阅读说明：本技术 具有用于闩锁壳体的传感器的集成控制器 (Integrated controller with sensor for latch housing ) 是由 弗朗切斯科·昆博 于 2021-03-24 设计创作，主要内容包括：本公开涉及一种用于用以安装在车辆的闭合面板上的闩锁的闩锁壳体,该闩锁壳体包括：框架,该框架具有安装在其上的闩锁的一组闩锁部件；以及具有至少一个传感器以及处理器和存储器的电子控制单元(ECU),其中,ECU鉴于从所述至少一个传感器接收的传感器信号来协调该组闩锁部件的操作。本公开还涉及具有用于闩锁壳体的传感器的集成控制器和提供安装在闩锁壳体中的闩锁的方法。(The present disclosure relates to a latch housing for a latch to be mounted on a closure panel of a vehicle, the latch housing comprising: a frame having a set of latch components of a latch mounted thereon; and an Electronic Control Unit (ECU) having at least one sensor and a processor and memory, wherein the ECU coordinates operation of the set of latching components in view of sensor signals received from the at least one sensor. The present disclosure also relates to an integrated controller having a sensor for a latch housing and a method of providing a latch mounted in a latch housing.)

1. A latch housing (16) for a latch (43) to be mounted on a closure panel (14) of a vehicle (10), the latch housing comprising:

a frame (16a) having mounted thereon each of:

a set of latch members (23) of the latch; and

a latch control module (116) comprising a sensor (148) having at least one sensor_a) And a processor and memory (148)_c) An Electronic Control Unit (ECU) (144, 144a),

wherein the electronic control unit coordinates operation of the set of latching components in view of a sensor signal (108) received from the at least one sensor.

2. The latch housing of claim 1 further comprising the frame as an angled frame having a first frame portion (14a) and a second frame portion (14b) such that the first and second frame portions are at an angle (a) relative to each other.

3. The latch housing according to claim 2, wherein the first frame portion provides an actuation mechanism plane (17a) and the second frame portion provides a latch plane (17b) such that the actuation mechanism (43a) of the latch is mounted on the actuation mechanism plane and the set of latch components is mounted on the latch plane.

4. The latch housing of claim 2, wherein the electronic control unit is mounted on the first frame portion.

5. The latch housing of claim 4, further comprising a secondary electronic control unit mounted on the second frame portion such that the secondary electronic control unit is coupled to the electronic control unit by a communication link (110), the electronic control unit serving as a primary electronic control unit relative to the secondary electronic control unit.

6. The latch housing of claim 5, wherein the auxiliary electronic control unit has a sensor of the at least one sensor.

7. The latch housing of any of claims 1 to 6, wherein the at least one sensor is selected from the group consisting of an integrated LED sensor, an inductive sensor, a Hall sensor, and a radar sensor; wherein the at least one sensor is for operating when the closure panel is in an open position.

8. The latch housing of any of claims 1-6, wherein the closure is not provided with another electronic control unit other than the electronic control unit.

9. A method of providing a latch (43) mounted in a latch housing (16) for mounting on a closure panel (14) of a vehicle (10), the method comprising:

positioning on a frame (16a) of the latch housing:

a set of latch members (23) of the latch; and

having at least one sensor (148)_a) And a processor and memory (148)_c) An Electronic Control Unit (ECU) (144, 144a), and

coordinating, by the electronic control unit, operation of the set of latching components in view of a sensor signal (108) received from the at least one sensor.

10. The method of claim 9, further comprising the electronic control unit coordinating operation of an electronic motor assembly (15) of a biasing member (37) in response to receiving the sensor signal from the at least one sensor.

Technical Field

The invention relates to control of a closure panel for a vehicle. In particular, the present invention relates to a latch housing with an integrated controller component for operating a biasing member of a closure panel.

Background

Vehicles are equipped with various closure panels, such as lift gates, that are driven between an open position (position 2) and a closed position (position 1) using an electric drive system. The vehicle closure panel may use a stay to assist a vehicle operator in opening the closure panel, closing the closure panel, and helping to hold the closure panel in the open position or an intermediate holding position (third holding position). Typically, the strut may be biased and may also be automatically controlled via the motor of the electric drive system. These struts are important in both convenience and safety because: without these pillars, a vehicle operator may be at risk of injury when entering or exiting the vehicle via the closure panel (e.g., when loading or unloading the vehicle).

Due to the shape of the lift gate latch, positioning the sensor to properly monitor the mechanical performance of the latch can be a problem. Furthermore, coordinating control between the latch and other motorized biasing elements of the control panel can be problematic when a control unit remote from the latch is used. These remote control units may present problems with proper sensor positioning and function in terms of latch and biasing member control.

Therefore, it is desirable to use sensors with vehicle closure panels for ease of operation. However, the available space on the vehicle frame near the stanchion mount and latch mount is often limited. Furthermore, remote placement of the sensors is also problematic due to signal noise considerations for position sensing/obstacle sensing during operation of the motor included in the electric drive system of the mast and/or latch.

Disclosure of Invention

It is an object of the present invention to provide a latch with an integrated controller to obviate and/or mitigate at least one of the above disadvantages.

In view of at least one of the above disadvantages, it is an advantage of the present invention that a sensor positioned by an electronic control circuit is positioned to obviate or mitigate at least one of the disadvantages.

A first aspect is provided for a latch housing for a latch to be mounted on a closure panel of a vehicle, the latch housing comprising: a frame having mounted thereon: a set of latch members of the latch; and a latch control module comprising an Electronic Control Unit (ECU) having at least one sensor and a processor and memory; wherein the ECU coordinates operation of the set of latching components in view of sensor signals received from the at least one sensor.

Another aspect provided is a method of providing a latch mounted in a latch housing for mounting on a closure panel of a vehicle, the method comprising: positioning on a frame of a latch housing: a set of latch members of the latch; and a latch control module comprising an Electronic Control Unit (ECU) having at least one sensor and a processor and memory, and coordinating operation of the set of latch components by the ECU in view of sensor signals received from the at least one sensor.

Another aspect is that the ECU coordinates operation of the electronic motor assembly of the biasing member in response to receiving the sensor signal from the at least one sensor.

