US3353864A - Convertible top latch mechanism - Google Patents

Description

Nov. 21, 1967 Y c. R. ANTAYA ETAL 3,353,864

CONVERTIBLE TOP LATCH MECHANISM 2 Sheets-Sheet 1 Filed Oct. 25, 1965 R NEW INVENTOR.

V /Z/fbra' 1 3/422! Faber) WK Nk Q Q x Nov. 21, 1967 c. R. ANTAYA ETAL 3,353,364

CONVERTIBLE TOP LATCH MECHANISM 2 Sheets-Sheet 2 Filed Oct. 23, 1965 v A TQR/VE Y United States Patent 3,353,864 CONVERTIBLE T0? LATCH MECHANISM Clifford R. Antaya, Southgate, and Robert M. Fox, Warren, Micln, assignors to General Motors Corporation, Detroit, Mich, a corporation of Delaware Filed Oct. 23, 1965, Ser. No. 502,985 3 Claims. (Cl. 296-121) This invention relates generally to a latch mechanism and more particularly to a latch mechanism adapted to latch a top header to a windshield support in top raised position.

Many present convertible tops are provided with a pair of side-mounted latch mechanisms of the type disclosed in Patent No. 3,216,763, Heincelman. These latch mechanisms include horizontally movable actuating levers operable to move a latch member through a compound arcuate movement from an unlatched position to a latched position. During this movement the latch member is engageable with a striker on the windshield support to latch the top to the support. However, if the latch member fails to engage the striker, the latch lever may still be moved to latched position and the person operating the latch may be unaware that the top is not latched.

It is therefore the primary object of this invention to provide latch blocking means to block movement of the latch member from unlatched to latched positions when it fails to engage the striker during such movement, thus positively indicating to the latch operator that the top is not latched. It is another object to provide a top header mounted abutment member engageable with a latch member mounted stop portion to block movement of the latch member from unlatched to latched positions when it fails to engage the striker during such movement.

These and other objects of the invention will be apparent from the following description of an illustrative embodiment, having reference to the accompanying drawings, in which:

FIGURE 1 is a fragmentary side elevational view of a convertible vehicle body with the fabric top removed and shown in phantom broken lines and with portions broken away and sectioned to show one side of the foldable top supporting frame fully extended to a raised, passenger compartment enclosing position maintained by a top locking mechanism embodying the invention;

FIGURE 2 is an enlarged fragmentary view showing the mounting and operational interrelationship of the illustrative top locking mechanism in plan elevation relative to the pivotally interconnected ends of the front and forward side rail members;

FIGURE 3 is an enlarged fragmentary view corresponding to the top locking portion of FIGURE 1 and shows the illustrative mechanism in side elevation taken substantially in the direction indicated at 33 in FIG- URE 2;

FIGURE 4 is a further enlarged side elevational view similar to a portion of FIGURE 3 illustrating different operative positions of the several top latching elements in full and broken lines;

FIGURE 5 is an enlarged fragmentary view sectioned substantially as indicated at 55 in FIGURE 2;

FIGURE 6 is a fragmentary sectional View taken substantially in the plane indicated at 66 in FIGURE 5; and

FIGURE 7 is an exploded fragmentary view showing the detenting means provided in the compound operating lever of the top locking mechanism illustrated in FIG- URES 16.

Referring more particularly to FIGURE 1, a portion of a convertible vehicle body is indicated generally by the reference numeral 10. Two front doors 11 are suitably hinged to provide access to a body defined passenger compartment 12. The invention would be equally applicable, however, to a four-door convertible. A transverse header 13 including two vertically inclined pillars 14 mount a windshield 15 on the body forwardly of the passenger compartment. A fabric top indicated in phantom lines at 16 is foldable by an articulated top supporting frame 17 between a raised top closing position and a folded position retracted downwardly into a top housing well 18 extending transversely of the body behind the rear seat of the passenger compartment. As indicated above, the top supporting frame illustrated in FIGURE 1 has inwardly folding rails and is similar to that shown and described in copending United States patent application Serial No. 466,020, entitled Convertible Top, filed June 22, 1965, in the name of Stanley Dodwys.

