CN107435473B

CN107435473B - Door handle assembly and contain its vehicle

Info

Publication number: CN107435473B
Application number: CN201710827114.7A
Authority: CN
Inventors: 刘勇
Original assignee: Qoros Automotive Co Ltd
Current assignee: Qoros Automotive Co Ltd
Priority date: 2017-09-14
Filing date: 2017-09-14
Publication date: 2023-04-07
Anticipated expiration: 2037-09-14
Also published as: CN107435473A

Abstract

The invention discloses a vehicle door handle assembly and a vehicle comprising the same, wherein the vehicle door handle assembly comprises: the device comprises a handle part, a balance block, a mounting bracket and an elastic part; the mounting bracket is arranged on one side of the balance block; the handle part is hooked with the balance block to pull the balance block to rotate in the direction far away from the mounting bracket; the elastic piece biases the balance weight to enable the balance weight to rotate in the direction of abutting against the mounting bracket; wherein, the mounting bracket is provided with a protrusion on the surface facing the balance block, and the balance block abuts against the protrusion. According to the vehicle door handle assembly, the surface of the mounting bracket is provided with the protrusion, so that the contact area between the balance block and the mounting bracket when the balance block and the mounting bracket are impacted is reduced, and the generation of large noise is avoided. The vehicle does not generate large noise when the door is opened and closed.

Description

Door handle assembly and contain its vehicle

Technical Field

The invention relates to the field of automobile manufacturing, in particular to a door handle assembly and a vehicle comprising the same.

Background

At present, the popularity of automobiles is very high, and the demand for the comfort of vehicles is also increasing while physical properties of automobiles are pursued. In addition to ride comfort, it is also desirable to minimize the noise generated by the vehicle.

As shown in fig. 1, a conventional door handle assembly generally includes: handle portion 2, balancing piece 3, mounting bracket 4 and cable 5. When the passenger pulls the handle part 2, the handle part 2 rotates and drives the balance block 3 to rotate, and the balance block 3 pulls the pull rope 5 to unlock the bicycle lock. When the vehicle lock is opened, an operator generally releases the handle part 2 immediately, the handle part 2 returns, the balance block 3 loses the acting force of the pull rod, and under the elastic force action of the spring, the balance block 3 instantly circles around to impact the mounting bracket 4 to generate a large sound, which is disturbing noise for passengers. In addition, the balance weight 3 impacts the mounting bracket 4 for a long time, so that the material of the mounting bracket 4 is easy to fatigue and lose efficacy, and the service life is shortened.

Disclosure of Invention

The invention aims to overcome the defect of high noise caused by the fact that a balance block impacts an installation support in the prior art, and provides a vehicle door handle assembly capable of reducing noise and a vehicle comprising the same.

The invention solves the technical problems through the following technical scheme:

a door handle assembly, comprising: the device comprises a handle part, a balance block, a mounting bracket and an elastic part;

the mounting bracket is arranged on one side of the balance block;

the handle part is hooked with the balance block to pull the balance block to rotate in the direction far away from the mounting bracket;

the elastic piece biases the balance weight to enable the balance weight to rotate in the direction of abutting against the mounting bracket;

wherein, the mounting bracket is provided with a protrusion on the surface facing the balance block, and the balance block abuts against the protrusion.

Preferably, the protrusion makes point contact with the weight.

Preferably, the protrusion is a circular arc structure, a triangular structure, a dot structure or a hemispherical structure.

Preferably, the protrusion is a slope-shaped structure, and the weight abuts against a point on the slope of the protrusion.

Preferably, the protrusions are elongate ribs.

Preferably, the mounting bracket is provided with two reinforcing ribs which are aligned in a direction parallel to the rotational axis of the weight and extend in a direction perpendicular to the rotational axis.

Preferably, the protrusion is a resilient member.

Preferably, the mounting bracket is provided with a recessed portion, the balance weight is arranged in the recessed portion, and the protrusion is arranged on the bottom surface of the recessed portion.

Preferably, the door handle assembly further comprises a pull cable connected to the counterweight, and when the pull cable is pulled, the lock is unlocked.

