Abstract:
A latch mechanism for a vehicle includes a mounting bracket defining a slot configured to receive a striker of the vehicle. The latch mechanism also includes a catch pivotally coupled to the mounting bracket. The catch is pivotable between a first position in which the catch allows removal of the striker from the slot, a second position in which the catch secures the striker within the slot, and a third position in which the catch pivots past the second position. The latch mechanism further includes a dampener element operable to slow movement of the catch as the catch pivots from the second position to the third position.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims priority to U.S. Provisional Patent Application Ser. No. 61/759,068, filed Jan. 31, 2013, the entire contents of which are incorporated by reference herein. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present application relates to latch mechanisms, such as hood latch mechanisms, for vehicles. 
       SUMMARY 
       [0003]    In some embodiments, the invention provides a latch mechanism for a vehicle. The latch mechanism includes a mounting bracket defining a slot configured to receive a striker of the vehicle. The latch mechanism also includes a catch pivotally coupled to the mounting bracket. The catch is pivotable between a first position in which the catch allows removal of the striker from the slot, a second position in which the catch secures the striker within the slot, and a third position in which the catch pivots past the second position. The latch mechanism further includes a dampener element operable to slow movement of the catch as the catch pivots from the second position to the third position. 
         [0004]    In other embodiments, the invention provides a latch mechanism for a vehicle. The vehicle includes a frame and a hood pivotally coupled the frame. The latch mechanism includes a mounting bracket configured to mount to one of the frame and the hood. The mounting bracket defines a slot configured to receive a striker on the other of the frame and the hood. The latch mechanism also includes a catch pivotally coupled to the mounting bracket. The catch is pivotable between a first position in which the catch allows removal of the striker from the slot, a second position in which the catch secures the striker within the slot, and a third position in which the catch pivots past the second position. The latch mechanism further includes a dampener element mounted on the mounting bracket. The dampener element is configured to engage at least one of the striker and the catch as the catch pivots from the second position to the third position. 
         [0005]    In further embodiments, the invention provides a vehicle including a frame, a hood pivotally coupled to the frame and having a striker, and a latch mechanism. The latch mechanism includes a mounting bracket mounted to the frame. The mounting bracket defines a slot that receives the striker of the vehicle. The latch mechanism also includes a catch pivotally coupled to the mounting bracket. The catch is pivotable between a first position in which the catch allows removal of the striker from the slot, a second position in which the catch secures the striker within the slot, and a third position in which the catch pivots past the second position. The latch mechanism further includes a biasing member coupled to the catch and the bracket to bias the catch toward the first position, and a dampener element operable to dampen movement of the striker and the catch as the catch pivots from the second position to the third position. 
         [0006]    Other aspects of the invention will become apparent by consideration of the detailed description and accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0007]      FIG. 1  is a front perspective view of a latch mechanism including a dampener element, the latch mechanism being mounted to a frame of a vehicle. 
           [0008]      FIG. 2  is a rear perspective view of the latch mechanism including the dampener element. 
           [0009]      FIG. 3  is a rear plan view of the latch mechanism with a catch pivoted to a first position and a striker in an unlocked position. 
           [0010]      FIG. 4  is the rear plan view of the latch mechanism with the catch pivoted to a second position and the striker in the locked position. 
           [0011]      FIG. 5  is the rear plan view of the latch mechanism with the catch pivoted to a third position and the striker in an over-travel position. 
           [0012]      FIG. 6  illustrates the striker in the unlocked, locked, and over-travel positions relative to the dampener element. 
           [0013]      FIG. 7  is an enlarged rear view of the dampener element coupled to the latch mechanism. 
           [0014]      FIG. 8  is an enlarged top view of the dampener element coupled to the latch mechanism. 
       
    
    
     DETAILED DESCRIPTION 
       [0015]    Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. 
         [0016]      FIGS. 1 and 2  illustrate a latch mechanism  10  for use with a vehicle. In the illustrated embodiment, the latch mechanism  10  is configured to secure and selectively release a hood  14  of the vehicle. In other embodiments, the latch mechanism  10  may be used to secure and selectively release other elements of the vehicle, such as a trunk or a glove compartment. 
         [0017]    The illustrated latch mechanism  10  includes a mounting bracket  18 , a catch  22 , a pawl  26 , and a release lever  30 . The mounting bracket  18  mounts to a frame  34  of the vehicle and defines a slot  38  that receives a striker  42  ( FIGS. 3-6 ) on the hood  14 . In other embodiments, the striker  42  may be mounted to the frame  34 , and the mounting bracket  18  may be mounted to the hood  14 . The slot  38  is defined by an inner edge  46  of the bracket  18  and includes an open upper end  50  and a closed lower end  54 . The striker  42  enters the slot  38  at the open end  50  and travels to a location generally halfway between the open and closed ends  50 ,  54  of the slot  38  when the hood  14  is closed. 