The top frame 17 includes a front rail member 19 which is movable to a raised position proximate the windshield mounting header 13. The raised front rail is normally locked in weathersealing engagement with the header by operation of two latch mechanisms 20 incorporating the invention. These latch mechanisms are suitably mounted on opposite ends of the front rail member. In the accompanying drawings, only the right side of the top supporting frame and the right-hand latch are shown in structural and operational detail and the following description is specifically related thereto. It will be apparent, however, that this description is equally applicable to the reversed configuration of the left side of the frame and to the left-hand latch mechanism mounted thereon.

The illustrative latch mechanism 20 is similar to the top locking mechanisms shown and described in copending United States patent applications Serial No. 466,227, Convertible Top Locking Mechanism, filed June 23, 1965, in the name of Henry W. Griflin and Serial No. 504,033, Convertible Top Locking Mechanism, filed October 23, 1965, in the names of William E. McLean and Walter Pollak and the instant invention is incidentally shown and described in these copending applications.

As shown in FIGURES 1+3, each end of the front rail is secured at 21 to a relatively short, rearwardly extending stub rail member 22. An intermediate side rail member 24 is pivotally hinged at 23 to each stub rail member and at 25 to the forward end of a rear side rail member 26. Each rear rail is angled downwardly from the hinge pivot 25 and is pivotally supported at 27 by a body supported bracket 28. The two rear rail hinging brackets 28 are mounted on a horizontal portion of an angled body panel 29. This panel extends transversely of the body between the two rear wheel housings, not shown, to form the bottom wall of the top well 18 and a seat back supporting member. A synchronized power actuator 30 is mounted rearwardly of the body panel 29 below each bracket 28. Each actuator has an output rod 32 operably connected to swing the adjacent rear side rail member between its retracted and raised'top closing positions. In the illustrative embodiment, the upper end of the actuator rod 32 is pivotally connected at 33 to a pair of links 34 and 35. The link 34 is pivotally connected at 36 to the adjacent rear rail member 26 and the link 35 is pivotally connected at 37 to an arm 28' extending from the hinge bracket 28. The links 34 and 35 thus translate the actuator rod driven movement imparted to each pivot 33 into appropriate swinging movement of the adjacent rail member.

The pivotal axes of the side rail interconnecting hinges 23, 25 and 27 are shown in broken line in FIGURE 1 and designated B, C and D, respectively. To provide in-- or retracted position, the synchronized actuators 30 are,

simultaneously energized to draw their respective rods 32 downwardly. Such rod movement swings each rear rail member 26 rearwardly of the body about the obliquely inclined hinge axis D. This in turn causes the front and intermediate side rail members 19 and 24 to be folded with respect to the rear rail member 26 about the inclined pivotal axes B and C, respectively. The front rail remains substantially parallel to the windshield header and the body as the top is folded downwardly to its lowered position within the body defined top well. When the actuators 30 are simultaneously energized to cause synchronized upward movement of the rods 32, the resultant linkage controlled movement swings the rear rail members toward their raised positions. This rear rail movement causes the intermediate side rail and front rail members to be swung forwardly toward their top closing positions about their pivotal hinge connections. Several top supporting bows 38, 39 and 40 are pivotally mounted on and extend laterally of the top between corresponding side rail members. These bows are spacedly secured to the undersurface of the fabric top and are swung upwardly to raised top supporting positions during movement of the frame 17 to its top closing position.

The front rail 19 is bowed transversely of the vehicle and mates with the windshield header 13 when in its top closed position shown in FIGURES 1 and 3. A resilient weatherseal 41 carried by the front rail is sealingly and compressively engageable with the windshield header upon locking operation of the laterally spaced top latching mechanisms 20. As best shown in FIGURES 3 and 4, the angled front rail end portions are perforated at 42 forwardly of the stub rail members and adjacent their cornered juncture with the intermediate portion of the front rail member. The short front rail end members 22 secured to these angled end portions are of stepped channeled section and open upwardly toward the fabric top. In the illustrative embodiment, each latch mechanism 20 is mounted substantially within the stepped channels of the front rail end members and each has a lever mounted latch member or bolt 49 which extends through the adjacent rail opening 42 and is swingable between a retracted striker disengaging position and a top locking position in latching engagement with a striker 60 mounted on the adjacent upper corner of the windshield header and pillar.