A vehicle comprising a door handle assembly as described above.

The positive progress effects of the invention are as follows: according to the vehicle door handle assembly, the surface of the mounting bracket is provided with the protrusion, so that the contact area between the balance block and the mounting bracket when the balance block and the mounting bracket are impacted is reduced, and the generation of large noise is avoided. The vehicle does not generate large noise when the door is opened and closed.

Drawings

FIG. 1 is a schematic structural view of a door handle assembly of the prior art;

FIG. 2 is a schematic structural diagram of an automobile according to an embodiment of the present invention;

fig. 3 is a perspective view of a door handle assembly according to an embodiment of the present invention.

FIG. 4 is a front view of a door handle assembly with a mounting bracket removed in accordance with an embodiment of the present invention.

Fig. 5 is a front view of a balance block according to an embodiment of the invention.

FIG. 6 is a side view of a balance block according to an embodiment of the invention.

Fig. 7 is a schematic view of a door handle assembly according to an embodiment of the invention, in which a weight is removed.

Fig. 8 is a schematic structural view of a door handle assembly for a vehicle according to an embodiment of the present invention, in which a handle portion is pulled.

Fig. 9 is a schematic side view of a reinforcing rib according to an embodiment of the present invention.

Fig. 10 is a schematic side view of a stiffener and a weight according to another embodiment of the invention.

FIG. 11 is a schematic view of a door handle assembly according to an embodiment of the present invention with the door latch normally open.

FIG. 12 is a schematic view of a door handle assembly according to an embodiment of the present invention in the event of a severe side impact to the vehicle.

FIG. 13 is a comparison of FIG. 12 showing the door handle assembly in a condition of severe side impact to the vehicle with the restraint portion removed.

Description of reference numerals:

handle part 2

Balance weight 3

Mounting bracket 4

Stay cable 5

Automobile 10

Door handle assembly 20

Handle part 21

Handle 211

Right end 214

Left end 215

Pull rod 212

Fixed end 216

Free end 217

Hook 213

Right end 218

Distal end 219

Counterbalance 22

Pull ring 221

Body 222

Mounting bracket 23

Concave part 231

Reinforcing rib 232

Stay cable 24

Spring 25

Rotating shaft 26

Stopper 27

Counter balance 22'

Reinforcing rib 232'

Detailed Description

Various embodiments of the present invention will be described with reference to the accompanying drawings. In the drawings in the specification, elements having similar structures or functions will be denoted by the same reference numerals. It is to be understood that the drawings are for purposes of illustrating various embodiments of the invention and are not intended as an exhaustive description of the invention or as a limitation on the scope of the invention.

FIG. 2 illustrates an automobile 10 in accordance with an embodiment of the present invention. The automobile 10 is provided with a door, which the passenger can open by pulling a handle portion 21 of the door. The vehicle 10 employs a door handle assembly 20, described below, so that when the door is opened, no loud noise is generated.

Although only one common vehicle model is illustrated in fig. 2, it will be understood by those skilled in the art that the door handle assembly 20 of the present invention can be applied to various vehicle models not illustrated, such as sports cars, vans, off-road vehicles, and the like.

As shown in fig. 3, the door handle assembly 20 includes: handle portion 21, balancing weight 22, mounting bracket 23 and cable 24.

Both the handle portion 21 and the weight 22 are rotatably mounted to the mounting bracket 23. Specifically, the right end 218 of the handle portion 21 is inserted into a slot of the mounting bracket 23 and rotates about a fixed axis within the slot. The distal end 219 of the handle portion 21 is hooked to the weight 22. The mounting bracket 23 is a fixed member on the vehicle door, and only a part of the mounting bracket 23 is illustrated in fig. 2.

