Patent Abstract:
A convertible roof latch operable to retain a convertible roof apparatus in a retracted position. The convertible roof latch is lockingly engaged and disengaged in response to actuation of a tonneau cover. The convertible roof latch is positionable in an unlocked position where a top stack mechanism is free to move relative to the locking mechanism and a locked position where the top stack mechanism is coupled with the locking mechanism when the tonneau cover is in the closed position to prevent relative movement of the top stack mechanism and the locking mechanism.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 60/403,689, filed on Aug. 15, 2002. The disclosure of the above application is incorporated herein by reference. 
    
    
     BACKGROUND AND SUMMARY OF THE INVENTION 
     This invention relates generally to automotive roof systems and, more particularly, relates to a latch for retaining a convertible roof apparatus. 
     Rigid hard-top convertible roofs have been used on a variety of automotive vehicles. Some of these conventional convertible hard-top roofs are stored in a generally vertical orientation and some are stored in a predominantly horizontal orientation. Furthermore, some of these conventional hard-top roofs fold in a clamshelling manner while others are collapsible in an overlapping manner. Examples of traditional hard-top convertible roofs are disclosed in the following patents: U.S. Pat. No. 6,347,828 entitled “Actuation Mechanism for a Two Piece Retractable Hard-Top Roof for an Automobile” which issued to Rapin et al. on Feb. 19, 2002; U.S. Pat. No. 6,318,793 entitled “Two Piece Retractable Hard-Top Roof for an Automobile” which issued to Rapin et al. on Nov. 20, 2001; U.S. Pat. No. 5,979,970 entitled “Roof Assembly for a Convertible Vehicle” which issued to Rothe et al. on Nov. 9, 1999; U.S. Pat. No. 5,785,375 entitled “Retractable Hard-Top for an Automotive Vehicle” which issued to Alexander et al. on Jul. 28, 1998; U.S. Pat. No. 5,769,483 entitled “Convertible Motor Vehicle Roof” which issued to Danzi et al. on Jun. 23, 1998; U.S. Pat. No. 5,743,587 entitled “Apparatus for Use in an Automotive Vehicle having a Convertible Roof System” which issued to Alexander et al. on Apr. 28, 1998; and EPO Patent Publication No. 1 092 580 A1 which was published on Apr. 18, 2001. The U.S. patents are incorporated by reference herein. 
     Traditionally, most rigid hard-top convertible roofs are unrestrained in their collapsed position such that the roof panel(s) and/or top stack mechanism is generally free to vibrate or otherwise produce unwanted noise and/or harshness. 
     In accordance with the present invention, a convertible roof latch is provided. In another aspect of the present invention, the convertible roof latch is operable to retain the convertible roof apparatus in a collapsed position. A further aspect of the present invention provides that the convertible roof latch is lockingly engaged and disengaged in response to actuation of a tonneau cover. In yet another aspect of the present invention, the convertible roof latch is lockingly engaged and disengaged in response to a cable drive connection with the tonneau cover. 
     The apparatus of the present invention is advantageous over conventional convertible roof systems in that the present invention is anticipated to provide superior resistance to noise, vibration, and harshness caused by the unrestrained movement of the convertible roof apparatus while in a collapsed position. 
     Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
     FIG. 1 is a fragmentary, perspective view, as observed from the rear left corner of the vehicle, showing the preferred embodiment of a hard-top convertible roof apparatus of the present invention disposed in a fully closed and raised position; 
     FIG. 2 is a fragmentary and perspective view, like that of FIG. 1, showing the preferred embodiment apparatus disposed in a partially retracted position; 
     FIG. 3 is a fragmentary and perspective view, like that of FIG. 1, showing the preferred embodiment apparatus disposed in a fully open and retracted position; 
     FIG. 4 is a centerline cross sectional view showing the preferred embodiment apparatus, disposed in the fully retracted position; 
     FIG. 5 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the fully retracted position; 
     FIG. 6 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the partially retracted position; 
     FIG. 7 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the fully retracted position; 
     FIG. 8 is a fragmentary and perspective view showing the preferred embodiment apparatus in a locked position; 
     FIG. 9 is an enlarged fragmentary and perspective view showing the preferred embodiment apparatus, on an opposing side of the vehicle, in a locked position; 
     FIG. 10 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the fully unlocked position; 
     FIG. 11 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the intermediate position; and 
     FIG. 12 is a side diagrammatic view showing the preferred embodiment apparatus, disposed in the locked position. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
     Referring now to FIGS. 1-7, a convertible roof system  21  is part of an automotive vehicle and includes a hard-top front roof panel  23 , a hard-top rear roof panel  25 , a top stack mechanism  27  operable to move the roofs, a rigid tonneau cover  29  and a tonneau cover mechanism  31 . Roofs  23  and  25  are automatically movable from fully raised and closed positions covering a passenger compartment  33 , as shown in FIGS. 1 and 5, to fully retracted and open positions, as shown in FIGS. 3,  4  and  7 , wherein roofs  23  and  25  are stowed in a roof storage area or compartment  35 . Roof storage compartment  35  is located between and physically separated by metal panels  36  (see FIG. 7) from passenger compartment  33  and an externally accessible storage area for miscellaneous articles such as a trunk or pickup truck bed  37 . A rigid, glass back window or backlite  39  is secured to rear roof panel  25  while front roof panel  23  is disengagably attached to a front header panel  41  by latches. Roofs  23  and  25  are preferably stamped from steel sheets and include inner reinforcement panels, but the roofs may alternately be formed from polymeric composites or aluminum. Roofs  23  and  25  have opaque outside surfaces  43  that are typically painted. These outside surfaces  43  define three-dimensionally curved planes that are stored in a predominantly vertical and parallel nested orientation when fully retracted and stowed; this can be observed best in FIGS. 4 and 7. 
     Top stack mechanism  27  is in mirrored symmetry in both outboard sides of the vehicle. Top stack mechanism  27  includes a pair of linkage assemblies  51  and a pair of hydraulic actuators  55 . Linkage assembly  51  is preferably constructed in accordance with German patent application serial number 101 39 354.7 entitled “Carbiolet-Fahrzeug” (Vehicle), which was filed on Aug. 17, 2001 and the disclosure of which is hereby incorporated by reference. Roofs  23  and  25  can be tightly and closely nested together when fully retracted and the centerline, fore-and-aft roof storage area opening can be minimized due to linkage assemblies  51 . 
     Convertible roof system  21  further includes a panel latch mechanism  100  adapted for retaining at least one of front roof panel  23  and rear roof panel  25 . As can be seen from FIGS. 8-12, panel latch mechanism  100  is preferably coupled to at least a portion of top stack mechanism  27 . With particular reference to FIG. 8, linkage assembly  51  and the pair of hydraulic actuators  55  are pivotally coupled to a top stack support member  57 . Top stack support member  57  extends generally vertically along metal panel  36  or any other automotive support structure. A latch support bracket  102  is fixedly coupled to support member  57  and extends therefrom within roof storage compartment  35 . Latch support bracket  102  may be coupled to support member  57  at point  104  in accordance with any one of a number of known methods, such as via fasteners, welding, stamping, and the like. Latch support bracket  102  is generally arcuate shaped and includes a perpendicularly turned end portion  106 . 
     Panel latch mechanism  100  generally includes a striker  108 , a locking pawl  110 , a first extension spring  112 , a second extension spring  114 , and a cable actuator  116 . Panel latch mechanism  100  is configured to selectively receive, retain, and lock top stack mechanism  27  and, thus, front roof panel  23  and rear roof panel  25  in a retracted and stowed position. To this end, striker  108  includes a cam slot  118  formed therein to receive a stud or latch member  120  extending from linkage assembly  51 . Stud  120  is generally V-shaped in cross-section. However, it should be understood that stud  120  may have any shape conducive to operation. 
     Striker  108  is pivotally coupled to latch support bracket  102  at pivot  122 . Striker  108  is thus able to pivot generally in a fore and aft direction relative to the vehicle. Striker  108  further includes a feature  124  capable of receiving a first end of first extension spring  112  therein. The opposing end of first extension spring  112  is coupled to perpendicularly turned end portion  106  so as to bias striker  108  in a forward or unlocked position (see FIG.  10 ). Striker  108  further includes a physical stop member  126  generally perpendicularly from striker  108 . Physical stop member  126  is received within a cutout  128  formed in latch support bracket  102 . Cutout  128  defines a first end  130  and a second end  132  that may engage physical stop member  126  of striker  108  when striker  108  is in locked position and unlocked position, respectively. 