Each latch mechanism 20 includes a mounting bracket 43. As shown in FIGURES 2 and 3, these brackets are suitably secured for limited adjustment longitudinally of the channeled forward ends of the front rail end members 22. As further shown in FIGURES 24, the forward end of each bracket 43 has two laterally spaced upstanding arms 44 and 45. A pivot pin 46 is supported by and extends transversely between these bracket arms above the adjacent front rail opening 42 and pivotally mounts one corner of a folded triangularly-shaped bellcrank lever 47. A pivot pin 48 is mounted in a second forward corner of the lever 47 and forms a lever arm with respect to the pivot pin 46. The pin 48 pivotally mounts a two-piece latch member 49. The bellcrank lever 47 is swingable on the pin 46 between a latch engaging position Q shown in full lines in FIGURES 1-4 and a latch disengaging position carrying the pivot pin 48 to a corresponding position indicated in broken lines at R in FIGURE 4.

The two-piece latch member 49 includes a hook-shaped bolt 50. The shank portion of this bolt member is threadably mounted and longitudinally adjustable in a support member 51. Spaced clevis arms 52 and 53 on the member 51 are pivotally mounted as shown on the projecting ends of the pin 48. A helical spring 54 embraces the pin 48 within the hollow recess of lever 47 and is torsionally interposed as shown between the lever and the bolt supporting member 51. The spring 54 thus tends to bias the latch member 49 in a clockwise, striker engaging direction as viewed in FIGURES 2 and 4 towards an extended position wherein the bolt supporting member 51 engages a transverse fold-over flange 55 formed on the bellcrank lever.

In accordance with the invention, the upstanding arm 44 on the bracket 43 is stamped to form a cam flange 56 which extends forwardly and downwardly of the bell crank mounting pin 46. This cam flange is normally operable to control swinging movement of the latch member 49 between striker engaging and disengaging positions.- carn channel or groove 57 stamped into this flange is spaced laterally from and opens toward the bellcrank lever 47 and the latch supporting member 51. As best shown in FIGURES 2-4, this cam channel is open at its upper end and is tapered downwardly of the flange between vertically inclined, converging side walls and terminate downwardly in an enlarged triangularly-shaped cam slot 58. The obliquely inclined bottom surfaces of this cam slot are engageable with a cam pin 59 carried by the latch member 49. In the illustrative latch mechanism, this cam engaging pin projects laterally from the adjacent clevis arm 52 of the bolt supporting member 51 in spaced paral lel relation to the latch pivoting pin 48. Such pin and cam surface engagement normally occurs and controls swinging of the latch member 49 during movement of the bellcrank lever 47 between its retracted striker disengaging position R and an initial bolt-and-striker engaging position.

During downward swinging movement of the bellcrank lever 47 from its latch engaging position Q toward its extreme latch disengaging position R, the cam pin 59 normally passes downwardly through the channel 57 until it initially engages the forward bottom surface of the cam slot 58. Further downward swinging movement of the bellcrank lever 47 to R causes the cam engaged pin 59 to rotate the latch member 49 in a counterclockwise direction as viewed in FIGURE 4 against the biasing action of the spring 54 to its extreme latch disengaging position shown in broken lines at Z. In this retracted position, the latch bolt 50 is removed from potential engagement with the keeper or striker 60 and the adjacent corner of the windshield header and pillar during opening and closing movement of the top supporting front rail member.

The latch member 49 is normally stored with the folded top in its fully retracted position. During upward clockwise swinging movement of the bellcrank lever 47 after subsequent top raising and closing movement of the front rail member proximate the front windshield member 13, relative movement between the cam slot 58 and the pin 59 permits the spring 54 to rotate the latch member 49 in a clockwise direction from its extreme retracted position Z toward an extended striker engaging position shown in broken lines at Y in FIGURE 4. In approaching this extended lever position, the hook-shaped bolt member 50 normally engages the adjacent keeper or striker 60 as the pin 59 reaches the forward end of the cam slot 58.