Drawings

Reference is made, by way of example only, to the accompanying drawings, in which:

FIG. 1 is a side view of a vehicle having a closure panel assembly;

FIG. 2 is another embodiment of the vehicle of FIG. 1;

FIG. 2A is an illustrative system block diagram;

FIG. 3 illustrates an exemplary configuration of a frame of the latch mechanism of FIGS. 1 and 2;

FIG. 4 shows the latch mechanism of FIG. 3 in a primary latch position;

FIG. 5 shows an alternative view of the latch mechanism of FIG. 3 in a primary latch position;

FIG. 6 shows an exemplary ECU configuration of the latch control module of FIG. 1;

FIG. 7 illustrates another embodiment of the latch control module of FIG. 1 in association with a latch;

figures 8a, 8b show further embodiments of the latch control module of figure 1;

FIG. 9 illustrates another embodiment of the latch control module of FIG. 1;

10a, 10b illustrate an exemplary application of the latch control module of FIG. 1; and

fig. 11, 12, 13 and 14 illustrate alternative embodiments of the operation and implementation of the latch housing of fig. 1 in combination with a latch control module.

Detailed Description

In the present specification and claims, the use of the article "a," "an," or "the" in reference to an item is not intended to exclude the possibility of including multiple items in some embodiments. In at least some examples in this specification and the appended claims, it will be apparent to those of skill in the art that a plurality of articles may be included in at least some embodiments. Likewise, use of plural forms with respect to an item is not intended to exclude the possibility of including one item in some embodiments. It will be apparent to those skilled in the art that in at least some instances in this specification and the appended claims, one article will be included in at least some embodiments.

In the following description, details are set forth to provide an understanding of the present disclosure. In some instances, certain software, circuits, structures, techniques, and methods have not been described or shown in detail in order not to obscure the disclosure. The term "control unit" as used herein refers to any machine for processing data, including data processing systems, computer systems, modules, electronic control units ("ECUs"), controllers, microprocessors, etc., for controlling the systems described herein, which may include hardware and/or software components for performing processes to control the systems described herein. A computing device is another term used herein to refer to any machine for processing data, including microprocessors and the like, used to control the systems described herein. The present disclosure may be implemented in any computer programming language (e.g., control logic) as long as the operating system of the control unit provides the facilities that can support the requirements of the present disclosure. Any limitations presented will be the result of a particular type of operating system or computer programming language, and are not to be limitations of the present disclosure. The present disclosure may also be implemented in hardware or a combination of hardware and software.

Referring to fig. 1 and 2, the electronic motor assembly 15 is integrated within a housing 35 of an electromechanical biasing member 37, such as a spring loaded strut, for example, provided as part of the closure panel assembly 12, as further described below. The housing 35 also houses an extension member 40, the extension member 40 being for extending or retracting from the housing 35 into the housing 35 to achieve a resulting position of the closure panel 14 relative to the body 11 of the vehicle 10. For example, an extended extension member 40 results in positioning the closure panel 14 in an open state, while a retracted extension member 40 results in positioning the closure panel 14 in a closed state relative to the opening 13. It should be appreciated that the electromechanical biasing member 37 incorporating the electronic motor assembly 15 with one or more motors 100 may be implemented as a strut. The struts may be of the biasing type (e.g., springs and/or inflators that provide the bias). Thus, via the incorporation of the electric motor assembly 15, the strut is an electromechanical system driven by the electric motor assembly 15, optionally by springs and/or inflation means providing the bias. The closure panel 14, for example a lift gate, is connected at one end to the body 11 of the vehicle by a pivot shaft 18 (e.g., a hinge portion) and at the other end by a latch 43 (e.g., an electronic latch 43) having a latch housing 16 mounted on the closure panel 14.

Referring again to fig. 1 and 2, a vehicle 10 is shown having a body 11 with one or more closure panels 14. One exemplary configuration of the closure panel 14 is a closure panel assembly 12, the closure panel assembly 12 including an electronic motor assembly 15 (e.g., incorporated in an electromechanical biasing member 37, e.g., implemented as a strut) and a closure panel control system, e.g., a latch control module 116 (see fig. 1, 7, e.g., implemented by an electronic latch 43) mounted in the latch housing 16. The latch housing 16 is mounted to the body 11 of the closure panel 14 as further described below (i.e., spaced apart from the electronic motor assembly 15 and external/remote to the electronic motor assembly 15). The latch control module 116 is coupled to the electronic motor assembly 15 via a communication path (e.g., wired communication and/or wireless communication — see fig. 2) illustratively established through the communication connection 110. It should be appreciated that the latch control module 116 is in communication with the electronic motor assembly 15 via the communication connection 110. Similarly, the latch control module 116 communicates with the electronic latch 43 via the communication connection 110.

For example, the communication link 110 may be used to supply operating power to the electronic motor assembly 15, which may illustratively be provided by a vehicle primary power source 17, such as a vehicle main battery, or other power source and/or a backup power source. For example, the communication link 110 may be used to facilitate data and/or command signal communication between a signal source (e.g., located remotely from the housing 35, such as the latch control module 116) and the electronic motor assembly 15. For example, the communication connection 110 may be used to supply operating power to the electronic motor assembly 15 and facilitate data and/or command signal communication between a signal source (e.g., a latch control module 116 located remotely from the housing 35) and the electronic motor assembly 15. For example, the communication connector 110 may be configured to transmit signals associated with a local interconnect network protocol signal, a power signal, and an electrical ground signal. It should be appreciated that in applications where the footprint (e.g., absolute length) of the housing 35 is not a limiting constraint, a battery or other type of backup power source (not shown) may be housed within the housing 35, and thus may be used to supply power to the electronic motor assembly 15 such that the communication link 110 may be used to periodically charge the battery. In one embodiment, the communication link 110 may be used to supply both power and data/command signals. In another embodiment, the communication link 110 may be used to supply power, while the data/command signals are provided via wireless communication.

For example, the communication link 110 may be used to supply operating power to the electronic latch 43, which may illustratively be provided by a vehicle primary power source 17, such as a vehicle main battery or other power source and/or a backup power source. For example, the communication link 110 may be used to facilitate data and/or command signal communication between a signal source (e.g., located on the latch housing 16 itself, such as the latch control module 116) and the electronic latch 43. For example, the communication link 110 may be used to supply operating power to the electronic latch 43 and facilitate data and/or command signal communication between a signal source (e.g., a latch control module 116 located on the latch housing 16 itself) and the electronic latch 43. For example, the communication connector 110 may be configured to transmit signals associated with a local interconnect network protocol signal, a power signal, and an electrical ground signal. It should be appreciated that in applications where the footprint (e.g., absolute length) of the latch housing 16 is not a limiting constraint, a battery or other type of backup power source (not shown) may be housed in the latch housing 16, and thus the battery or other type of backup power source may be used to supply power to the electronic latch 43 so that the communication link 110 may be used to periodically charge the battery. In one embodiment, the communication link 110 may be used to supply both power and data/command signals. In another embodiment, the communication link 110 may be used to supply power, while the data/command signals are provided via wireless communication.

