JP2015004221A - Vehicle door handle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology effective for securely preventing opening of a vehicle door at the time of vehicle collision.SOLUTION: A vehicle door handle device 100 includes a door opening prevention mechanism 140. The door opening prevention mechanism includes: a rotating lever 141 that is rotatably arranged in a bell crank 131 and is energized toward an initial position around a rotating shaft 142a by elastic energizing force of a coil spring 145; and a lock pin 146 that is arranged in a base member 120, allows rotation of the bell crank by allowing a relative operation to the rotating lever set at the initial position in accordance with the elastic energizing force of the coil spring when the vehicle does not collide, and inhibits the rotation of the bell crank in cooperation with a switching operation of the door lock mechanism from a door lock state to a door lock release state by restricting the relative operation to the rotating lever rotated from the initial position to a lock position around the rotating shaft, resisting to the elastic energizing force of the coil spring caused by inertial force generated at the time of collision.

Description

  The present invention relates to a vehicle door handle device provided in a vehicle.

  Patent Document 1 below discloses a door handle device provided with a door opening prevention mechanism that prevents a vehicle door from being opened at the time of a vehicle collision, particularly at the time of a side collision of the vehicle. This door handle device is applied to a grip-type outside handle that extends in the longitudinal direction of the vehicle, and the door opening prevention mechanism of this door handle device is a bell crank linked to the outside handle. The connection lever connected to the vehicle via the connection pin is locked using a lever member provided on the door frame side of the vehicle door. In this case, the lever member is rotated to the locking position of the connecting lever by the inertial force at the time of a vehicle collision, and the operation of the connecting lever is blocked at this locking position, thereby preventing the opening operation of the vehicle door.

JP 2012-92640 A

(Problems to be solved by the invention)
By the way, when designing a door handle device of this type having a grip-type outside handle, a door opening prevention mechanism that reliably prevents the vehicle door from being opened in the event of a vehicle collision is required. In response to this request, the door opening prevention mechanism disclosed in Patent Document 1 uses a lever member and a connecting lever that operate independently, and it is necessary to securely engage the lever member and the connecting lever. It is disadvantageous.

  Therefore, the present invention has been made in view of the above-described points, and one of its purposes is a vehicle door handle device having a grip-type outside handle, and the vehicle door is opened at the time of a vehicle collision. It is to provide an effective technique for surely preventing this.

(Means for solving the problem)
In order to achieve the above object, a vehicle door handle device according to the present invention includes a base member, an outside handle, a bell crank, and a door opening prevention mechanism. The base member is attached to a door outer panel constituting the vehicle door. The outside handle is formed in an elongated shape having a first end and a second end, and the in-vehicle direction of the vehicle door by a handle operation centering on a hinge mechanism provided between the first end and the base member. Alternatively, it is configured to be rotatable in the vehicle exterior direction. The bell crank is rotatably provided on the base member. This bell crank converts the handle operation of the outside handle into a door lock mechanism switching operation that switches between a door lock state in which the opening operation of the vehicle door is blocked and a door lock release state in which the vehicle door opening operation is permitted. In order to do this, it rotates in conjunction with each of the outside handle and the door lock mechanism. The door opening prevention mechanism functions to prevent the vehicle door from being opened in the event of a vehicle collision. The door opening prevention mechanism includes a rotation lever and a lock portion. The rotation lever is rotatably provided on the bell crank and is urged toward the initial position around the rotation axis by the urging force of the urging member. The lock portion is provided on the base member, and allows the rotation of the bell crank by allowing relative movement with the rotary lever set at the initial position according to the biasing force of the biasing member when the vehicle is not colliding. In this case, since the bell crank can be rotated in conjunction with the handle operation of the outside handle, the door lock mechanism can be switched to the door lock state or the door lock release state. On the other hand, the lock portion is configured to regulate the relative movement with the rotating lever that rotates from the initial position to the locked position around the rotation axis against the urging force of the urging member by the inertia force generated at the time of the vehicle collision. The locking mechanism prevents the bell crank from rotating in conjunction with the operation of switching from the door lock state to the door lock release state. In this case, since the door lock mechanism is maintained in the door lock state by preventing the rotation of the bell crank in a predetermined direction, the opening operation of the vehicle door is blocked.