Referring to fig. 4, the handle portion 21 includes a handle 211 and a pull rod 212, and the handle 211 is fixedly connected to the pull rod 212 and is substantially perpendicular thereto. The mounting bracket 23 is omitted from fig. 3 for clarity of illustration. The right end 214 of the handle 211 (i.e., the right end 218 of the handle portion 21) is rotatably mounted to the mounting bracket 23, the left end 215 of the handle 211 is fixedly coupled to the fixed end 216 of the pull rod 212, and the free end 217 of the pull rod 212 (i.e., the distal end 219 of the handle portion 21) is provided with the hook portion 213. The hook 213 projects from the free end 217 of the pull rod 212 in the direction of the counterweight 22, the hook 213 hooking the pull ring 221 of the counterweight 22 (see fig. 5). The handle portion 21 rotates with the right end 214 of the handle 211 as a fulcrum. When the passenger opens the door, grips the handle 211 and pulls the handle 211 outward, and the handle 211 and the pull rod 212 rotate together in a direction away from the weight 22 (clockwise direction in fig. 3). In fig. 3, the outer casing of the handle 211 is also removed for clarity of illustration.

As shown in fig. 5-6, the weight 22 includes a body 222 and a pull ring 221. A pull ring 221 projects from the body 222 toward the free end 217 of the pull rod 212. The tab 221 is formed in a ring shape and is hooked to the hook 213. Alternatively, the weight 22 may be provided with any other structure that can be caught by the hook 213, for example, another hook that is engaged with the hook 213, instead of the pull ring 221. Alternatively, a hook may be provided on the counterweight 22 and a pull ring may be provided on the pull rod 212.

As shown in fig. 5, the counterbalances 22 are generally fan-shaped in configuration, and the counterbalances 22 are rotatably coupled to the mounting bracket 23 by a rotational axis 26 (see fig. 3).

A spring 25 (see fig. 4) is sleeved on the rotating shaft 26, the spring 25 biases the balance weight 22 to rotate the balance weight 22 in a direction away from the pull rod 212 (counterclockwise direction in fig. 4), wherein one end of the spiral line of the spring 25 is fixed to the balance weight 22, and the other end is fixed to the mounting bracket 23, forming a torsion spring 25.

When the passenger opens the door, the pull rod 212 rotates away from the weight 22 (clockwise in fig. 4), and the hook portion 213 of the pull rod 212 hooks the pull ring 221, thereby rotating the weight 22 toward the pull rod 212 (clockwise in fig. 4) against the elastic force of the torsion spring 25. When the door is opened, the handle portion 21 rotates in the same direction as the weight 22.

A cable 24 is connected to one side of the counterweight 22, and when the cable 24 is pulled, the lock of the door is unlocked. When the passenger opens the door, the counterweight 22 rotates in a direction approaching the pull rod 212, and when the counterweight 22 rotates by a predetermined angle, the counterweight 22 pulls the pull cable 24, and the door lock is unlocked. If the weight 22 is rotated by an angle smaller than a predetermined angle, the cable 24 cannot be pulled and the door lock cannot be opened. The connection structure of the cable 24 and the lock of the vehicle door may adopt a common connection structure in the art, and will not be described in detail.

As shown in fig. 7, the mounting bracket 23 is provided with a recessed portion 231, the weight 22 is disposed in the recessed portion 231, and two ribs 232 are disposed on the bottom surface of the recessed portion 231.

When the passenger needs to open the door, the handle 211 is pulled to rotate in a direction (clockwise direction in fig. 4) away from the counterweight 22, so as to drive the pull rod 212 to rotate in a direction (clockwise direction in fig. 4) away from the counterweight 22, at this time, the hook portion of the pull rod 212 hooks the pull ring 221 of the counterweight 22, and the pull rod 212 drives the counterweight 22 to rotate in a direction (clockwise direction in fig. 4) away from the mounting bracket 23. The cable 24 is connected to one side of the counterweight 22, and the counterweight 22 rotates clockwise to pull the cable 24 to the left in fig. 4, so that the vehicle lock is unlocked.