Thus, it should be appreciated that the latch control module 116 (see fig. 3) may be used to control the latch 43 (e.g., coordinate operation of the ratchet 24 and other latch components 23) and a plurality of sensors 148a (mounted on the main PCB 144 and/or the auxiliary ECU144 a) positioned on the latch housing 16 or within the latch housing 16, preferably on the ECU144 and/or the auxiliary ECU144 of the latch control module 116_{Master and slave}And a slave PCB_FromTop-see fig. 3, 6). In this manner, the latch control module 116 may also be operable to receive signals from the plurality of sensors 148a and operate accordingly based on these signals, as described further below. For example, as described further below, one or more of the sensors 148a (e.g., radar Tx, Rx) may be located in the latch control module 116 (e.g., on the ECU144 of the latch control module 116). As described below, the latch control module 116 may be fully received within the confines of the latch housing 16 and may enable power/data via the communication link 110The/command signal is coordinated with the latch 43 and/or the electric motor assembly 15. Specifically, both the electronic control circuit (e.g., the ECU144) for the latch 43 and the latch 43 itself may be installed inside the latch housing 16 as desired without increasing the size of the latch housing 16.

With respect to the vehicle 10, the closure panel 14 may be referred to as a bulkhead or door, and the closure panel 14 is typically hinged in front of the opening 13, but is sometimes attached in front of the opening 13 by other mechanisms, such as rails, wherein the opening 13 is used for ingress and egress of persons and/or cargo into and out of the interior of the vehicle 10. It should also be appreciated that the closure panel 14 may be used as an access panel for systems of the vehicle 10, such as an engine compartment, and may also be used in a conventional trunk compartment of an automotive type vehicle 10. The closure panel 14 may be opened to allow access to the opening 13, or the closure panel 14 may be closed to secure or otherwise restrict access to the opening 13. It should also be appreciated that there may be one or more intermediate holding positions of the closure panel 14 between the fully open and fully closed positions, which may be readily achieved by operation of the electronic motor assembly 15. For example, when the electronic motor assembly 15 is positioned in the closure panel 14, the electronic motor assembly 15 may assist in moving the closure panel 14 to or from one or more intermediate retention positions, also referred to as Third Position Hold(s), TPHs, or Stop-N-Hold (s)). The electronic motor assembly 15 may assist in opening and closing the closure panel 14 in a desired manner, such as based on a desired speed of movement, a desired third holding position, a desired anti-pinch function by which the closing movement of the closure panel 14 may be stopped to avoid objects, obstacles, and limb portions (e.g., fingers) from being pinched between the closure panel 14 and the body 11, and a desired obstacle detection function by which the closure panel 14 may be stopped to avoid obstacles and objects from being affected by the moving closure panel 14. In a preferred embodiment, the closure panel 14 may be a lift gate such as that shown in fig. 1 and 2.

Thus, with respect to the vehicle 10, the closure panel 14 may be a liftgate as shown in fig. 1, or the closure panel 14 may be some other type of closure panel 14, such as an upwardly swinging door (i.e., a door sometimes referred to as a gull-wing door) or a conventional type of door that is hinged at a forward-facing edge or a rearward-facing edge of the door and thus allows the door to swing (or slide) laterally away from (or toward) the opening 13 in the body 11 of the vehicle 10. Also envisaged are sliding door embodiments of the closing panel 14 and canopy door (canopy door) embodiments of the closing panel 14, so that the sliding door may be of the type: doors of this type are opened by sliding horizontally or vertically, whereby the door is mounted on or suspended from a rail that provides a large opening 13 for loading and unloading equipment through the opening 13 without obstructing access. The canopy door is a door of the type: this type of door is disposed on top of the vehicle 10 and lifted in a manner to allow vehicle occupants to enter through an opening 13 (e.g., a car roof, an aircraft roof, etc.). Where the application permits, the roof door may be connected (e.g., hinged and/or connected with a defined pivot axis for travel along a track) at the front, sides, or back of the door to the body 11 of the vehicle 10.

Referring again to fig. 1, in the case of a vehicle application of the closure panel 14, by way of example only, the closure panel 14 is movable between a closed position (shown in dashed outline) and an open position (shown in solid outline). In the illustrated embodiment, the closure panel 14 pivots about a pivot axis 18 between the open and closed positions, the pivot axis 18 preferably being configured horizontally or otherwise parallel to the support surface 9 of the vehicle 10. In other embodiments, the pivot axis 18 may have some other orientation, such as vertical or otherwise extending outwardly at an angle relative to the support surface 9 of the vehicle 10. In still other embodiments, the closure panel 14 may be moved in ways other than pivoting, for example, the closure panel 14 may translate along a predetermined track, or may undergo a combination of translation and rotation between the open and closed positions.

Referring again to fig. 1, an exemplary embodiment of an electronic motor assembly 15 (provided below) for the closure panel assembly 12 may be used as an opening and closing assist for the closure panel 14 (see fig. 2) itself, or may be used in combination (e.g., in series or otherwise) with one or more other closure panel biasing members 37 (e.g., spring-loaded hinges, struts such as gas struts or spring-loaded struts, etc.) that provide the primary connection of the closure panel 14 to the vehicle body 11 at the pivotal connection 36 (see fig. 1). In the general configuration of the closure panel assembly 12, the electronic motor assembly 15 may be incorporated within the housing 35 (also referred to as a lever mechanism or arm or element) to serve as a secondary connection of the closure panel 14 for connecting the closure panel 14 to the vehicle body 11, such that the extension member 40 and the housing 35 (of the closure panel electromechanical biasing member 37) may be pivotally attached to the closure panel 14 at spaced apart pivot connections 36, 38 as shown. In this manner, the end of the housing 35 is pivotally connected to the closure panel 14 at the pivotal connection 38. It should be appreciated that the housing 35 itself may be configured to include a non-biasing element (e.g., a solid spreader bar 40) or may be configured to include a biasing element (e.g., a gas-assisted or spring-assisted spreader strut including a biasing element) and a spreader member 40, as desired.

