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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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Construction and Kinematics of Automotive Side
Door Latch Mechanisms
Copyright © 2005 SAE International
ABSTRACT
Automotive side door latches are considered safety-
critical systems due to both federal and automotive OEM
regulations. The paper presents a kinematical study, in
terms of degrees of mobility, and the basic construction
for an example mechanism utilized as an automotive
side door latch. This system is represented and
approximated with mechanisms with articulated bars,
cams and gears. Mobility calculations for such type of
mechanisms involve both the determination and the
investigation of all involved kinematical elements and the
nature of their mobile restraints (called kinematical
couples). By applying the principles and the methods
described in this paper similar investigations in terms of
the degree of mobility for other side door latch design
applications can be investigated.
GENERAL ASPECTS AND BACKGROUND
REGARDING SIDE DOOR LATCHES
The overall construction of latching mechanisms utilized
as automotive side door latches vary from one vehicle
manufacturer to another, based on parameters such as
packaging environment and size, functions, weight, door
structure, etc…, all of these being reflected in the
engineering design specification [1, 3, 8].
n  2
C5  C 4 , (2.1)
Figure 1 Section of a Side Door Latch and Striker –
1998-2004 Ford NGL2
2005-01-0881
Daniel I. Udriste
Keykert USA, Inc., USA
Eugen M. Negrus
University “Politehnica“ of Bucharest, Romania
In essence a latch (Figure 1) is made out of a catch (fork
bolt) mechanically held in place in its latched position by
a second component named pawl (detent lever). The
catch rotates about a pivot and traps the striker post.
The catch has usually either three distinct positions: full
open, intermediate closed (secondary) position, closed
position (primary) [5, 6, 7]. The degrees of mobility for
the entire mechanism, including the release chain, can
be calculated using advance kinematics analysis and
formulas [2, 11]. As a general practice, one or two
micro-switches are used to determine the position of the
catch and signal the door ajar. The catch release chain
involves both rigid and elastic elements such as levers
and springs which can be either manually or power
actuated.
Car industry wise there are three major categories of
automotive door latches: side door latches (front and
rear side doors), hood latches (engine compartment
hood) and back door/trunk latches (luggage
compartment lid).
MATHEMATICAL BACKGROUND
Mobility calculations for the catch release chain
(unlatching) can be individually made for the inside
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
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
called Antonescu formula [11] for the same purpose:
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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
electrically (except when electric unlatching is available)
or manually from the striker. The unlocking function
allows the door to unlatch from the striker when
electrically or manually operated. The lock/unlock
operation function is a theft deterrent. The latch/unlatch
operation function provides door retention. The latch
striker interface shall be in accordance with all
applicable regulations (such as MVSS 114 and MVSS
206 in North America [9, 10]). Furthermore a side door
Figure 3 Ford Global Side Front Door Latch-Upper
Housing Assy. (Ford-NGL2)
This paper presents next the exploded view and the bill
of materials of a side door latch example (Figures 1 and
2). This latch is a Ford Motor Company global front side
door latch, developed and manufactured at Keykert
USA, Inc. (Figures 3 and 4).
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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
a representation of the power release function executed
through a release gear is shown in Figure 6:
Figure 6 Isometric View of the Catch Release Chain
(Ford-NGL2)
Figure 7 Catch Release Kinematical Representation
(Ford-NGL2)
SIDE DOOR LATCH KINEMATICS AND
DEGREES OF MOBILITY
The kinematical representation of the catch release
mechanism, for the side door latch presented in this
paper, is as shown on Figure 7. This figure combines
the projections at 90o of the inside release and the
lock/unlock mechanisms (mechanisms are situated in a
plane perpendicular to the one of the catch 7 and the
pawl 9) on the outside release mechanism plane (top
view of Figure 5). The motion and connections were
projected too and assumed planar. For the sake of this
study we consider only one element 4 for the lock/unlock
sub-assembly (Items 23 to 33 from the BOM shown on
Figure 4). The lock unlock function can be executed by
either actuating element 4 direct from the outside of the
latch, or from the inside by the motion of elements 5 and
6. In fully unlocked condition element 5 becomes
neutral and contacts F and D become open. The
coupling pin 3 is attached to lever assembly 4 and,
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:
M outside = 3*6 - 2*6 - 5 = 1 (2.3)
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:
M inside = 3*5 - 2*5 - 4 = 1 (2.4)
Looking at the entire mechanism, the inside
release and the outside release combined provide two
degrees of mobility for the catch release, represented by
the inside release lever and the outside release lever:
M unlatch = M outside + M inside = 1 + 1 = 2 (2.5)
The catch lock/unlock portion adds up one more degree
of mobility (Equation 2.6). During inside unlocking
(Figure 7), the contact in B is single while only elements
3, 4, 5 and 6 move their contacts being active:
-elements (n = 4): 3, 4, 5, 6
-rotation couples (R = C5 = 4): O3, O4, O5, O6
-rotation-translation couples (RT = C4 = 3): B, D, F
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Applying Equation 2.1 for n = 4, C5 = 4 and C4 = 3 we
obtain one degree of mobility:
M unlock = 3*4 - 2*4 - 3 = 1
M total = M outside + M inside + M unlock = 1 + 1 +1 = 3 (2.7)
Following the same theory regarding degrees of mobility
of planner mechanisms, similar theoretical investigations
can be made for side door latches with power actuation
(electrical unlatch and power locking/unlocking).