  According to the vehicle door handle device having the above-described configuration, the bell crank is provided on the base member, and the bell crank is further provided with a rotation lever of a door opening prevention mechanism. That is, both the bell crank and the rotation lever are provided on the base member side. On the other hand, a lock portion for restricting relative movement with the rotary lever at the time of a vehicle collision is provided on a base member fixed to the door outer panel. That is, the rotating lever itself that is rotated by the inertial force generated at the time of a vehicle collision is locked by the lock portion provided on the base member. In this case, it is possible to reliably lock the movable rotating lever with the locking portion on the fixed side at the time of a vehicle collision, and as a result, it is possible to reliably prevent the vehicle door from being opened. Further, by providing both the rotation lever and the lock portion on the base member, the structure of the door opening prevention mechanism can be simplified.

  In the vehicle door handle device described above, the rotary lever includes a first groove extending in a long shape in a predetermined direction and a second groove extending from the first groove in a direction intersecting the first groove. It is preferable to provide an engaging groove. Moreover, it is preferable that a lock part is comprised as a lock pin provided in a base member and inserted in the engaging groove part of a rotation lever. The lock pin allows relative movement with the rotation lever by allowing movement of the first groove of the engagement groove portion in the extending direction of the first groove when the rotation lever is in the initial position. On the other hand, when the rotary lever rotates from the initial position to the lock position around the rotation axis, the lock pin moves from the first groove of the engagement groove portion to the second groove and is locked to the second groove. This restricts the relative movement with the rotating lever. In this case, since the lock pin is always engaged with the engagement groove portion of the rotation lever, it is possible to prevent the rotation lever from being unscheduled and coming off the lock pin. Further, the structure of the door opening prevention mechanism can be further simplified by utilizing the engagement relationship between the engagement groove portion of the rotary lever and the lock pin.

  In the vehicle door handle device described above, it is preferable that the engagement groove portion includes a restriction portion that restricts the lock pin from moving out of the second groove and moving to the first groove. Thereby, the rotation lever is prevented from rotating in both directions around the rotation axis with respect to the lock pin. As a result, it is possible to more reliably prevent the vehicle door from being opened in the event of a vehicle collision, and to improve the reliability of the door opening prevention mechanism.

  The vehicle door handle device is preferably configured as an assembly in which a plurality of components including a base member, an outside handle, a bell crank, and a door opening prevention mechanism are assembled together in advance. As a result, the vehicle door handle device that can be easily assembled to the vehicle door and is excellent in versatility for a plurality of types of vehicle doors can be realized.

  As described above, according to the present invention, in the vehicle door handle device including the grip-type outside handle, it is possible to reliably prevent the vehicle door from being opened in the event of a vehicle collision.

It is the figure which looked at the vehicle door handle apparatus 100 attached to the door outer panel 102 which comprises the vehicle door 101 from the vehicle upper direction. It is the figure which looked at the vehicle door handle apparatus 100 of FIG. 1 from the vehicle inner side. It is a figure which shows the state of the link mechanism 130 in case the outside handle 110 exists in an initial position regarding the cross-section of the AA line of the vehicle door handle apparatus 100 of FIG. It is a figure which shows the state of the door opening prevention mechanism 140 in case the outside handle 110 exists in an initial position regarding the cross-section of the BB line of the vehicle door handle apparatus 100 of FIG. It is a figure which shows the link mechanism 130 in FIG. 3 about the case where the outside handle 110 exists in a door lock release position. It is a figure which shows the door opening prevention mechanism 140 in FIG. 4 about the case where the outside handle 110 exists in a door lock release position. It is a figure which shows the link mechanism 130 in FIG. 3 about the case where the outside handle 110 exists in a full stroke position. It is a figure which shows the door opening prevention mechanism 140 in FIG. 4 about the case where the outside handle 110 exists in a full stroke position. It is a figure which shows the link mechanism 130 in FIG. 3 at the time of a vehicle collision. It is a figure which shows the door opening prevention mechanism 140 in FIG. 4 at the time of a vehicle collision. It is the figure which looked at the door handle device for vehicles 200 concerning the example of change from the vehicles upper part. It is the perspective view which looked at the link mechanism 130 and the door opening prevention mechanism 140 in FIG. 11 from the vehicle inner back.