Referring again to fig. 1, one or more optional closure panel biasing members 37 may be provided that urge the closure panel 14 toward the open position and assist in maintaining the closure panel 14 in the open position during at least some portion of the path between the open and closed positions 37. The closure panel biasing members 37 may be, for example, gas extension struts that are pivotally connected at their proximal ends to the closure panel 14 and pivotally connected at their distal ends to the vehicle body 11. In the embodiment shown in fig. 2, there are two biasing members 37 (one located on the left side of the vehicle 10 (i.e., a closed panel biasing member 37)₁) And one on the right side of the vehicle 10 (i.e., the closure panel biasing member 37)₂) So that the panel assembly is closed12 includes a closure panel 14 and a pair of biasing members 37 for controlling movement of the closure panel 14₁、37₂(also commonly referred to as biasing member 37). It should be appreciated that one or both of the biasing members 37 may be incorporated with the electronic motor assembly 15 within the housing 35, i.e., thus configured as an electromechanical biasing member 37. In one example, referring to fig. 4, the electronic motor assembly 15 is incorporated within the electromechanical biasing member 37 to provide a motorized version such that the extension member 40 is actively driven by the electronic motor assembly 15. And a biasing member 37₁Identically or differently configured second biasing member 37₂Positioned on the other side of the closure panel 14. As differently configured biasing members 37₂In embodiments of (1), the housing 35 may not include any electronic motor assembly 15, and thus the biasing member 37₂Will be passively operated by means of the movement of the closure panel 14. In either configuration, it should be appreciated that during operation of the biasing member 37, the extension member 40 extends from or retracts into the housing 35.

Referring to fig. 3, 4, 5, the latch 43 includes a plurality of latch elements 23 (e.g., ratchet 24, take-up linkage 22, take-up lever 21, and pawl 25) configured to cooperate with a cooperating latch member 7 (e.g., striker pin) to retain the cooperating latch member 7 within the slot 3, 103 when the closure panel 14 (see fig. 1) is in the closed position (e.g., locked) or to drive the cooperating latch member 7 out of the slot 3, 103 when the closure panel 14 is in the open position. Similar to the slot 103 of the latch housing 16, the fishmouth or slot 3 of the ratchet 24 is sized for receiving the mating latch component 7 therein, in other words, the slots 3, 103 of the latch 43 are configured for receiving a keeper (e.g., striker) of the mating latch component 7.

The latch elements 23 of the ratchet 24 and pawl 25 are pivotally secured to the frame plate 16a (of the latch housing 16) via respective shafts 26. Note that in fig. 4, the latch 43 with associated ratchet 24 is shown in a fully or primary closed position (e.g., to facilitate retention of the mating latch member 7 within the slot 3). It should be appreciated that the latch 43 may also have a non-cinched version, meaning that the cinch lever 21 may not be present, but rather, the member 20 (e.g., the release member) is coupled to the pawl 25, as desired. In the non-cinched latch version, the latch 43 does not have the ability to retract the striker 7 into the slot 3 of the ratchet 24 during closure of the latch 43, but rather the latch 43 operates (under the influence of an actuating mechanism 43a, e.g., comprised of an associated lever, motor 100, and/or gear) the ratchet 24 and pawl 25 to effect release or retention of the mating latch component 7 in the slot 3. The actuating mechanism 43a may, for example, have a single motor for effecting power release operation in the non-tightened version of the latch 43, or may have a single motor for effecting both tightening and power release functions in the tightened version of the latch 43. Or may have multiple motors each for implementing a tightening function or a power release function in a tightened version of the latch 43, as illustratively shown in fig. 2A for the latch 43 configured with a power release motor 43b and a tightening motor 43c, both controlled by the ECU 144.

Referring to fig. 5, latch component 23 can include a plurality of biasing elements (e.g., springs), such as a ratchet biasing element that biases rotation 62 of ratchet 24 about axis 26 to drive engaging latch component 7 out of slot 3 (and thus move closure panel 14 toward the open position), a pawl biasing element that biases rotation 60 of pawl 25 about axis 26 to maintain ratchet 24 in the closed position (i.e., limits rotation 62 of ratchet 24 about axis 28 under the influence of the ratchet biasing element), a take-up biasing element that can bias rotation of take-up lever 21 about axis 26 toward the non-take-up position of ratchet 24, and a linkage biasing element that biases return of take-up linkage 22 toward the non-take-up position of ratchet 24.

In terms of the cooperation of the various latch members 23 with one another, a plurality of detents (also referred to as shoulder stops) may be employed to hold the latch members 23 in place prior to actuation. For example, as can be seen in fig. 3, the pawl 25 has a stop 50 (or shoulder stop) cooperating with a stop 52 (or shoulder stop) of the ratchet 24, so as to keep the ratchet 24 in the closed position. As shown in fig. 5, rotational movement 60 of the pawl 25 about the shaft 26 counteracts the bias of the pawl biasing element to move the stop 50 out of contact with the stop 52, thereby allowing rotational movement 62 of the ratchet 24 about the shaft 26 (e.g., under the influence of the ratchet biasing element). The rotational movement 62 causes the mating latch member 7 to move towards the open end of the slot 3 and thus out of the slot 103. Referring to FIG. 4, a stop 54 (or shoulder stop) positioned on take-up arm 21 is shown in contact with a stop 56 (or shoulder stop) positioned on ratchet 24. Thus, contact between the stops 54, 56 provides for co-rotation of the take-up lever 21 and ratchet 24 about the shaft 26 in connection with the take-up operation of the latch 43.

Referring to fig. 3, 4, and 5, the latch housing 16 may have a frame 16a configured for mounting to the body 11 or closure panel 14 of the vehicle 10, the frame 16a including a first frame portion 14a having a first mounting surface 17a and a second frame portion 14b having a second mounting surface 17b (see fig. 9), the second frame portion 14b extending from the first frame portion 14a such that the first frame portion 14a and the second frame portion 14b are located on different planes (e.g., the sensor 148a on the first frame portion 14a is located on a different plane than the second sensor 148a on the second frame portion 14 b). For example, the sensor 148a on the second frame portion 14b may be used to detect the position of the ratchet 24. The actuation mechanism 43a is mounted on the first mounting surface 17a, and it should be appreciated that the (motorized) actuation system 43a may have one or more motors 100 coupled to an output shaft 74, the output shaft 74 having a longitudinal axis mechanically coupled to the other latch components 23. As an example of a tightening operation, latch members 23 may be mounted on the second mounting surface 17b, these latch members 23 including a tightening lever 21 and a ratchet 24 for operating the latch 43 from a partially closed latch position to a fully closed and tightened position.

Referring to FIG. 7, a sensor 148a (e.g., a Hall sensor) is located on the main PCB_{Master and slave}Upper, the main PCB_{Master and slave}Lying in a plane different from that of the ratchet 24. The sensor 148a on the ratchet 24 may be a contact with the main PCB_{Master and slave}The hall sensor 148a above.