Referring to fig. 8, when the door is opened when the lock is unlocked, the passenger releases the handle 211 and the counterweight 22 loses the tension of the pull rod 212, thereby rapidly rotating under the action of the spring 25 and hitting the bottom surface of the mounting bracket 23. Because the bottom surface of the mounting bracket 23 is provided with the elongated reinforcing rib 232. The reinforcing ribs 232 are aligned in a direction parallel to the rotation axis 26 of the weight 22 (vertical direction in fig. 7) and extend in a direction perpendicular to the rotation axis 26 (horizontal direction in fig. 7). During collision, the balance weight 22 abuts against the reinforcing rib 232 and contacts with the reinforcing rib 232, so that the balance weight 22 is prevented from directly contacting with the bottom surface of the mounting bracket 23, the contact area of the balance weight 22 and the mounting bracket is reduced, and noise generated when the balance weight impacts the mounting bracket is reduced.

In the present embodiment, the number of the reinforcing ribs 232 is two, thereby forming a stable support structure for the weight 22. Of course, alternatively, the number of the reinforcing ribs 232 may be set as needed.

In the present embodiment, the rib 232 has an arc-shaped structure as shown in fig. 9, and when the weight 22 is rotated, the surface of the weight 22 abuts against one point on the arc. The weight 22 is in point contact with the rib 232. Alternatively, the reinforcing rib may have a triangular structure, and the balance weight abuts against the apex of the triangular structure. Alternatively, as shown in fig. 10, the reinforcing ribs 232' may also be formed in a ramp-like structure. The weight 22 'abuts a point on the slope of the stiffener 232'. Alternatively, the ribs may be of rectangular configuration such that the weight is in contact with the reinforcing rib line.

In other embodiments, instead of the elongated rib, a dot-shaped protrusion or a hemispherical protrusion may be provided. Thus, when the weight is rotated, the sound is reduced because the weight is only in contact with the protruding point.

In other embodiments, the protrusion or bead may be a resilient member. For example, they may be made of rubber or the like and fixed to the bottom surface of the mounting bracket 23. Thus, when the balance weight 22 rotates, the collision is buffered due to the elastic member, which not only reduces the sound, but also avoids the fatigue failure of the material caused by long-term impact, and prolongs the service life of the balance weight 22 and the mounting bracket 23.

In addition, referring to fig. 5-6, the counterbalance 22 is provided with a limit portion 27. The stopper 27 is provided to the body 222 and protrudes from the body 222 toward the free end 217 of the pull rod 212. The stopper portion 27 is configured to: when the handle portion 21 is not rotated and the weight 22 is rotated in a direction approaching the pull rod 212, the hook portion 213 is abutted so that the rotation angle of the weight 22 is smaller than a predetermined angle (as described above, when the weight 22 is rotated by the predetermined angle, the weight 22 can pull the pull cable 24, and the lock of the door is opened); and is offset from the hook portion 213 when the handle portion 21 is rotated to rotate the weight 22 so that the rotation angle of the weight 22 is greater than or equal to a predetermined angle. Thus, in an unexpected situation such as a severe side collision of the vehicle, the lock of the door is not opened by itself as long as the handle portion 21 is not pulled, but is normally opened when the door is normally opened and the handle portion 21 is pulled.

In the present embodiment, the stopper portion 27 has a flat structure so as to be offset from the hook portion 213 when the door is normally opened. Alternatively, the stopper portion 27 may be formed in other shapes.

The stopper portion 27 is provided at the center of the body 222 in the direction of the rotation shaft 26, so that a torque in the direction of the rotation shaft 26 is less likely to be generated in the weight 22 when the stopper portion 27 abuts against the hook portion 213.

The stopper portion 27 protrudes from the body 222 by a length shorter than that of the tab 221, so that it is not easily interfered with the hook portion 213 when the door is normally opened.

The working principle of the stopper portion 27 is explained below with reference to fig. 11 to 13.

Fig. 6 illustrates the door handle assembly 20 when the door latch is normally open. The handle 211 is pulled outward, the handle 211 and the pull rod 212 rotate together in a direction (clockwise direction in fig. 6) away from the weight 22, and the weight 22 is hooked by the pull rod 212 and also rotates in a direction (clockwise direction in fig. 6) toward the pull rod 212, and at this time, the pull rod 212 is retreated in the clockwise direction, and although the weight 22 also rotates in the clockwise direction, the stopper 27 does not abut against the hook portion 213, the weight 22 smoothly rotates through a predetermined angle, the cable 24 is pulled, and the door lock is normally opened.