         [0018]    As shown in  FIG. 2 , the catch  22  is pivotally coupled to a rear side  58  of the bracket  18  adjacent the slot  38 . A portion of the catch  22  extends over the slot  38  to guide and hold the striker  42  in the slot  38 . In the illustrated embodiment, the catch  22  is generally C-shaped and includes a first jaw  62  and a second jaw  66 . In other embodiments, other suitable catches may alternatively be employed. The catch  22  is pivotable relative to the bracket  18  between a first position ( FIG. 3 ), a second position ( FIG. 4 ), and a third position ( FIG. 5 ) corresponding to three positions of the striker  42 . In the first position, the catch  22  is pivoted to allow removal of the striker  42  from the slot  38 . In the second position, the catch  22  receives the striker  42  between the jaws  62 ,  66  and is pivoted to lock the striker  42  in the slot  38 . In the third position, the striker  42  is still received between the jaws  62 ,  66  of the catch  22 , but the catch  22  is pivoted beyond the second position such that the striker  42  is located at the closed end  54  of the slot  38 . Such a position may occur during, for example, a front-end collision of the vehicle that pushes the hood  14  into the frame  34 . A biasing member  70  (e.g., a torsion spring) is coupled to the catch  22  and the bracket  18  to bias the catch  22  toward the first position. 
         [0019]    The pawl  26  is pivotally coupled to the rear side  58  of the bracket  18  on an opposite side of the slot  38  from the catch  22 . The pawl  26  engages the catch  22  when the catch  22  is in the second and third positions ( FIGS. 4-5 ) to selectively hold the catch  22  in these positions. When the catch  22  is in the second position, the pawl  26  engages the first jaw  62  of the catch  22 . When the catch  22  is in the third position, the pawl  26  engages the second jaw  66  of the catch  22 . An actuator (not shown), such as a cable connected to a handle inside the vehicle, is coupled to the pawl  26  to selectively pivot the pawl  26  out of engagement with the catch  22 , allowing the catch  22  to return to the first position ( FIG. 3 ). A biasing member  74  (e.g., a torsion spring) is coupled to the pawl  26  and the bracket  18  to bias the pawl  26  toward the position shown in  FIGS. 3-5  when the actuator is not actuated. 
         [0020]    As shown in  FIG. 1 , the release lever  30  is pivotally coupled to a front side  78  of the bracket  18  opposite from the catch  22  and the pawl  26 . The release lever  30  includes an actuator  82  and an arm  86 . A portion of the arm  86  extends over the slot  38  to engage the striker  42  as the striker  42  exits the slot  38 . The arm  86  thereby inhibits the hood  14  from flipping open (i.e., up) until a user manually actuates the actuator  82 . Actuating the actuator  82  pivots the arm  86  away from the slot  38 , allowing the striker  42  to completely disengage the latch mechanism  10  to open the hood  14 . A biasing member  90  (e.g., a torsion spring) is coupled to the release lever  30  and the bracket  18  to bias the lever  30  toward the closed position shown in  FIGS. 1-4 . 
         [0021]    As shown in  FIGS. 6-8 , the latch mechanism  10  also includes a dampener element  94 . In the illustrated embodiment, the dampener element  94  engages the striker  42  as the striker  42  moves from a locked position ( FIG. 4 , corresponding to the second position of the catch  22 ) to an over-travel position ( FIG. 5 , corresponding to the third position of the catch  22 ). The dampener element  94  thereby absorbs energy when the striker  42  and the catch  22  move past the second/locked position (e.g., during a front-end collision) to dampen movement of the striker  42 . By dampening movement of the striker  42 , the dampener element  94  also dampens movement of the catch  22 . That is, the dampener element  94  slows the movement, or velocity, of both the striker  42  and the catch  22  as the catch  22  pivots from the second position to the third position. In some embodiments, such as the illustrated embodiment, the dampener element  94  directly engages the striker  42  to slow movement of the striker  42  and the catch  22 . In other embodiments, the dampener element  94  may directly engage the catch  22 , or may directly engage both the catch  22  and the striker  42 , to slow movement of the striker  42  and the catch  22 . 
         [0022]    In the illustrated embodiment, the dampener element  94  is coupled to and extends along the inner edge  46  of the mounting bracket  18  that defines the slot  38 . The dampener element  94  may be glued, molded, press-fit, laser welded, or otherwise secured on the inner edge  46 . The illustrated dampener element  94  is composed of a plastic material, such as polyacetal (POM-C). In other embodiments, the dampener element  94  may be composed of other plastic or elastomeric materials or a combination of materials. Furthermore, the illustrated dampener element  94  extends along and covers the entire inner edge  46  of the mounting bracket  18 . In other embodiments, the dampener element  94  may only extend along and cover a portion of the inner edge  46  (e.g., the portion of the inner edge  46  that defines the closed end  54  of the slot  38 ). 
