. 2 , to an active position (not shown). When in the rest position, the latch release mechanism 16 prevents the door from being opened, for example by maintaining door latch mechanisms in place between the door and the vehicle frame. When in the active position, the latch release mechanism 16 allows the door to be opened, for example by releasing the door latch mechanisms.

As shown in FIG. 2 , the latch release mechanism 16 includes a transfer lever 18 that rotates the latch release mechanism 16 about a shaft 20 coupled to the base 14 (i.e., via bearings 22 ) in response to rotation of the door handle 12 , either via a direct mechanical coupling between the two components 12 , 16 or an indirect coupling through a cable. A torsion spring 24 normally holds the transfer lever 18 , the latch release mechanism 16 , and the door handle 14 , in their rest positions, as shown in FIG. 2 . Thus, the spring force of the torsion spring 24 must be overcome to rotate the components 12 , 16 , 18 into their active positions to allow opening of the door. This spring force is small enough to be overcome by a user pulling the door handle 12 , but large enough to normally keep the components 12 , 16 , 18 in their rest positions and to rotate the components 12 , 16 , 18 back to their rest positions after a user releases the door handle 12 , thus preventing inadvertent unlatching/opening of the door.

The transfer lever 18 includes or is coupled to a countermass assembly 26 , as shown in FIGS. 2 , 2 A, and 3 , that also rotates about the shaft 20 in response to rotation of the door handle 12 (i.e., from a rest position to an active position). For example, when the door handle 12 is pulled away from the base 14 , the countermass assembly 26 rotates in a clockwise position about the shaft 20 , relative to the view shown in FIG. 3 , from its rest position to its active position. Also, as shown in FIGS. 2 , 2 A, and 3 , the door handle assembly 10 includes an inertial catch 28 that rotates about a second shaft 30 coupled to the base 14 (e.g., via bearings 32 ). This inertial catch 28 is held in a normal rest or unblocking position by a torsion spring 34 and is not affected by rotation of the door handle 12 or the countermass assembly 26 . However, the inertial catch rotates in response to inertia forces acting upon the inertial catch, such as those caused by a vehicle crash. For example, inertial forces acting upon the vehicle can cause the inertial catch 28 to rotate in a counterclockwise position about the second shaft 30 , relative to the view shown in FIG. 3 , from the unblocking position toward a blocking position, as best shown in FIGS. 5 and 7 .

When the inertial catch 28 is in the unblocking position (i.e., when no inertia forces are causing rotation of the inertial catch 28 into the blocking position), the inertial catch 28 allows free rotation of the countermass assembly 26 . For example, as shown in FIG. 3 , the inertial catch 28 and the countermass assembly 26 are positioned relative to each other so that there is free space 36 between the inertial catch 28 and the countermass assembly 26 to allow free rotation of the countermass assembly 26 when a user pulls the door handle 12 to open the door. However, the inertial catch 28 is positioned relative to the countermass assembly 26 so that its rotational movement path 38 intersects with the rotational movement path 40 of the countermass assembly 26 (i.e., when the inertial catch 28 reaches its blocking position, as shown in FIGS. 4-7 ).

As described above, inertia forces cause rotation of the inertial catch 28 toward its blocking position. Such inertia forces also inadvertently cause the door handle 12 to be pulled away from the base 14 toward its active position and, as a result, the transfer lever 18 and the countermass assembly 26 to rotate so that the latch release mechanism 16 moves toward its active position. If the latch release mechanism 16 were to reach its active position during such an event, the door may be inadvertently opened. However, during such an event, the countermass assembly 26 and the inertial catch 28 act as a locking mechanism to prevent the latch release mechanism 16 from reaching its active position. More specifically, the inertial catch 28 , when rotated into its blocking position by inertia forces, will engage and stop rotation of the countermass assembly 26 before the latch release mechanism 16 reaches its active position, therefore preventing the door from being opened.

As shown in FIGS. 2-7 , the countermass assembly 26 includes a primary catch point 42 and a secondary catch point 44 . When in its blocking position, the inertial catch 28 , and specifically a blocking shoulder 46 of the inertial catch 28 , will engage either the primary catch point 42 or the secondary catch point 44 when the countermass assembly 26 rotates toward its active position. More specifically, in some crash events, inertia forces (e.g., within a first range, direction, and/or set of directions) cause the inertial catch 28 to rotate relative to the countermass assembly 26 at substantially the same rotation rate as the countermass assembly 26 . In such events, the blocking shoulder 46 engages the countermass assembly 26 at the primary catch point 42 (e.g., a shoulder), as shown in FIGS. 4 , 4 A, and 5 , to prevent the countermass assembly 26 from rotating into its active position. Thus, the door handle assembly 10 , as illustrated in FIGS. 4 and 5 , is engaged in a primary blocked position.

In other crash events, such as high-acceleration impact or rollover crash events, inertia forces (e.g., within a second range, direction, and/or set of directions) cause the countermass assembly 26 to rotate faster than the inertial catch 28 , and as a result, the inertial catch 28 does not rotate fast enough for the blocking shoulder 46 to engage the countermass assembly 26 at the primary catch point 42 . In conventional door handle assemblies, this allows free rotation of the latch release mechanism 16 into its active position and inadvertent door opening. In the present invention, however, the blocking shoulder 46 will still engage the secondary catch point 44 (e.g., a shoulder or step portion), as shown in FIGS. 6 , 6 A, and 7 , to prevent the countermass assembly 26 from rotating into its active position. As a result, even if the countermass assembly 26 bypasses the inertial catch 28 at the primary catch point 42 , the inertial catch 28 will still block rotation of the countermass assembly 26 by engaging the secondary catchpoint 44 . Thus, the door handle assembly 10 , as illustrated in FIGS. 6 and 7 , is engaged in a secondary blocked position. Accordingly, the present invention provides a second opportunity to make the blocking contact and thus prevent rotation of the latch release mechanism 16 to its active position.

Thus, inertia forces during a vehicle crash cause the inertial catch 28 to block rotation of the countermass assembly 26 into its active position by engaging the primary catch point 42 or the secondary catch point 44 . Once the inertia forces are no longer acting on the vehicle, or reach a low enough magnitude, the torsion springs 24 , 34 cause the latch release mechanism 16 and the inertial catch 28 to rotate back to the rest position and the unblocking position, respectively.

While there has been shown and described what are at present considered the preferred embodiments of the invention, it will be obvious to those skilled in the art that various changes and modifications can be made therein without departing from the scope of the invention defined by the appended claims.