  Embodiments of the present invention will be described below with reference to the drawings. In the drawings, the front and rear of the vehicle are indicated by arrows X1 and X2, respectively, the right side of the vehicle (outside direction) and the left side of the vehicle (inside direction) are indicated by arrows Y1 and Y2, respectively. The lower part of the vehicle is indicated by arrows Z1 and Z2.

  1 and 2 are referred to for the overall configuration of the vehicle door handle device 100 of the present embodiment. The vehicle door handle device 100 is attached to a door outer panel 102 constituting a vehicle door 101 at the right rear portion of the vehicle. The door outer panel 102 is configured as a metal panel extending outside the vehicle door 101. The vehicle door handle device 100 is configured as an assembly (also referred to as “assy”) in which a plurality of components are integrally assembled. The plurality of components include a first frame 103 and an outside handle 110. , A base member 120, a link mechanism 130, and a door opening prevention mechanism 140 are included.

  The outside handle 110 is a grip-type handle (also referred to as an “outer handle”) that extends in an elongated shape along the vehicle front-rear direction X1, X2 on the outer surface of the door outer panel 102 of the vehicle door 101. An arm 111 that protrudes to the inside of the door outer panel 102 through a through hole (not shown) provided in the door outer panel 102 is provided at a front end portion 110 a that is a first end portion of the outside handle 110. The arm 111 is further provided with a hinge mechanism 112 rotatably connected to a first frame 103 attached to the door outer panel 102. Further, the rear end portion 110b, which is the second end portion of the outside handle 110, is provided with an engaging portion 114 that protrudes to the inside of the door outer panel 102 through a through hole (not shown) provided in the door outer panel 102. Yes. The engaging portion 114 is configured to engage with a link mechanism 130 provided on the base member 120 and be movable in the vehicle left-right direction Y1, Y2. The base member 120 is attached to the door outer panel 102 by engagement with the second frame 104 disposed inside the vehicle of the door outer panel 102. That is, the rear end portion 110 b of the outside handle 110 is attached to the door outer panel 102 by both the base member 120 and the second frame 104. As a result, when the outside handle 110 is attached to the door outer panel 102, the vehicle left-right direction Y1, Y2 is centered on the hinge mechanism 112 provided between the arm 111 of the front end portion 110a and the first frame 103. Handle operation that rotates in the vehicle width direction is possible. The outside handle 110 corresponds to the “outside handle” of the present invention.

  The base member 120 includes a cap 121 disposed on the vehicle outer side of the door outer panel 102. When a key cylinder is mounted on the vehicle door 101, the cap 121 functions to cover the key cylinder from the outside of the vehicle. On the other hand, even when the key cylinder is not mounted on the vehicle door 101, it is preferable to provide a member having the same shape as the cap 121 on the base member 120 in consideration of the versatility of the vehicle door handle device 100. A link mechanism 130 is provided in a portion of the base member 120 that is disposed on the vehicle inner side of the door outer panel 102. The base member 120 corresponds to the “base member” of the present invention.

  The link mechanism 130 functions to convert the steering operation of the outside handle 110 in the vehicle left-right direction Y1, Y2 into a switching operation described later of the door lock mechanism (door lock mechanism 150 in FIG. 2). The link mechanism 130 includes a bell crank 131, a coil spring 135, and a connecting lever 136 as its constituent elements. In particular, the outside handle 110 and the door lock mechanism 150 are connected via a bell crank 131 and a connecting lever 136.

  In this case, the door lock mechanism 150 is well known and will not be described in detail, but includes a striker that is fixed to the vehicle body side, a latch and a pole that are assembled to the vehicle door 101 side, and the like. On the other hand, the connecting lever 136 of the link mechanism 130 is elongated in the vehicle vertical direction Z1, Z2, and its upper end 136a is connected to the bell crank 131 via the connecting shaft 137, while its lower end. The part 136b is connected to the door lock mechanism 150 (see FIG. 2). In this case, when the outside handle 110 is in the initial position, the door lock mechanism 150 is prevented from opening the vehicle door 101 via the connecting lever 136 of the link mechanism 130 (also referred to as “latch state”). ). In this door lock state, the rotation of the latch engaged with the striker is restricted by the pawl, so that the door lock state of the vehicle door 101 is maintained and the vehicle door 101 cannot be opened. On the other hand, when the outside handle 110 is operated from the initial position toward the door opening position, the connecting lever 136 of the link mechanism 130 linearly moves in the vehicle lower direction Z2, thereby the door lock mechanism 150. Is switched from the door lock state described above to a door lock release state (also referred to as “unlatch state”) in which the opening operation of the vehicle door 101 is permitted. In this door lock release state, the door lock state of the vehicle door 101 is released by allowing the pawl to rotate the latch engaged with the striker, and the vehicle door 101 can be opened. That is, the bell crank 131 is configured to rotate in conjunction with each of the outside handle 110 and the door lock mechanism 150, and the handle operation of the outside handle 110 is performed by the bell crank 131 by the door lock mechanism 150. It is converted into a switching operation between a locked state and a door lock released state.