In any case, in view of the above, it should beIt is appreciated that the ECU144 (including the main PCB)_{Master and slave}) May be mounted on the first frame portion 14a and at least some of the latching members 23 (e.g., ratchet 24 and pawl 25) are mounted on the second frame portion 14 b.

For example, one configuration of the latch housing 16 is as follows: the second frame portion 14b extends from the first frame portion 14a at an acute angle a as measured between the mounting surfaces 17a, 17b (see fig. 3, 4, 5, 8a, 8b, 9) such that the frame 16a is an angled frame 16a and the actuating mechanism 43a is mounted on the first frame portion 14 a. This configuration of the angled frame 16a provides the advantage of non-parallel and/or non-coplanar orientation of the different closure panel 14 configurations. In terms of allowing for multiple latch and actuator planes, it should be appreciated that the first frame portion 14a may define the first mounting surface 17a as the actuation mechanism 43a plane and the second frame portion 14b may define the second mounting surface 17b as the latch 43 plane (for the latch component 23 mated with the mating latch component 7) such that the motorized actuation mechanism 43a associated with the actuation mechanism 43a plane 17a is compatible with different versions of the angled frame 16a having different angles a, as determined by packaging considerations of the differently configured closure panel 14. As discussed, it should also be appreciated that the sensor 148a may be mounted on the ECU144, with the ECU144 itself being mounted on the first frame portion 14 a.

Further, each of the different versions of the angled frames 16a may have a corresponding respective latch 43 configuration, such that each of the respective latch 43 configurations may include at least one of the plurality of latch members 23 having an angled body compatible with the respective different angle a for the angled frame 14a version. For example, as shown in fig. 5, the pawl 25 may have an angled body compatible with the angle a as shown. It should be appreciated that the angled frame 16a may be manufactured such that the first frame portion 14a is materially integral with the second frame portion 14 b.

Referring again to fig. 3, thus, as desired, the first frame portion 14a may have a main ECU144 that latches the control mechanism 116,while the second frame portion 14b may optionally have an auxiliary ECU144a (e.g., slave ECU144 a). Further, the auxiliary ECU144a may have one or more sensors 148a, such that the sensors 148a are in communication with the main ECU144 (including the main PCB)_{Master and slave}) The processing electronics of (1) communicate.

Referring to fig. 6, the ECU144 (e.g., as an electronic control unit) may be configured to act as a master controller, or as a slave controller to a master controller located outside the latch housing 16. In any event, it should be appreciated that the ECU144 (and optionally the slave ECU144 a) may be used to control the actuation mechanism 43a of the latch 43 and the electric motor assembly 15 (see fig. 2) that controls the biasing element 37. The ECU144 may be provided as one or more controller boards, also referred to as printed circuit boards 145₁、145₂、145₃、145₄(e.g., PCB)_{Master and slave}Portions) that include a plurality of electronic components 148 mounted thereto using techniques such as soldering or the like_a、148_b、148_c、148_d. As a main PCB_{Master and slave}And/or from the PCB_FromAs is generally known in the art, the PCB145 provides a substrate for mechanically supporting the components 148 thereon and for providing electrical connection of the electronic components 148 to one another using conductive traces, pads, and other features etched from one or more copper sheet layers laminated onto and/or between the sheet layers of the non-conductive substrate. The components 148 are typically soldered onto the PCB145 to electrically and mechanically secure the components 148 to the PCB 145.

As shown, the ECU144 may be implemented as a master controller, a slave controller, or a combination thereof. Illustratively, as shown in fig. 6, the PCB145 of the ECUs 144, 144a may be a double-sided PCB 145. Shown are example electronic components 148 on one or more ECUs 144, 144a, the example electronic components 148 being mounted to a board surface of the PCB145, located within the latch housing 16, powered/communicating via the communication connection 110 (e.g., cable). Various electronic components 148 may be mounted, for example, by press-fitting or soldering onto one board surface or vice versaOn both plate surfaces, for example, there are provided: sensor 148_aFor detecting the rotational position/displacement of the actuating mechanism 43a of the latch 43 and the motor of the electronic motor assembly 15 of the biasing member 37, and a sensor 148_aMay also be used to detect/indicate the speed, position, torque output, etc. of the various latch members 23 and the various components of the electronic motor assembly 15; motor control Field Effect Transistor (FETS)148_bFor directing the operation of the motor 142 in terms of rotational speed/position/direction, e.g., as a load switch to connect or disconnect a source of electrical energy (voltage and/or current) to be provided by the ECU144, 144a to the motor 100; microprocessor or processor and associated memory 148_cIllustratively shown as a system-in-package (SIP) microcontroller logic having a plurality of integrated circuits packaged in a single module or package, e.g., a microchip mounted to PCB 145; and for the motor, electronic sensor 148_aAnd a processor/memory 148_cElectrolytic capacitor 148 for power and signal conditioning requirements of other components 148_dResistors, and other passive and/or active components. Make the sensor 148_aIt is advantageous to mount on the PCB145 of the ECU144, 144a and within the latch housing 16.

It should be appreciated that one embodiment shown in fig. 2 and 6 may have the ECU 144/144a configured as a master controller configured to issue one or more actuation signals 108 to actuate the motor 100 (of the actuation mechanism 43a and/or the electric motor assembly 15) to move the closure panel 14 between the open and closed positions, including in coordination with the operation of the latch member 23, based on command control signals 108 received via the communication link 110 (see fig. 4).

Thus, the communication link 110 will be used to provide a general indication of an open or close signal 108, which open or close signal 108 is sent from the ECU144 (e.g., a key fob, an exterior closure panel handle, an interior closure panel handle-not shown in conjunction with a BCM and/or over a wireless link) to be received by the ECUs 144, 144a acting as the master controller, as an example. The BCM 6 is illustratively shown as being over a communication network or bus 161 (which may be one or moreA plurality of electrical signal wires) or communicate with the ECU144 through a wireless communication network. The bus 161 may also be configured to provide power to the latch 43 from the power source 17, for example, through a dedicated power line. Commands 108, such as open or close commands, will not be transmitted directly to the motor 100 by the ECUs 144, 144a, but rather the ECUs 144, 144a will be responsible for processing the open/close commands 108 and then generating additional actuation signals for direct use by the motor 100 (see fig. 2 and 3). In terms of the main controller function, the ECU144, 144a operating as the main controller will be responsible for implementing the storage in the physical memory 148_cBy a data processor such as processor 148_cExecution to generate an actuation signal (e.g., in the form of a pulse width modulated voltage for turning the motor 100 on and off and controlling the direction and speed of its output rotation).