After the bolt 50 engages the striker, further upward swinging movement of the bellcrank lever 47 rotates the latch member 49 slightly in a counterclockwise direction. Such rotation of the latch member swings the pin 59 rearwardly and upwardly and permits the pin to pass upwardly through the channel 57 as the bellcrank lever is further actuated to its extreme latch engaging position Q. Such actuation of the bellcrank lever carries the latch member to an extreme top locking position shown in full lines at W in FIGURE 4. The clamping forces thus exerted through the two laterally spaced latch members are suflicient to compressively seal the Weatherstrip between the windshield header 13 and the front rail 19 under all normal vehicle operative conditions.

In some cases, latching engagement with the striker 60 may not occur as the latch member approaches and reaches its initial striker engaging position Y. Such latching failure may be due to incomplete closing or lateral misalignment of the front rail with respect to the windshield header. If this occurs with the illustrative latch mechanism, a slight further upward swinging movement of the bellcrank lever swings the latch lever cam pin 59 upwardly into blocking engagement with an overhanging detent shoulder or toe 61. This latch blocking shoulder is formed on the cam flange 56 by the forward end of the cam slot 58 and the forward side wall of the channeled groove 57. Such pin and latch blocking engagement is indicated in at X in FIG- URE 4 and tends to prevent further latch engaging movement of the bellcrank lever and the latch operating linkage until the latch member has been returned to a retracted position and the front rail has been brought into proper engagement and alignment with the windshiel header.

As best shown in FIGURES 2 and 3, a latch operating lever 62 is pivotally mounted at 63 rearwardly of the front rail end member 22 and is operably connected by an adjustable link 64 for swinging actuation of the bellcrank lever 47 between its extreme latch engaging and disengaging positions. The operating lever 62 is thus journaled for horizontal swinging movement between an extreme latch disengaging position M shown in broken lines in FIGURE 2 and an extreme latch engaging position P. These extreme positions of the latch operating lever correspond to the latch disengaging and engaging positions R and Q, respectively, of the bellcrank lever. When actuated to its latch disengaging position M, the operating lever and a latch operating handle 65 rotatably mounted thereon extend transversely of the side rail and project inwardly of the passenger compartment. In its latch engaging position P, the latch operating lever 62 is retracted substantially within the confines of the front rail end member and the handle 65 extends rearwardly in spaced parallel relation to the adjacent side rail. During movement between its extreme positions, the operating lever 62 passes through an intermediate position N corresponding to the striker engaging or detent blocking position of the latch member.

The end portions 66 and 67 of link 64 are interconnected and threadably adjustable by a turnbuckle nut 69. This turnbuckle is normally maintained in an adjusted position by a locking nut 70. The distal ends of link portions 66 and 67 are angled and normally disposed with respect to each other so as to translate the horizontal swinging movement of the operating lever 62 between its latch engaging and disengaging positions into corresponding vertical swinging movement of the bellcrank lever. These angled ends of link portions 66 and 67 are loosely pivoted on headed studs or pins 71 and 72 which are secured to and project, respectively, from the upper rear corner of the bellcrank lever 47 as viewed in FIGURES 2-4 and from the operating lever 62 in spaced parallel relation to its pivotal mounting at 63. The axial and radial clearances provided between the angled link ends and the pivot studs 71 and 72 are sufl'icient to permit limited universal movement therebetween.

The pivot stud 72 is so located in its mounting on the operating lever that the line of action of the connecting link 64 passes slightly overcenter of the pivotal axis of the lever mounting Stud 63 upon manual actuation of the operating lever to its latch engaging position shown in full lines in FIGURES 1-3. In this overcenter position of the operating lever, the interengaged latch bolt and striker maintain the sealing pressures required between the windshield header 13 and the front rail mounted weather-strip 41. The top locking force thus applied to each latch lever 49 is transmitted to the bellcrank lever 47 and acts through the link 64 and the slightly overcenter pivot stud 72 to bias and maintain the operating lever 62 in its retracted latch engaging position wherein an arm 73 extending laterally of the operating lever abuts the adjacent rail hinging bolt 23.

