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2005-01-0881

SAE TECHNICAL
PAPER SERIES

Construction and Kinematics of Automotive Side

Door Latch Mechanisms
Daniel I. Udriste
Keykert USA, Inc., USA

Eugen M. Negrus
University “Politehnica“ of Bucharest, Romania

Reprinted From: Body Design and Engineering

(SP-1935)

2005 SAE World Congress

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2005-01-0881

Construction and Kinematics of Automotive Side

Door Latch Mechanisms
Daniel I. Udriste
Keykert USA, Inc., USA

Eugen M. Negrus
University “Politehnica“ of Bucharest, Romania

Copyright © 2005 SAE International

ABSTRACT In essence a latch (Figure 1) is made out of a catch (fork

bolt) mechanically held in place in its latched position by
Automotive side door latches are considered safety- a second component named pawl (detent lever). The
critical systems due to both federal and automotive OEM catch rotates about a pivot and traps the striker post.
regulations. The paper presents a kinematical study, in The catch has usually either three distinct positions: full
terms of degrees of mobility, and the basic construction open, intermediate closed (secondary) position, closed
for an example mechanism utilized as an automotive position (primary) [5, 6, 7]. The degrees of mobility for
side door latch. This system is represented and the entire mechanism, including the release chain, can
approximated with mechanisms with articulated bars, be calculated using advance kinematics analysis and
cams and gears. Mobility calculations for such type of formulas [2, 11]. As a general practice, one or two
mechanisms involve both the determination and the micro-switches are used to determine the position of the
investigation of all involved kinematical elements and the catch and signal the door ajar. The catch release chain
nature of their mobile restraints (called kinematical involves both rigid and elastic elements such as levers
couples). By applying the principles and the methods and springs which can be either manually or power
described in this paper similar investigations in terms of actuated.
the degree of mobility for other side door latch design
applications can be investigated. Car industry wise there are three major categories of
automotive door latches: side door latches (front and
GENERAL ASPECTS AND BACKGROUND rear side doors), hood latches (engine compartment
REGARDING SIDE DOOR LATCHES hood) and back door/trunk latches (luggage
compartment lid).
The overall construction of latching mechanisms utilized
as automotive side door latches vary from one vehicle MATHEMATICAL BACKGROUND
manufacturer to another, based on parameters such as
packaging environment and size, functions, weight, door Mobility calculations for the catch release chain
structure, etc…, all of these being reflected in the (unlatching) can be individually made for the inside
engineering design specification [1, 3, 8]. release kinematical chain and the outside release
kinematical chain. The degree of mobility, M, for the
above kinematical chains can be calculated with
Equation 2.1 called the Grubler formula [1, 11] specific
to planar mechanisms:

M 3 n  2 C5  C 4 , (2.1)

where n is the number of kinematical elements and Ck

represents the kinematical couples (k means the number
of movements cancelled) - C5 is the total number of
rotation couples and C4 is the total number of rotation-
translation couples. One can also use the Equation 2.2
Figure 1 Section of a Side Door Latch and Striker –
called Antonescu formula [11] for the same purpose:
1998-2004 Ford NGL2
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5 6 latch shall not disengage from the primary latched or

M ¦m C  ¦r N
m 1
m
r 2
r secondary latched position when it is subjected to a min
30 g inertial load applied in the axes of the vehicle [9,
, (2.2)
10]. Any latch is a component of the door system
where Nr represents the number of closed contours (Figure 2). It is electrically or manually operated to the
independent of rang r of the space associated with the lock/unlock position while the door is latched/unlatched
kinematical contour, and Cm is the number of kinematical to the body. The latch system works in conjunction with
couples of functional class m (m is the number of the inside and outside handles via a rod/cable or
movements allowed). electrically (with provisions for a manual emergency
release) and the inside and outside locking means
provide locking/unlocking for occupant protection, and
SIDE DOOR LATCHES CONSTRUCTION
vehicle security.
Based on the latching system requirement a side door
Almost all new generation side door latch designs
latch mechanism can be unlatched either manually, via
include electrical actuators (i.e. motors and gear trains)
rods and cables attached to door handles, or electrically
used to “power” unlatch and/or lock/unlock these
(power release), via electro-mechanical actuators (gear
latches. Future target for OEMs and latch
and motor sub-systems or solenoids). The same applies
manufacturers is “keyless” entry.
to the lock/unlock function of a latch. The lock/unlock
function is “single lock” type in North America and
“double lock” for Europe, based on the active
government regulations [9, 10]. Rear door latches have
child lock features.