The ECUs 144, 144a may be electrically coupled to a motor driver component 148, the motor driver component 148 including a Field Effect Transistor (FETS)148 that is suitably controlled (on/off) by the ECUs 144, 144a to generate an actuation signal_b. The case regarding the control of the motor may include: sensor signals are received by a master controller (via electronics 148) such as ECU144, 144a_aSuch as sensors, e.g., position sensors, orientation sensors, obstacle sensors, digital and analog hall sensors, etc.), process these sensor signals, and adjust the operation of the motor 100 accordingly via new and/or modified actuation signals (e.g., adjust the period of the PWM-based actuation signal in configurations in which the motor 100 responds to a provided PWM signal). In this example, the sensor 148_aAre generated and internally processed in the latch housing 16 by the ECU144, 144a together with the motor 100 of the latch 43, which is also mounted within the latch housing 16. Thus, the signal 108 may represent a general on/off signal or other command from one or more handles or other control systems or the like, while the actual actuation signal received and used (i.e., processed) by the motor 100 will be generated by the ECU144, 144 a. It should be appreciated that the sensor 148_aAre generated and installed in the housing 35 (i.e., outside of the latch housing 16) via the ECUs 144, 144a in conjunction with mounting them in the housing 35Either away from the latch housing 16) is internally processed within the latch housing 16. Thus, these signals 108 may represent general on/off signals or other commands from one or more handles or other control systems or the like, while the actual actuation signals received and used (i.e., processed) by the motor 100 will be generated by the ECUs 144, 144 a.

Referring again to fig. 6, the integrated ECU144, 144a of the latch housing 16 may include a processor (e.g., a microprocessor or processor 148)_c) And stored in physical memory 148_cFor use by the processor 148_cIs performed to determine an actuation signal (e.g., an actuation signal in the form of a pulse width modulated voltage for turning the motor 100 on and off and controlling the direction of its output rotation) to power the motor 100 to control its operation in a desired manner. Memory 148_cMay include random access memory ("RAM"), read only memory ("ROM"), flash memory, etc. for storing the set of instructions, and may be provided as an internal processor 148_cOr externally provided as a memory chip mounted to PCB145, or both. Memory 148_cAn operating system for general management of the ECUs 144, 144a may also be stored. Thus, the electronic components 148 having the PCB145 may be considered an embodiment of control circuitry provided by the ECUs 144, 144a that operate together to form at least one computing device for use by a processor (e.g., the processor 148)_c) Process data such as communication signals, command signals, sensor signals, feedback signals, and perform storage in a memory (e.g., memory 148)_c) And outputs motor 100 control signals and for processing other communication/control signals and algorithms and methods in the manner illustratively described herein.

Referring to fig. 4 and 7, one embodiment of the ECU144 is shown mounted on the first frame portion 14a, while the latch 43 and associated latch member 23 (e.g., ratchet 24) are mounted on the second frame portion 14 b. The sensor 148a may be, for example, a hall sensor mounted on the PCB145 of the ECU144, and thus can sense the positioning of a corresponding magnet 148a positioned on one or more of the latching components 23 (e.g., the ratchet 24, etc.).

Referring to fig. 8a, 8b, an embodiment of the latch control module 116 with sensors 148a (e.g., radar Tx, Rx sensor 148a, LED 148a, etc.) is shown. In the embodiment of fig. 8a, the assist ECU144a has a sensor 148a for interacting with the latching component 23 (e.g., ratchet 24). For example, the ECU144 may be equipped with lighting and/or radar modules to take advantage of the field of view of the lift gate 14 in the open position. Further, the assist ECU144a is coupled to the main ECU144 positioned on the first frame portion 14 a. Referring to fig. 9, the ECU144 may have a plurality of sensors 148a, such as radar and/or position (e.g., hall) sensors, mounted thereon. For example, fig. 8b may show a cross-section of the slave/hall sensor ECU144a adjacent to the ratchet 24, where, for example, the ECU144a may be located in its own housing 16a (see fig. 4).

As shown in fig. 10a, 10b, the ECU144, 144a in the housing 16 may be equipped with illumination and/or radar sensors 148_aModule (see fig. 6) to take advantage of the field of view of the lift gate 14 in the open position. Thus, the closure panel 14 may serve to provide a great advantage under the closure panel 14 when opened, and since the ECU144, 144a is now disposed in the latch housing 16 itself, the ECU144, 144a may be used to control a downwardly directed LED 148 located under the closure panel 14 (e.g., a lift gate)_aAnd radar sensor 148_a. For example, shown in FIG. 10a is a light 170 projected from the housing 16. For example, shown in fig. 10b is a radar sensor area 172 projected from housing 16 for gesture/obstacle detection. Illustratively, fig. 2A shows the radar sensor 148a as an internal radar sensor 151a or an external radar sensor 151b electrically connected to the ECU 144. Illustratively, fig. 2A shows an illumination device, such as an LED as an interior illumination device 153a or an exterior illumination device 153b electrically connected to the ECU 144. Furthermore, in communication with the ECU144, for example, a buzzer or audio device 157 activated by the ECU144 may be provided for performing alarm functions, for example, during door opening, door closing, and may be provided forA user interface device, such as a switch or button 159, is used to provide user input to the ECU144 to initiate door opening or closing motions. The button 159 and the buzzer 157 may be integrated into the latch 43.