As shown in the illustrative latch mechanism, a spring 74 is tensively interposed between an upstanding flange 75 formed on the rail mounted bracket 43 and an adjustable spring seating flange 76 extending rearwardly of a turnbuckle bracket 77. This bracket is threadably mounted as shown on the link end portions 66 and 67 for spring tensioning adjustment. Such bracket adjustment may be effected independently or simultaneously with link adjusting rotation of the turnbuckle nuts 69 and 70. The spring seating flanges 75 and 76 are so located that the line of action of the spring 74, as applied to link 64, passes overcenter of the operating lever pivot 63 during initial bolt and striker engagement. The overcenter spring 74 then acts throught an increasing moment arm to assist actuation of the operating lever and of the connected latch elements to their extreme latch engaging, top locking positions. The turnbuckle adjustable spring 74 further cooperates with the overcenter biasing action of the link 64 to provide and maintain the top sealing and locking force's required between the windshield header and the front rail of the top.

During actuation of the operating lever in a clockwise direction as viewed in FIGURE 2, the spring 74 passes overcenter of the pivot 63 and thereafter biases the operating lever toward its latch disengaging position. This overcenter spring-biased movement of the operating lever swings the bellcrank lever 47 downwardly to its extreme position R wherein the latch member 49 is fully retracted by cooperative engagement between the cam pin 59 and the cam slot 58. Depending on the turnbuckle adjusted length of the link 64, the extreme latch disengaging position of the operating lever may be alternately determined by the fully retracted position of the latch member or by limiting engagement with a flanged edge 78 on the latch mounting rail member 22.

As best shown in FIGURES 2, 3, 5 and 6, a rail locking member or pawl is slidably mounted at 79 in the end of the operating lever arm 73 distal from the pivot 63. The pawl 80 is drivingly connected to the latch operating handle 65 for actuation between a retracted rail unlocking position and a raised rail locking position. The raised pawl normally effects lost-motion take-up and rail locking engagement with an overlying flange 81 formed on the hinged forward end of the adjacent intermediate rail 24.

In the illustrative embodiment, a transverse slot 82 in the pawl 80 engages a driving eccentric 83 formed on a spindle 84 journaled in the lever arm 73. The spindle projects outwardly of the lever 62 and is drivingly splined and connected at 35 to the hub end of the operating handle 65. The spindle embracing end surface of the arm 73 and the opposing face of the handle hub are intersected by diametrically paired notches 88 and 89, respectively. An annular detent spring 90 is interposed between these notched surfaces. This spring is diametrically crimped at 91 for spring retaining insertion within the notches 88 of the latch operating lever. The spring is oppositely and less sharply crimped to form diametrically disposed detents 92. These detents are axially deflectable and slidably engageable with the notched end surface of the handle hub. The spring detents 92 are thus adapted to engage the detent notches 89 of the hub and thereby retain the handle 65 either in a latch operating position with respect to the lever 62, as indicated in phantom lines in FIGURES 2 and 3, or in an extreme top locking position L as shown in full lines.

Referring now to FIGURE 3, it will be seen that the top locking pawl 80 is withdrawn from lost-motion takeup and locking engagement with the overlying hinge flange 81 when the handle 65 is rotated in a counterclockwise direction from its forwardly extending, top locking position L to its rearwardly extending, latch operating position indicated in phantom lines at P. The detent maintained handle may then be used to swing the latch operating lever 62 in a clockwise direction, as viewed in FIGURE 2, between its latched poistion P and its latch releasing position M. As indicated above, latch releasing movement of the lever 62 swings the bellcrank lever 47 forwardly and downwardly toward its position R thereby sequentially disengaging and withdrawing the latch bolt 49 with respect to the pillar-mounted striker 60.