     Striker  108  further includes a locking recess  134  formed therein for engaging with locking pawl  110 . To this end, locking pawl  110  is pivotally coupled to latch support bracket  102  at pivot  136 . Locking pawl  110  is thus able to pivot generally in a fore and aft direction relative to the vehicle. Locking pawl  110  includes a locking head  138  that is insertable within locking recess  134  of striker  108  to prevent rotation of striker  108 . Thus, locking pawl  110  functions to lock striker  108  in the locked position. 
     Locking recess  134  may include optional step features  135  formed therein. Step features  135  preferably are arranged in a descend step arrangement having an opposing surface  137  at each level. Accordingly, locking head  138  of locking pawl  110  is engageable with each of the opposing surfaces  137  to prevent inadvertent unlocking and/or rotation of striker  108 . It should be noted that step features  135  are particularly useful to facilitate a locking engagement between locking pawl  110  and striker  108  and is less sensitive to tolerance variations. Therefore, a locking engagement may still be achieved even if top stack mechanism  27  is not completely retracted due to temporary misalignment of parts, temperature variation, or other condition. However, the descending arrangement of step features  135  permits the panel latch mechanism  100  to increase its locking engagement should top stack mechanism  27  settle during travel. It should be noted, however, that step features  135  may have any shape that is conducive to a progressive locking feature. 
     Locking pawl  110  further includes a feature  140  capable of receiving a first end of second extension spring  114  therein. The opposing end of second extension spring  114  is coupled to perpendicularly turned end portion  106  so as to bias locking pawl in a rearward or locked position (see FIGS.  8  and  12 ). Locking pawl  110  still further is coupled to cable actuator  116  at point  142 . Cable actuator  116  is coupled at one end to tonneau cover  29  such that as tonneau cover  29  is moved into a raised position, cable actuator  116  exerts a pulling force on locking pawl  110 , thereby rotating locking pawl  110  into an unlocked position. Locking pawl  110  is finally released when tonneau cover  29  is retracted into its closed position. 
     During operating, as seen in FIGS. 10-12, panel latch mechanism  100  is operated in response to actuation of tonneau cover  29  and top stack mechanism  27 . Specifically, as seen in FIG. 10, panel latch mechanism  100  is shown in an unlocked position, wherein tonneau cover  29  is further opened. In this position, stud  120  is separate from striker  108 . However, it should be understood that the specific distance between striker  108  and stud  120  is dependent upon the particular geometry of top stack mechanism  27 . Therefore, variations from what is depicted in these figures is expected. 
     Still referring to FIG. 10, tonneau cover  29  is raised to some extent, thereby retracting cable actuator  116 . Cable actuator  116  thus has pulled locking pawl  110  in a counter-clockwise direction (as seen in FIGS. 10-12) and prevents locking head  138  from engaging locking recess  134 . As top stack mechanism  27  is actuated to retract front roof panel  23  and rear roof panel  25 , stud  120  of linkage assembly  51  sweeps through a generally arcuate path and into engagement with at least one side of cam slot  118 . Continued actuation of top stack mechanism  27  causes stud  120  to further ride along cam slot  118  and rotate striker  108  until roof system  21  is in its fully retracted position and striker is in its fully rotated position (as generally seen in FIG.  11 ). It should be noted that this rotation of striker  108  is against the biasing force of first extension spring  112 . 
     Striker  108  remains unlocked until tonneau cover  29  is retracted into a closed position and locking pawl  110  is allowed to engage striker  108 . To this end, as tonneau cover  29  is retracted, the pulling force exerted on locking pawl  110  by cable actuator  116  is relieved, thereby enabling the biasing force of second extension spring  114  to rotate locking pawl  110  in a clockwise direction (as seen in FIG. 12) until locking head  138  engages at least one step feature  135  of locking recess  134 . Thus, top stack mechanism  27 , front roof panel  23 , and rear roof panel  25  are retained in a retracted position so as to minimize vibration, noise, and harshness. 
     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.

Technology Classification (CPC): 8