  FIG. 3 is referred to for the detailed structure of the components of the link mechanism 130 described above. FIG. 3 shows a state in which the outside handle 110 is in the initial position, and the bell crank 131 is elongated along the vehicle front-rear direction (vehicle front X1 and vehicle rear X2 in FIGS. 1 and 2). It is attached to the base member 120 via a rotating shaft 131a extending in a shape. In this case, the rotation shaft 131 a of the bell crank 131 is preferably disposed on the axis of the connecting shaft 137 that connects the bell crank 131 and the connecting lever 136. Thereby, compared with the case where the rotating shaft 131a is arrange | positioned in the position which remove | deviated from the axis line of the connection shaft 137, the structure which concerns on the bell crank 131 can be made compact.

  The bell crank 131 is configured in a substantially L shape having an input arm 132 and an output arm 133, and is rotatable in a first direction D1 and a second direction D2 around a rotation shaft 131a. That is, in the bell crank 131, the input arm 132 extends from the rotation shaft 131a in the first direction, and the output arm 133 extends from the rotation shaft 131a in the second direction substantially orthogonal to the first direction. The distal end portion of the input arm 132 is inserted into an opening 114 a provided in the engaging portion 114 of the outside handle 110. On the other hand, the distal end portion of the output arm 133 is coupled to the upper end portion 136 a of the coupling lever 136. Accordingly, the bell crank 131 is rotatably provided on the base member 120 so as to be interlocked with each of the outside handle 110 and the door lock mechanism 150, and the first direction of the bell crank 131 by the handle operation of the outside handle 110 is provided. The rotational movements in D1 and the second direction D2 are converted into linear movements of the connecting lever 136 in the vehicle upper Z1 and the vehicle lower Z2. The bell crank 131 corresponds to the “bell crank” of the present invention.

  The coil spring 135 is assembled to the outer periphery of the rotating shaft 131 a of the bell crank 131, one end of which is fixed to the base member 120, and the other end is fixed to the bell crank 131. . The coil spring 135 performs a function of constantly urging the bell crank 131 around the rotation shaft 131a in the first direction D1. For this reason, in the bell crank 131, the distal end portion of the input arm 132 that receives the elastic biasing force (also referred to as “elastic force”) of the coil spring 135 passes the contact region 114b of the engaging portion 114 to the left of the vehicle (inward direction). ) Press to Y2. When no load is applied to the outside handle 110, typically when the outside handle 110 is not operated, both the outside handle 110 and the bell crank 131 are in accordance with the elastic biasing force of the coil spring 135. The initial position shown in FIG. 3 is set.

  The door opening prevention mechanism 140 functions to prevent the vehicle door 101 from opening in the event of a vehicle collision. This door opening prevention mechanism 140 corresponds to the “door opening prevention mechanism” of the present invention. FIG. 4 is referred to for the detailed structure of the components of the door opening prevention mechanism 140. FIG. 4 shows a state in which the outside handle 110 is in the initial position. The door opening prevention mechanism 140 includes a rotation lever 141, a coil spring 145, and a lock pin 146 as its constituent elements.

  The rotary lever 141 is a long member having one end 142 attached to the output arm 133 of the bell crank 131. In this case, in the rotating lever 141, the end opposite to the one end 142 becomes the free end 143. The rotary lever 141 can rotate in the first direction D1 or the second direction D2 around the rotation shaft 142a, and is also elastically biased (also referred to as “elastic force”) by a coil spring 145 as a biasing member. The bell crank 131 is provided so as to be constantly biased in the first direction D1 toward the initial position around the rotation shaft 142a. The rotating lever 141 corresponds to the “rotating lever” of the present invention.