CONCLUSION
Based on the results of this study the following
conclusions can be extended to the entire side door
latches family and their mechanisms:
-since the motion is being transferred in one plane only,
latch mechanisms can be approximated as planar type
mechanisms for future theoretical studies.
-kinematical couples for side door latch mechanisms are
rotation and rotation-translation type in most of the
cases.
-each unlatching kinematical chain (mechanism) has
one degree of mobility for all latches without integral
lock/unlock functions.
-lock/unlock function adds up one more degree of
mobility.
REFERENCES
1. Antonescu P., Udriste D.I., Negrus E.;
“Automotive Door Latch Mechanisms”, ESFA 2003-
Proceedings of 7th International Conference, Fuel
Economy, Safety and Reliability of Motor Vehicles,
University “Politehnica” of Bucharest, May 8-9, 2003,
vol. 1, pp 309-314.
2. Antonescu P. , Udriste D.I., Antonescu O.,
“Automotive Door Latch Mechanisms” – extended
abstract, Annual Session of Scientific papers “IMT
Oradea -2003”, May 29-30, Annals of the Oradea
University, Fascicle of management and Technological
Engineering, vol II (XII), 2003, p. 64.
3. Udriste D.I., “Design Theory and Kinematics
Comparison for Automotive Door Latch Mechanisms”,
Paper #3 for PhD, Transportation Department,
University “Politehnica” of Bucharest, 2003.
4. Antonescu P., Udriste D.I, Antonescu O.,
“Geometric and Kinematical Synthesis of Mechanisms
with Rotary Disc-Cam”, The Eleventh World Congress in
Mechanisms and machine Science, Tianjin University,
China, August 18-21, 2003.
(2.6)
5. Schmitz S., Kruppa J., Crowhurst P., “Safety
and Security Considerations of New Closure Systems”,
SAE 2000 World Congress, Detroit, Michigan, March 6-
9, 2000, SAE Paper 2000-01-1304.
6. A. Gilberg, J. Marcosky, L. Shermann, R.
Clarke; “Door Latch Strength in a Car Body
Environment”; SAE 980028, International Congress and
Exposition, Detroit, Michigan, Feb. 23-26, 1998.
7. Howe, G.J., Leigh M., Willke D.T.; “Door Latch
Integrity Study: Evaluation of Door Latch Failure Modes”;
Vehicle Research and Test Center, final report for
project VRTC-87-0149; DOT-HS-808-188, January
1994.
8. Hertz E., Hicks M., Summers S.; “Analysis
between NASS 1988-1996 Front Side Door Opening
Rates and Agency Side Door Latch Testing to Identify
Possible Upgrades for FMVSS Door Locks and Door
Retention Components”; National Highway Traffic Safety
Administration, NTHSA-98-3705, April 1998.
9. World Forum for Harmonization of Vehicle
Regulations (WP.29); “Proposal for daft Candidate
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Retention Components”, GRSP, 29 th Session, 7-11
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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
where these regulations can be found.
11. Antonescu P., “Mecanisme”, Editura Printech
Bucharest, Romania, 2003.
DEFINITIONS, ACRONYMS, ABBREVIATIONS
M -Degree of mobility
n -Number of kinematical elements
Cm -Number of kinematical couples of functional
class m
m -Number of allowed movements
Nr -Number of closed counturs of rang
r -Rang of space associated with kinematical
contour