During movement of the latch operating lever and handle as a unit toward their latched positions P and P, respectively, the cam restrained bolt 49 is spring biased toward its initial striker engaging position Y and is then carried to its fully latched position W as the cam pin .59 passes upwardly through the channel of the cam flange 56. If striker engagement fails to occur for any reason, the cam 59. engages the detent shoulder on toe 61 on the cam flange. Such bolt retaining engagement prevents further latch operating movement of the handle and lever 62 beyond their blocked intermediate position N. The latch disengagement indicated by such blocking requires that the handle be returned manually or released to permit spring biased return of the lever 62 to its position M. The spring biased bolt 49 is thus cammed to its retracted position. Proper latching alignment may then be effected between the rail mounted bolts and the windshield pillar mounted strikers.

When latching engagement has been effected between the bolt and striker, the handle 65 is then rotated in a clockwise direction as viewed in FIGURE 3 to its forward- 1y extending rail locking position L. Such handle rotation of the eccentric spindle 82 shifts the pawl 80 upwardly into take-up driving engagement with the overlying hinge flange 81. As the pawl and handle approach their rail locking positions, the spindle driven pawl acts between the hinged rail members 22 and 24 and takes up any lost motion in the side rail linkage. This rail locking feature forms no part of this invention and is more fully explained in copending applications Serial No. 466,227, Griffin, filed June 23, 1965, and Serial No. 504,033, Pollak et al., filed October 23, 1965.

What is claimed is:

1. In combination with a vehicle body having a windshield support, a convertible top movable between raised and lowered positions, striker means mounted on the support, and latch means mounted on the top and movable between latched and unlatched positions to selectively engage and disengage the striker means in top raised position to selectively latch and un'l'atch the top with respect to the support, the improvement comprising latch blocking means associated with the latch means and operable to block movement of the latch means to latched position When the latch means fails to engage the striker means during movement from unlatched to latched positions.

2. The combination of claim 1, wherein the latch blocking means include an abutment member mounted on the top, and the latch means include a latch member engageable with the striker means and having a stop portion, the stop portion engaging the abutment member to prevent movement of the latch member to unlatched position when the latch member fails to engage the striker means during movement from unlatched to latched positions.

3. The combination of claim 2, wherein the stop portion is movable through a first path during movement of the latch means from unlatched to latched positions when engaging the striker means during said movement and movable through a second path during movement of the latch means from unlatched to latched positions when failing to engage the striker means during said movement, the abutment member lying in the second path to engage the stop portion and prevent movement of the latch member to latched position.

References Cited UNITED STATES PATENTS 2,860,913 11/1958 Kuiper et al. 296107 3,129,025 4/ 1964 Krueger.

3,146,022 8/1964 Zeller 296l16 3,216,763 11/1965 Heincelman 296-121 3,266,838 8/1966 Heincelman 296--121 BENJAMIN HERSI-I, Primary Examiner.

C. C. PARSONS, Assistant Examiner.

Claims (1)

1. IN COMBINATION WITH A VEHICLE BODY HAVING A WINDSHIELD SUPPORT, A CONVERTIBLE TOP MOVABLE BETWEEN RAISED AND LOWERED POSITIONS, STRIKER MEANS MOUNTED ON THE SUPPORT, AND LATCH MEANS MOUNTED ON THE TOP AND MOVABLE BETWEEN LATCHED AND UNLATCHED POSITIONS TO SELECTIVELY ENGAGE AND DISENGAGE THE STRIKER MEANS IN TOP RAISED POSITION TO SELECTIVELY LATCH AND UNLATCH THE TOP WITH RESPECT TO THE SUPPORT, THE IMPROVEMENT COMPRISING LATCH BLOCKING MEANS ASSOCIATED WITH THE LATCH MEANS AND OPERABLE TO BLOCK MOVEMENT OF THE LATCH MEANS TO LATCHED POSITION WHEN THE LATCH MEANS FAILS TO ENGAGE THE STRIKER MEANS DURING MOVEMENT FROM UNLATCHED TO LATCHED POSITIONS.

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