  The rotating lever 141 is provided with an engaging groove 144. The engaging groove 144 includes a first groove 144a and a second groove 144b that are connected to each other. This engagement groove 144 corresponds to the “engagement groove” of the present invention. A lock pin 146 provided on the base member 120 is inserted into the engagement groove 144. The lock pin 146 is engaged with the engagement groove portion 144 when the rotation lever 141 rotates from the initial position (see FIG. 4) to the lock position (see FIG. 10) so that the relative operation with the rotation lever 141 is restricted. It is configured. Further, a locking portion 146a extending in a direction intersecting with the axis of the lock pin 146 is provided at the front end portion of the lock pin 146 on the vehicle front X1 side. The retaining portion 146a functions to prevent the lock pin 146 from coming out of the engaging groove portion 144. The lock pin 146 corresponds to the “lock pin” and “lock portion” of the present invention.

  The first groove 144 a is a long hole-like groove extending in the extending direction of the rotation lever 141. The first groove 144 a has a groove width that is slightly larger than the outer diameter of the lock pin 146 and a groove length that allows relative movement between the lock pin 146 and the rotary lever 141. The second groove 144b is a groove that branches off from one end of the first groove 144a and extends in a direction intersecting the first groove 144a. The second groove 144b has a groove width similar to that of the first groove 144a and a groove length that restricts relative movement between the lock pin 146 and the rotation lever 141 (a predetermined amount of play for the lock pin 146). Including). The first groove 144a and the second groove 144b correspond to the “first groove” and the “second groove” of the present invention, respectively.

  The engaging groove 144 is further provided with a restricting portion 144c on the opposite side of the second groove 144b from the first groove 144a. This restricting portion 144c corresponds to the “regulating portion” of the present invention. The restricting portion 144c functions to prevent the lock pin 146 from coming off by engaging the lock pin 146 moved from the first groove 144a to the second groove 144b. Specifically, since the lock pin 146 is held by the two groove wall surfaces 144d and 144e of the restricting portion 144c, the lock pin 146 once moved from the first groove 144a to the second groove 144b disengages the second groove 144b. Returning to the first groove 144a again is restricted.

  The coil spring 145 is assembled to the outer periphery of the rotating shaft 142 a, and one end thereof is fixed to the output arm 133 and the other end is fixed to the rotating lever 141. The coil spring 145 serves to constantly elastically bias the rotation lever 141 around the rotation shaft 142a in the first direction D1. For this reason, the urging force in the first direction D <b> 1 is applied to the rotation lever 141 with respect to the output arm 133. The elastic urging force of the coil spring 145 is set to be lower than the inertial force received by the rotary lever 141 when the vehicle collides. Therefore, when the inertial force is not applied to the rotation lever 141, the rotation lever 141 is set to the initial position according to the elastic biasing force of the coil spring 145 and is inserted into the engagement groove portion 144. Is pushed to the left side of the vehicle (in-vehicle direction) Y2. In this case, the lock pin 146 is set to an initial position arranged in the first groove 144a of the engagement groove 144.

  Next, referring to FIGS. 5 to 8, the link mechanism 130 and the door opening prevention mechanism when the outside handle 110 is operated from the initial position to the right side of the vehicle (vehicle outward direction) Y <b> 1 when the vehicle is not colliding. The operation 140 will be described.

  The outside handle 110 reaches the door lock release position shown in FIG. 5 when the handle is operated to the right side Y1 of the vehicle. In the process in which the outside handle 110 reaches this door lock release position, the engaging portion 114 of the outside handle 110 slides to the right Y1 of the vehicle by a load exceeding the elastic biasing force of the coil spring 135. In this case, in the link mechanism 130, the output arm 133 of the bell crank 131 is pressed to the vehicle right side Y1 by the contact region 114b of the engaging portion 114, and the rotating shaft 131a is moved against the elastic biasing force of the coil spring 135. It rotates in the second direction D2 around the center. Due to the rotation of the output arm 133, the connecting lever 136 moves linearly downward in the vehicle Z2, and the door lock mechanism 150 (see FIG. 2) moves from the door lock state where the opening operation of the vehicle door 101 is blocked to the vehicle door 101. The door is unlocked and the door is allowed to open. As a result, the door lock of the vehicle door 101 is released.