As another illustrative example of the control operation on the electronic latch 43 itself, a manual override (override) function is described. As shown in FIG. 9, one or more Hall Effect sensors 148 may be provided_aPositioned within the latch housing 16, a Hall effect sensor 148_aPositioned on the PCB145 of the ECU144 adjacent the motor shaft 74 to be responsive to the Hall Effect sensor 148_aThe detected magnetic field changes to transmit a signal, such as an analog voltage time varying signal, for example, based on signals from the Hall effect sensor 148_aRepresents the operation of the electric motor 100 to the ECU144 (e.g., the rotation of the motor output shaft 74) indicating the rotational motion of the motor 100 and the rotational speed of the motor 100, thereby detecting the target (i.e., the magnet) on the motor output shaft 100. At sensed motor 100 speeds greater than, for example, stored in memory 148_cAnd current sensor 148_aWhere significant changes in current consumption are noted (where ripple counting is employed to determine operation of the motor 100, such as to determine the position of the motor 100), the ECU144 may determine that the user is manually moving the closure panel 14 while the motor 100 is also operating to operate the latch 43 to move the closure panel 14 between its open and closed positions. The ECU144 may then send an appropriate actuation signal (e.g., by cutting off power flow to the motor 100) in response to such a determination, causing the motor 100 to stop, thereby allowing manual override/control of the closure panel 14 by the user. Conversely, as an example of an object or obstacle detection function, when the ECU144 is in a power-on or power-off mode and the Hall effect sensor 148_aIndicating that the speed of the motor 100 is less than a threshold speed (e.g., zero) and that a current spike is detected (in the case of using a ripple count to determine operation of the electric motor 100), the ECU144 may determine that an obstacle or object blocks the closure panel 14, in which case the ECU144 may determine that an obstacle or object blocks the closure panel 14Any suitable action is taken, such as sending an actuation signal to turn off the motor 100, or sending an actuation signal to reverse the motor 100. Thus, controller ECU144 receives signals from hall effect sensor 148_aOr feedback from a current sensor (not shown) and locally present control decisions to the latch member 23 to ensure that no contact or collision with obstacles and the closure panel 14 occurs during movement of the closure panel 14. The anti-pinch function may also be performed in a similar manner to the obstacle detection function to specifically detect obstacles (such as limbs or fingers) present between the closure panel 14 and the vehicle body 11 near the almost fully closed position during the transition of the closure panel 14 toward the fully closed position. For example, as shown in FIG. 2A, an anti-pinch or obstacle detection strip 155 may be provided in communication with the ECU 144. It should also be appreciated in view of the above that similarly, the ECU144 and associated sensors 148 are, as desired, in view of the above_aA motor 100 of the electronic control assembly 15 that may be used to control the biasing member 37 in view of detected manual operation, pinching detection, and/or obstacle detection of the closure panel 14. The biasing member 37 may also optionally include a controller 101 having a motor drive (e.g., including a FETS and an H-bridge), such as described in U.S. patent application No.2020040802 entitled "Integrated controller with sensors for an electromechanical biasing member," the entire contents of which are incorporated herein by reference. In a possible configuration, the biasing member 37 may be provided without the controller 101, and more precisely, the motor drive of the biasing member 37 forms part of the ECU or controller 144. In a possible configuration of the lift gate 144, no other control source for the latch 43 or the biasing member 37 is provided on the lift gate 43 other than the ECU144 provided as part of the latch 43 or provided within the latch 43.

While the ECU144 has been described as executing determinations and algorithms to operate the motor 100 for obstacle detection, automatic closing and opening, and anti-pinch functions for the electronic latch 43 and/or the biasing member 37, the controller ECU144 may be programmed to perform other functions as well.For example, such functions performed by ECU144 may include: dynamic closure panel 14 speed and torque control adjustment (i.e., ECU144 may detect an uneven vehicle surface 9 and operate motor 142 to adjust the torque output of motor 100 required to move closure panel 14), stop and hold position requests (e.g., ECU144 may detect a user manually stopping closure panel 14 and holding it at that position), motion requests (e.g., ECU144 may detect a user manually pushing closure panel 14 and operating motor 100 to move closure panel 14 to a fully closed position, and ECU144 may detect a user manually pulling closure panel 14 to move closure panel 14 to a fully open position), drop door detection (e.g., ECU144 may detect movement of closure panel 14 due to, for example, a failed counterbalance spring or biasing device, and apply a braking mechanism (not shown) disposed in biasing member 37 to impede movement of closure panel 14 toward a fully closed position Motion), time-based obstacle detection (e.g., the ECU144 may track a length of time by implementing a counter function to determine a period of time that the ECU144 has determined that the speed of the motor 100 is less than a threshold speed (e.g., zero) and detect a current spike indicative of an obstacle (in the case of determining operation of the motor 100 using pulse counting), area-detected obstacle (e.g., the ECU144 may detect the presence of an obstacle in the path of motion of the closure panel 14, in this configuration, the ECU144 and, for example, the radar sensor 148_aProximity sensor 148_aAnd the ECU144 is disposed outside the biasing member 37 such as the latch 43, or inside the biasing member 37. At the radar sensor 148_aIn a configuration disposed inside the biasing member 37, a radar sensor 148_aMay be provided on the PCB145 and aligned with an aperture or port in the latch housing 16, allowing radar signals to be transmitted and received thereby, in the case of latch housing 16 made of a metallic material. The ECU144 in such a configuration may be configured to process radar signals (i.e., FMCW signals or doppler signals) and determine whether an obstacle is present), current detect obstacles (e.g., the ECU144 may employ ripple counting to determine operation of the motor 100It is determined that a current spike is detected on the signal line from the motor 100 to the ECU 144). It should be appreciated that ripple counting techniques may eliminate the Hall sensor 148_aAnd a magnet, and may be replaced by: processing by the ECU144 (which involves calculating ripple frequency by using sensed motor current measurements that have been band-pass filtered to process an associated spectrum of motor current), a fully-open position request (e.g., the ECU144 may automatically move the closure panel 14 to a fully-open position), a learn-complete request (e.g., the ECU144 may detect an operating characteristic of the closure panel 14, such as a torque curve, and operate the closure panel 14 in a training mode and sense the presence of a sensor 148_aThe received feedback representative of the motion is followed by creation of an opening profile stored in the memory 144b, after which the ECU144 may optimize, for example, the torque output and speed of the motor 100 for moving the closure panel 14 after the motion characteristics of the closure panel 14 during training mode operation of the biasing member 37 have been learned, such as immediately after the biasing member 37 has been installed on the motor vehicle 10, or after an after-market accessory has been added to the closure panel 14, causing its weight to increase and its motion characteristics to change), motor motion (e.g., the ECU144 may operate the motor 100 at different torques and speeds depending on the position of the closure panel 14), adjustable stop position (e.g., the ECU144 may operate the motor 100 to hold the closure panel 14 at a certain position based on received command signals that may include position and angle data), or a combination thereof, A short to ground (e.g., the ECU144 may diagnose operational faults in the control circuit or electric motor 100 and transmit fault, maintenance, and troubleshooting codes to an external control system, etc.), a short to battery (e.g., the ECU144 may diagnose power line faults, i.e., faults in the power signal lines or motor blade connections), an open circuit for all components (e.g., the ECU144 may diagnose faults such as the motor 100, hall effect sensors 148_aAn operational failure in a control component such as a vehicle, a transient suppression failure, etc.). Other functions may include a powerless rapid motor movement function that may also be performed by the ECU144 (e.g., the ECU144 may electrically disconnect the electro-mechanical clutch of the biasing member 37). From EOther operational functions determined and performed by CU144 are also contemplated and are not limited to those described herein.