The most complex side door latches have the following

mechanical features: inside lock/unlock, outside
lock/unlock, inside release, outside release, child lock
(rear doors). Regarding their functional features we can
mention: override unlocking (usually front doors; the
inside release lever can unlock the latch before its
release), lock cancel (un-dogging), set and slam locking,
bumper/wedging, NVH door reduction features, etc…
Electrical features are: door open/ajar switch, alarm
switch, set-reset switch, power/electrical unlatching,
power lock/unlock.

Figure 2 Side Door Latch Module/System – 2003 Ford

Escape

The locking function prevents the door from unlatching Figure 3 Ford Global Side Front Door Latch-Upper
electrically (except when electric unlatching is available) Housing Assy. (Ford-NGL2)
or manually from the striker. The unlocking function
allows the door to unlatch from the striker when This paper presents next the exploded view and the bill
electrically or manually operated. The lock/unlock of materials of a side door latch example (Figures 1 and
operation function is a theft deterrent. The latch/unlatch 2). This latch is a Ford Motor Company global front side
operation function provides door retention. The latch door latch, developed and manufactured at Keykert
striker interface shall be in accordance with all USA, Inc. (Figures 3 and 4).
applicable regulations (such as MVSS 114 and MVSS
206 in North America [9, 10]). Furthermore a side door
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From a theoretical point of view, “manual” (no power

actuated functions) side door latches are multi-mobile
type mechanisms. Again said, these type of
mechanisms can be released both from the inside of a
vehicle, via an inside latch release lever, and from the
outside of the vehicle via the outside latch release lever.
Side door latches have sub components meant for
locking and unlocking (and sometime double locking if
required by certain vehicle regulations).

The unlatching (catch release) chain for the above

considered side door latch is shown in double view in
Figure 5:

Front view

Side view

Figure 4 Ford Global Side Door Latch –Lower Housing Figure 5 Catch Release Chain –Side Door Latch Assy.
Assy. (Ford-NGL2) (Ford-NGL2)
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The isometric view of the above catch release chain and neutral and contacts F and D become open. The
a representation of the power release function executed coupling pin 3 is attached to lever assembly 4 and,
through a release gear is shown in Figure 6: creates a triple rotation-translation couple in point B and
actuating the pawl 8 for unlatching of the catch 7.

Mobility calculations for the catch release chain

(unlatching) can be individually made for the latch inside
release chain and the latch outside release chain, using
kinematical elements identified in Figure 7 and the
equations 2.2 or 2.3.

Based on Figure 7, the catch outside release chain

(mechanism) itself has one degree of mobility (Equation
2.3):

-elements (n = 6): 1, 2, 3, 4, 7, 8

-rotation couples (R = C5 = 6): O1, O2, O3, O4, O7, O8

-rotation-translation couples (RT = C4 = 5): A, Bx3, E

Applying Equation 2.1 for n = 6, C5 = 6 and C4 = 5 we

obtain one degree of mobility:

Figure 6 Isometric View of the Catch Release Chain M outside = 3*6 - 2*6 - 5 = 1 (2.3)
(Ford-NGL2)
The catch inside release chain itself has too one degree
of mobility (Equation 2.4). Please observe from the
Figure 7 that during release the inside release lever 1 is
not moving, meaning contact A becomes null and
contact B is double:

-elements (n = 5): 2, 3, 6, 7, 8

-rotation couples (R = C5 = 5): O2, O3, O6, O7, O8

-rotation-translation couples (RT = C4 = 4): Bx2, E, C

Applying equation 2.1 for n = 5, C5 = 5 and C4 = 4 we

obtain one degree of mobility:
Figure 7 Catch Release Kinematical Representation
(Ford-NGL2) M inside = 3*5 - 2*5 - 4 = 1 (2.4)