  At this time, in the door opening prevention mechanism 140, as shown in FIG. 6, the rotating shaft 142a of the rotating lever 141 rotates in the second direction D2 around the rotating shaft 131a together with the output arm 133 of the bell crank 131. In addition, the rotary lever 141 set at the initial position according to the elastic biasing force of the coil spring 145 is in the first direction around the rotation shaft 142a against the elastic biasing force of the coil spring 145 with respect to the output arm 133. It rotates to D1 and moves to the vehicle lower Z2 while sliding with the lock pin 146 in the first groove 144a. That is, the lock pin 146 is movable in the first groove 144a so as to be separated from the branching portion with the second groove 144b in the extending direction of the first groove 144a. In this case, the rotation lever 141 is not locked by the lock pin 146 because relative movement with the lock pin 146 is allowed. At this time, since the rotation lever 141 allows rotation of the bell crank 131 around the rotation shaft 131a, the operation of switching the door lock mechanism 150 from the door lock state to the door lock release state is not prevented.

  The outside handle 110 reaches the full stroke position shown in FIG. 7 by further operating the handle from the door lock release position to the right side Y1 of the vehicle. In the process in which the outside handle 110 reaches this full stroke position, the engaging portion 114 of the outside handle 110 slides further from the position shown in FIG. 5 to the vehicle right side Y1 by a load exceeding the elastic biasing force of the coil spring 135. Moving. In this case, in the link mechanism 130, the output arm 133 of the bell crank 131 is further pressed to the vehicle right side Y1 by the contact region 114b of the engaging portion 114, and the elastic biasing force of the coil spring 135 is further increased from the position shown in FIG. Against this, it rotates in the 2nd direction D2 centering on the rotating shaft 131a.

  At this time, in the door opening prevention mechanism 140, as shown in FIG. 8, the rotating shaft 142a of the rotating lever 141 further rotates in the second direction D2 around the rotating shaft 131a from the position shown in FIG. The rotation lever 141 further rotates in the first direction D1 around the rotation shaft 142a from the position shown in FIG. 6 against the elastic urging force of the coil spring 145 with respect to the output arm 133, and the first groove. In 144a, while sliding with the lock pin 146, the vehicle further moves from the position shown in FIG. In this case, the rotation lever 141 is not locked by the lock pin 146 because relative movement with the lock pin 146 is allowed.

  Here, the operation of the link mechanism 130 and the door opening prevention mechanism 140 when the load of the vehicle left side Y2 acts on the right side of the vehicle at the time of a vehicle collision, particularly at the time of a side collision, will be described with reference to FIGS. To do.

  When an inertial force that exceeds the elastic biasing force of the coil spring 135 is applied to the outside handle 110 in the initial position at the time of a side collision of the vehicle, as shown in FIG. 9, the engaging portion 114 of the outside handle 110 is Then, it slides and moves to the right Y1 of the vehicle against the elastic biasing force of the coil spring 135. Further, in the link mechanism 130, the bell crank 131 is moved in the second direction around the rotation shaft 142a by the front end portion of the input arm 132 being pressed to the vehicle right side Y1 by the contact region 114b of the engagement portion 114. Rotate to D2.

  At this time, in the door opening prevention mechanism 140, as shown in FIG. 10, the rotating lever 141 is moved to the initial position against the elastic biasing force of the coil spring 145 about the rotating shaft 142a by the inertial force generated at the time of a side collision of the vehicle. Rotate in the second direction D2 from (see FIG. 4) to the locked position (see FIG. 10). Further, the lock pin 146 inserted into the engagement groove 144 of the rotation lever 141 moves out of the first groove 144a and moves to the second groove 144b. At this time, the lock pin 146 is locked to the second groove 144b by coming into contact with the groove wall surface of the second groove 144b, so that the rotation of the lock pin 146 particularly in the second direction D2 about the rotation shaft 142a. Relative motion with the lever 141 is restricted. Further, the restricting portion 144c of the second groove 144b prevents the lock pin 146 from being disengaged from the second groove 144b and moving to the first groove 144a, whereby the rotation lever 141 moves the rotation shaft 142a with respect to the lock pin 146. The bi-directional rotation in the first direction D1 and the second direction D2 with respect to the center is prevented. In this case, the rotation of the bell crank 131 in the second direction D2 that is interlocked with the operation of the door lock mechanism 150 switching from the door lock state to the door lock release state is prevented. As a result of the rotation of the bell crank 131 in the second direction D2 being blocked, the movement of the connecting lever 136 to the vehicle lower side Z2 is blocked, and the door lock mechanism 150 is set from the door lock state to the door lock release state. This prevents the vehicle door 101 from being opened.