Referring to FIG. 11, one example operation 200 of the latch control module 116 is shown. In step 202, the latch control module 116 utilizes the ECU144 and the sensor 148 from itself_aThe received signal 108 detects the latch release command 108. At step 204, latch control module 116 activates lighting module 148 on itself_aFor example, LEDs, to illuminate the space under the lift gate 14 (see fig. 10 a).

Referring to fig. 12, another example operation 300 is provided having a step 302 of detecting a lift gate, a step 304 of activating the radar sensor 148a, a step 306 of determining whether the ECU144 detects an obstacle, and a step 308 of ceasing operation of the closure panel 14 if an obstacle is detected. Referring to fig. 13, another example operation 400 is provided having a step 402 for detecting the lift gate 14 in an open position, a step 404 for activating the radar sensor 148a, a step 406 for detecting a gesture via the ECU144, and a step 408 for operating the lift gate 14 closed.

Referring to fig. 14, another example operation 500 is provided having steps 502, 504, 506, 508, 510. Specifically, the method 500 of providing a latch 43 mounted in a latch housing 16 includes: a set of latching members 23 for latching 43 and having at least one sensor 148_aAnd a processor and memory 148_cThe Electronic Control Unit (ECU)144, 144a is positioned on the frame 16a of the latch housing 16; and by the ECU144 in view of the at least one sensor 148_aThe sensor signal 108 received (step 502) coordinates operation of the set of latch components 23, processes 504 the signal, sends 506 an actuation signal to the latch 43 (e.g., the motor 100 of the latch 43), receives and processes 508 additional sensors 148 received by the ECU144 in view of movement/operation of the latch 43 and/or the closure panel 14 of the biasing member 37 (as indicated by operation of the electronic motor assembly 15)_aA feedback signal of the signal. Subsequently, the ECU144 may modify the results of the operation of the latch 43 and/or the closure panel 14 (e.g., via the electronic motor of the biasing member 37)Operation of the assembly 15) to another control module of the vehicle 10, such as the body control module 6 (see fig. 1).

In view of the above configuration, it should be appreciated that the ECU144 may have memory stored in the physical memory 148_cE.g., to configure operation of the motor 100, and optionally receive external signals (e.g., command signals) communicated to the controller ECU144 (e.g., from the handle) via the communication link 110, and based on internal electronic sensors (e.g., hall effect sensors 148)_aRipple count sensing) to transmit a signal (e.g., a feedback signal) from outside via the communication interface.

The foregoing description of the embodiments has been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The various elements or features of a particular embodiment may also be varied in a number of different ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure. Those skilled in the art will recognize that the concepts disclosed in connection with the example detection system may likewise be implemented in many other systems to control one or more operations and/or functions.

The exemplary embodiments are provided so that this disclosure will be thorough and will fully convey the scope to those skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail.

Embodiments of the present disclosure may be understood with reference to the following numbered paragraphs.

1. A latch housing (16) for a latch (43) to be mounted on a closure panel (14) of a vehicle (10), the latch housing comprising:

a frame (16a) having mounted thereon each of:

a set of latch members (23) of the latch; and

a latch control module (116) comprising a sensor (148) having at least one sensor_a) And a processor and memory (148)_c) An Electronic Control Unit (ECU) (144, 144a),

wherein the ECU coordinates operation of the set of latching components in view of sensor signals (108) received from the at least one sensor.

2. The latch housing of paragraph 1, further comprising the frame as an angled frame having a first frame portion (14a) and a second frame portion (14b) such that the first and second frame portions are at an angle (a) relative to each other.

3. The latch housing according to paragraph 2, wherein the first frame part provides an actuation mechanism plane (17a) and the second frame part provides a latch plane (17b) such that the actuation mechanism (43a) of the latch is mounted on the actuation mechanism plane and the set of latch components is mounted on the latch plane.

4. The latch housing of paragraph 2, wherein the ECU is mounted on the first frame portion.

5. The latch housing of paragraph 4 further comprising an auxiliary ECU mounted on the second frame portion such that the auxiliary ECU is coupled to the ECU by a communication link (110), the ECU acting as a primary ECU with respect to the auxiliary ECU.

6. The latch housing of paragraph 5, wherein the auxiliary ECU has a sensor of the at least one sensor.

7. The latch housing of paragraph 5, wherein the auxiliary ECU includes a PCB (145), the PCB (145) having the at least one sensor mounted thereon.

8. The latch housing of paragraph 1, wherein the ECU includes a PCB (145), the PCB (145) having the at least one sensor mounted thereon.

9. The latch housing of paragraph 1, wherein the at least one sensor is selected from the group consisting of an integrated LED sensor, an inductive sensor, a hall sensor, and a radar sensor; wherein the at least one sensor is for operating when the closure panel is in an open position.

10. The latch housing of paragraph 9, wherein at least one latch component of the set of latch components includes a target for the at least one sensor.

11. The latch housing of paragraph 10, wherein the target is a magnet.

12. The latch housing of paragraph 10, wherein the target is part of the latch component.

13. The latch housing of paragraph 1, wherein the closure panel is a lift gate and the latch is a lift gate latch.

14. The latch housing of paragraph 1, wherein the closure is not provided with another electronic control unit in addition to the electronic control unit.

15. The latch housing of paragraph 14, wherein the other electronic control unit is a Door Control Unit (DCU) or a lift door control unit (LCU) module mounted remotely from the latch.

16. The latch housing of paragraph 1, wherein the closure panel is a lift gate and the at least one sensor is oriented downward when the lift gate is in the open position.

17. The latch housing of paragraph 1, wherein the ECU further coordinates operation of an electronic motor assembly (15) of a biasing member (37) in response to receiving the sensor signal from the at least one sensor.

18. A method of providing a latch (43) mounted in a latch housing (16) for mounting on a closure panel (14) of a vehicle (10), the method comprising:

positioning on a frame (16a) of the latch housing:

a set of latch members (23) of the latch; and

having at least one sensor (148)_a) And a processor and memory (148)_c) An Electronic Control Unit (ECU) (144, 144a), and

coordinating, by the ECU, operation of the set of latching components in view of a sensor signal (108) received from the at least one sensor.

19. The method of paragraph 18, further comprising the ECU coordinating operation of an electronic motor assembly (15) of a biasing member (37) in response to receiving the sensor signal from the at least one sensor.

20. The method of paragraph 18, further comprising mounting the at least one sensor on a first frame portion for sensing the set of latch components mounted on a second frame portion such that the first and second frame portions are disposed at an angle to each other.