SIDE DOOR LATCH KINEMATICS AND Looking at the entire mechanism, the inside
DEGREES OF MOBILITY release and the outside release combined provide two
degrees of mobility for the catch release, represented by
The kinematical representation of the catch release the inside release lever and the outside release lever:
mechanism, for the side door latch presented in this
paper, is as shown on Figure 7. This figure combines M unlatch = M outside + M inside = 1 + 1 = 2 (2.5)
the projections at 90o of the inside release and the
lock/unlock mechanisms (mechanisms are situated in a The catch lock/unlock portion adds up one more degree
plane perpendicular to the one of the catch 7 and the of mobility (Equation 2.6). During inside unlocking
pawl 9) on the outside release mechanism plane (top (Figure 7), the contact in B is single while only elements
view of Figure 5). The motion and connections were 3, 4, 5 and 6 move their contacts being active:
projected too and assumed planar. For the sake of this
study we consider only one element 4 for the lock/unlock -elements (n = 4): 3, 4, 5, 6
sub-assembly (Items 23 to 33 from the BOM shown on
Figure 4). The lock unlock function can be executed by -rotation couples (R = C5 = 4): O3, O4, O5, O6
either actuating element 4 direct from the outside of the
latch, or from the inside by the motion of elements 5 and -rotation-translation couples (RT = C4 = 3): B, D, F
6. In fully unlocked condition element 5 becomes
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Applying Equation 2.1 for n = 4, C5 = 4 and C4 = 3 we with Rotary Disc-Cam”, The Eleventh World Congress in
obtain one degree of mobility: Mechanisms and machine Science, Tianjin University,
China, August 18-21, 2003.
M unlock = 3*4 - 2*4 - 3 = 1 (2.6)
5. Schmitz S., Kruppa J., Crowhurst P., “Safety
M total = M outside + M inside + M unlock = 1 + 1 +1 = 3 (2.7) and Security Considerations of New Closure Systems”,
SAE 2000 World Congress, Detroit, Michigan, March 6-
Following the same theory regarding degrees of mobility 9, 2000, SAE Paper 2000-01-1304.
of planner mechanisms, similar theoretical investigations
can be made for side door latches with power actuation 6. A. Gilberg, J. Marcosky, L. Shermann, R.
(electrical unlatch and power locking/unlocking). Clarke; “Door Latch Strength in a Car Body
Environment”; SAE 980028, International Congress and
CONCLUSION Exposition, Detroit, Michigan, Feb. 23-26, 1998.

Based on the results of this study the following 7. Howe, G.J., Leigh M., Willke D.T.; “Door Latch
conclusions can be extended to the entire side door Integrity Study: Evaluation of Door Latch Failure Modes”;
latches family and their mechanisms: Vehicle Research and Test Center, final report for
project VRTC-87-0149; DOT-HS-808-188, January
-since the motion is being transferred in one plane only, 1994.
latch mechanisms can be approximated as planar type
mechanisms for future theoretical studies. 8. Hertz E., Hicks M., Summers S.; “Analysis
between NASS 1988-1996 Front Side Door Opening
-kinematical couples for side door latch mechanisms are Rates and Agency Side Door Latch Testing to Identify
rotation and rotation-translation type in most of the Possible Upgrades for FMVSS Door Locks and Door
cases. Retention Components”; National Highway Traffic Safety
Administration, NTHSA-98-3705, April 1998.
-each unlatching kinematical chain (mechanism) has
one degree of mobility for all latches without integral 9. World Forum for Harmonization of Vehicle
lock/unlock functions. Regulations (WP.29); “Proposal for daft Candidate
Global Technical regulation on Door Latches and Door
-lock/unlock function adds up one more degree of Retention Components”, GRSP, 29 th Session, 7-11
mobility. May 2001.

REFERENCES 10. "Federal Motor Vehicle Safety Standards and

Regulations" Brochure, HS 805 674 of NHTSA, from
Title 49 of the CFR, fifth volume (Parts 400-999) is
1. Antonescu P., Udriste D.I., Negrus E.;
where these regulations can be found.
“Automotive Door Latch Mechanisms”, ESFA 2003-
Proceedings of 7th International Conference, Fuel
Economy, Safety and Reliability of Motor Vehicles, 11. Antonescu P., “Mecanisme”, Editura Printech
University “Politehnica” of Bucharest, May 8-9, 2003, Bucharest, Romania, 2003.
vol. 1, pp 309-314.
DEFINITIONS, ACRONYMS, ABBREVIATIONS
2. Antonescu P. , Udriste D.I., Antonescu O.,
“Automotive Door Latch Mechanisms” – extended M -Degree of mobility
abstract, Annual Session of Scientific papers “IMT
Oradea -2003”, May 29-30, Annals of the Oradea n -Number of kinematical elements
University, Fascicle of management and Technological
Engineering, vol II (XII), 2003, p. 64. Cm -Number of kinematical couples of functional
class m
3. Udriste D.I., “Design Theory and Kinematics
Comparison for Automotive Door Latch Mechanisms”, m -Number of allowed movements
Paper #3 for PhD, Transportation Department,
University “Politehnica” of Bucharest, 2003. Nr -Number of closed counturs of rang

4. Antonescu P., Udriste D.I, Antonescu O., r -Rang of space associated with kinematical
“Geometric and Kinematical Synthesis of Mechanisms contour