  In this case, the rotation lever 141 not only rotates around the rotation shaft 142a at the time of a side collision of the vehicle, but also as described above with reference to FIGS. Even when the handle is operated, it is configured to rotate around the rotation shaft 142a. According to this configuration, the rotating lever 141 is fixed by the rotating shaft 142a and the rotating function of the rotating lever 141 is higher than that of a structure in which the rotating lever 141 rotates only at the time of a side collision of the vehicle. It is effective in avoiding the situation where it falls.

  According to the vehicle door handle device 100 described above, the bell crank 131 of the link mechanism 130 is provided on the base member 120, and the bell lever 131 is provided with the rotation lever 141 of the door opening prevention mechanism 140. That is, both the bell crank 131 and the rotation lever 141 are provided on the base member 120 side. On the other hand, a lock pin 146 that restricts relative movement with the rotary lever 141 in the event of a vehicle collision is provided on the base member 120 fixed to the door outer panel 102. That is, the rotating lever 141 itself that rotates by the inertia force generated at the time of a vehicle collision is locked by the lock pin 146 provided on the base member 120. In this case, it is possible to reliably lock the movable rotation lever 141 with the lock pin 146 on the fixed side when the vehicle collides, and as a result, it is possible to reliably prevent the vehicle door 101 from being opened. . Further, by providing both the rotation lever 141 and the lock pin 146 on the base member 120, the structure of the door opening prevention mechanism 140 can be simplified.

  Further, according to the vehicle door handle device 100 described above, since the lock pin 146 is always engaged with the engagement groove portion 144 of the rotation lever 141, the rotation operation in which the rotation lever 141 is not expected to come off from the lock pin 146 is performed. Can be prevented. Further, by utilizing the engagement relationship between the engagement groove 144 of the rotation lever 141 and the lock pin 146, the structure of the door opening prevention mechanism 140 can be further simplified. In particular, this type of counterweight is used in comparison with a structure in which a metal counterweight is attached to the bell crank 131 and the inertial force of the outside handle 110 is canceled by the inertial force of the counterweight in the event of a vehicle collision. In addition, since the rotary lever 141 is made of a resin material, the cost of the vehicle door handle device 100 can be reduced. In addition, the structure for attaching the counterweight to the bell crank 131 needs to set the weight of the counterweight in consideration of the weight of the outside handle 110. However, the door opening prevention mechanism 140 according to the present embodiment has the counterweight of the counterweight. Instead, the rotating lever 141 is used and the structure is irrelevant to the weight of the outside handle 110. Therefore, the versatility with respect to a plurality of types of outside handles is excellent.

  Further, according to the vehicle door handle device 100 described above, when the lock pin 146 is engaged with the second groove 144b of the engagement groove portion 144, the rotation lever 141 is centered on the rotation shaft 142a with respect to the lock pin 146. Rotation in both directions can be prevented by the restricting portion 144c. As a result, it is possible to more reliably prevent the vehicle door 101 from being opened at the time of a vehicle collision, and to improve the reliability of the door opening prevention mechanism 140. In addition, when the desired locking function requested | required of the rotation lever 141 at the time of a vehicle collision can be achieved by the engagement groove part 144 without the control part 144c, the said control part 144c can also be abbreviate | omitted.

  The vehicle door handle device 100 is an assembly in which a plurality of components including the first frame 103, the outside handle 110, the base member 120, the link mechanism 130, and the door opening prevention mechanism 140 are assembled together in advance. It is composed. Accordingly, the vehicle door handle device 100 can be easily assembled to the vehicle door 101 and is excellent in versatility with respect to a plurality of types of vehicle doors. It should be noted that the plurality of components that are assembled integrally in the vehicle door handle device 100 are not limited to this, and the combination of the plurality of components can be variously changed as necessary. For example, only the outside handle 110, the base member 120, the link mechanism 130, and the door opening prevention mechanism 140 may be assembled in advance as an assembly.