Fig. 7 illustrates the door handle assembly 20 in the event of a severe side impact to the vehicle 10. When the automobile 10 is seriously crashed on the side, although the handle portion 21 is not rotated, the weight 22 is rotated in a direction (clockwise direction in fig. 7) to approach the pull rod 212 due to inertia, and when the weight 22 is rotated to an angle shown in fig. 7, the stopper portion 27 abuts against the hook portion 213, so that the weight 22 cannot be rotated any more, and the angle shown in fig. 7 is smaller than the predetermined angle, so that the cable 24 cannot be pulled, and the lock of the door cannot be opened.

Fig. 8 is a comparison view of fig. 7, which is used to explain the operation principle of the stopper portion 27 and is not used to limit the present invention. In fig. 8, only the stopper portion 27 is removed, and the other structures are the same as those of the door handle assembly 20 of fig. 7. When the vehicle 10 has a severe side impact after the stopper portion 27 is removed, although the handle portion 21 is not rotated, the weight 22 is rotated in a direction (clockwise direction in fig. 8) close to the pull rod 212 by inertia, and since there is no hindrance from the stopper portion, the weight 22 can be rotated to a maximum angle at which it can be rotated, which is larger than the above-mentioned predetermined angle, so that even if the passenger does not operate the handle portion 21, the cable 24 is pulled, and the lock of the door is automatically opened.

By providing the stopper portion 27 on the counterweight 22, the lock of the vehicle door is not opened when the handle portion 21 is not rotated by the operator, thereby avoiding the risk of the lock of the vehicle door being opened accidentally.

While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that this is by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.

Claims

1. A door handle assembly, comprising: the device comprises a handle part, a balance block, a mounting bracket and an elastic part;

the mounting bracket is arranged on one side of the balance block;

the handle part is hooked with the balance block to pull the balance block to rotate in a direction far away from the mounting bracket;

the elastic piece biases the balance weight to enable the balance weight to rotate in the direction against the mounting bracket;

the mounting bracket is characterized in that a protrusion is arranged on the surface of the mounting bracket facing the balance block, and the balance block abuts against the protrusion;

the handle part comprises a handle and a pull rod, and the handle is fixedly connected with and perpendicular to the pull rod; the free end of the pull rod is provided with a hook-shaped part;

the balance block is provided with a limiting part, and the limiting part is structured as follows: when the handle part is not rotated and the balance weight is rotated in a direction close to the pull rod, the handle part is abutted against the hook-shaped part so that the rotation angle of the balance weight is smaller than a preset angle, and when the handle part is rotated to drive the balance weight to rotate, the handle part is staggered with the hook-shaped part so that the rotation angle of the balance weight is larger than or equal to the preset angle.

2. The door handle assembly of claim 1 wherein said protrusion makes point contact with said weight.

3. The door handle assembly of claim 2 wherein said protrusion is a rounded, triangular, dotted or hemispherical structure.

4. The door handle assembly of claim 2 wherein the protrusion is a ramp-like structure, the weight abutting a point on the ramp of the protrusion.

5. The door handle assembly of claim 1 wherein said projection is an elongated rib.

6. A door handle assembly as set forth in claim 5 wherein said mounting bracket is provided with two of said ribs aligned in a direction parallel to the axis of rotation of said weight and extending in a direction perpendicular to said axis of rotation.

7. The door handle assembly of claim 1 wherein said projection is a resilient member.

8. The door handle assembly of claim 1 wherein said mounting bracket defines a recess, said weight is disposed in said recess, and said protrusion is disposed on a bottom surface of said recess.

9. The door handle assembly of claim 1, further comprising a cable coupled to the weight, wherein when the cable is pulled, the lock is unlocked.

10. A vehicle comprising a door handle assembly as claimed in any one of claims 1 to 9.