         [0023]    The illustrated dampener element  94  is generally U-shaped and includes two opposing legs  98 ,  102 . The dampener element  94  also includes a wedge surface  106 ,  110  generally at a mid-portion along the length of each leg  98 ,  102 . The wedge surfaces  106 ,  110  taper the dampener element  94  inwardly relative to the slot  38  such that the element  94  is thicker near the closed end  54  of the slot  38  than near the open end  50  of the slot  38 . Due to the taper, a distance between the legs  98 ,  102  is greater than a diameter of the striker  42  near the open end  50  of the slot  38  (e.g., above the wedge surfaces  106 ,  110 ), but is smaller than the diameter of the striker  42  near the closed end  54  of the slot  38  (e.g., below the wedge surfaces  106 ,  110 ). 
         [0024]    As shown in  FIG. 6 , the striker  42  is spaced apart from the dampener element  94  when the striker  42  is in an unlocked position (corresponding to the first position of the catch  22 ) and in the locked position. In these positions, the dampener element  94  does not engage, and thereby restrict or inhibit movement, of the striker  42 . In the illustrated embodiment, the striker  42  is spaced about  4  millimeters vertically above the wedge surfaces  106 ,  110  when in the locked position. Such an arrangement helps to ensure the hood  14  is flush with the rest of the vehicle when closed. In other embodiments, the striker  42  may be spaced closer to or further from the wedge surfaces  106 ,  110  when the hood  14  is closed. In still other embodiments, the striker  42  may rest on the wedge surfaces  106 ,  110  when the hood  14  is closed. 
         [0025]    The striker  42  engages the dampener element  94  when the striker  42  moves to the over-travel position. For example, sufficient downward pressure on the hood  14  can force the striker  42  to move past the locked position toward the closed end  54  of the slot  38 . In some embodiments, such as the illustrated embodiment, the striker  42  moves about  16  millimeters through the slot  38  from the locked position to the over-travel position. As the striker  42  moves to the over-travel position, the striker  42  pushes against the first leg  62  of the catch  22 , pivoting the catch  22  toward the third position. During this movement, the striker  42  also engages the wedge surfaces  106 ,  110  of the dampener element  94 . Engagement between the striker  42  and the dampener element  94  deforms the dampener element  94 , thereby dampening and slowing movement of the striker  42  to absorb force. The force absorption profile of the dampener element  94  as the striker  42  moves from the locked position to the over-travel position may be either linear or non-linear. 
         [0026]    In some embodiments, the dampener element  94  may be removably coupled to the mounting bracket  18 . In such embodiments, different dampener elements may be interchangeably coupled to the bracket  18  to “tune” the latch mechanism  10  for different force requirements. For example, dampener elements composed of different materials or having different shapes and/or sizes may alternatively be coupled to the bracket  18  to increase or decrease the amount of force that can be absorbed. Referring to  FIG. 6 , a distance between the unlocked and locked positions of the striker  42 , a distance between the locked and over-travel positions of the striker  42 , and/or an angle of the wedge surfaces  106 ,  110  may be adjusted to tune the illustrated dampener element  94 . 
         [0027]    Additionally or alternatively, the dampener element  94  may be positioned elsewhere on the latch mechanism  10  and may engage elements other than the striker  42 , such as the catch  22 , the pawl  26 , or the mounting bracket  18 . For example, in some embodiments, a dampener element, such as a bumper, may extend outwardly from the rear side  58  of the mounting bracket  18  adjacent the catch  22 . In such embodiments, the dampener element  94  may engage the first jaw  62  of the catch  22  as the catch  22  pivots from the second position to the third position. In other embodiments, a dampener element, such as a coil spring, may extend axially from the closed end  54  of the slot  38 , rather than along the inner edge  46  of the bracket  18 . In such embodiments, the spring may compress as the striker  42  moves toward the closed end  54  of the slot  38 . In still other embodiments, a dampener element, such as a bumper, may extend from the pawl  26  and the dampener may be configured to engage the second jaw  66  of the catch  22 . 
         [0028]    In further embodiments, the latch mechanism  10  may include multiple dampener elements to absorb forces as the striker  42  travels from the locked position to the over-travel position. In some such embodiments, one dampener element can be provided on the catch  22  (e.g., as an elastic coating over a rigid catch body) and a different dampener (with similar or different elasticity) can be provided on either the striker  42  or the bracket  18 . For example, the latch mechanism  10  may include a first dampener element having wedge surfaces to provide a first damper zone and a second dampener element having a bumper to provide a second damper zone. The force absorption of the dampener elements may be tuned to meet the force requirements of a specific vehicle. 
         [0029]    In some embodiments, a dampener element may be integrally formed with the bracket  18 . For example, the dampener element may include a flared lip and/or narrow slots that are formed or stamped into the bracket  18  adjacent the inner edge  46 . As the striker  42  moves from the locked position to the over-travel position, the striker  42  could directly engage the inner edge  46  via an interference fit. The flared lip and/or narrow slots in the bracket  18  could provide a dampening function to absorb forces during movement of the striker  42 . In such embodiments, the dampener element may be formed of the same material as the bracket  18 , or may be formed of an elastomeric material that is molded to the bracket  18 . 
         [0030]    Various features and advantages of the invention are set forth in the following claims.