  In the above embodiment, the case where the lock pin 146 to be inserted into the engagement groove portion 144 of the rotation lever 141 is provided in the base member 120 has been described. However, the place where the lock pin 146 is provided is not limited to the base member 120. Alternatively, the lock pin 146 may be provided at a place other than the base member 120. For example, it is possible to adopt a modified example in which a portion that performs the function of the lock pin 146 is provided on a door frame of the vehicle door 101 that is disposed inside the door outer panel 102. 11 and 12 are referred to for the configuration of the vehicle door handle device 200 according to the modified example. In these drawings, the same elements as those shown in FIGS. 1 and 2 described above are denoted by the same reference numerals, and detailed description of the same elements is omitted.

  In the vehicle door handle device 200 shown in FIGS. 11 and 12, a door frame 105 is provided inside the door outer panel 102. The door frame 105 is attached to the door outer panel 102 and has the functions of the first frame 103, the second frame 104, and the base member 120 of the vehicle door handle device 200 described above. That is, the door frame 105 constitutes the “base member” of the present invention. The arm 111 of the front end portion 110 a of the outside handle 110 is rotatably connected to the door frame 105 via a hinge mechanism 112. The link mechanism 130 and the door opening prevention mechanism 140 are both provided on the door frame 105. In this case, the engaging portion 114 of the rear end portion 110b of the door outer panel 102 engages with a link mechanism 130 provided on the door frame 105, and is configured to be movable in the vehicle left-right direction Y1, Y2.

  As shown in FIG. 12, in the door opening prevention mechanism 140, the lock pin 106 is provided on the door frame 105. The lock pin 106 is inserted into the engagement groove 144 of the rotation lever 141. The lock pin 106 performs the same function as the lock pin 146 described above, and corresponds to the “lock pin” and “lock portion” of the present invention. The rotary lever 141 includes a counterweight 147 made of metal or resin on the free end 143 side. The counterweight 147 functions to adjust the inertial force generated in the rotary lever 141 when the vehicle collides. When the counterweight 147 is provided on the rotary lever 141, typically, methods such as insert molding, press-fitting, and fitting can be used. On the other hand, in the link mechanism 130, a metal counterweight 138 is provided on the bell crank 131. The counterweight 138 functions to cancel the inertial force of the outside handle 110 with the inertial force at the time of a vehicle collision. By combining these counterweights 147 and 138, it is possible to more reliably prevent the vehicle door 101 from being opened in the event of a vehicle collision. In addition, when the rotation lever 141 and the bell crank 131 can exhibit desired rotation performance at the time of a vehicle collision, at least one of these counterweights 147 and 138 can also be abbreviate | omitted. Further, in the above-described vehicle door handle device 100, an embodiment in which the counterweight 138 is provided on the bell crank 131 or an embodiment in which the counterweight 147 is provided on the rotary lever 141 can be adopted as necessary.

  The present invention is not limited to the above exemplary embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.

  In the door opening prevention mechanism 140 of the above-described embodiment, the structure is described in which the rotation is locked to the rotation lever 141 in the event of a vehicle collision using the engagement relationship between the engagement groove 144 and the lock pin 146. A structure other than this structure can also be adopted. For example, a structure in which the rotation of the rotating member corresponding to the rotation lever 141 is locked using the engagement relationship between the recesses and the projections, the engagement relationship between the projections, or the like may be employed.

  In the above embodiment, the door opening prevention mechanism 140 that operates in the event of a side collision of the vehicle is described. However, not only the side collision of the vehicle but also various collision modes such as a frontal collision, a rear collision, an offset collision, etc. The present invention can be applied to a door opening prevention mechanism corresponding to the above. In this case, it is possible to prevent the vehicle door from being opened by using a structure in which the rotating member corresponding to the rotating lever 141 is rotated by the inertial force generated when the vehicle collides and the rotation of the rotating member is locked.

  In the above embodiment, the vehicle door handle device 100 provided on the vehicle door 101 at the right rear of the vehicle is described. However, in the present invention, the essential structure of the vehicle door handle device 100 is the vehicle at the right rear of the vehicle. It can also be applied to another door other than the door 101. For example, the essential structure of the vehicle door handle device 100 may be applied not only to the vehicle rear left door, but also to the vehicle front right door, the vehicle front left door, and the vehicle rear door (back door). it can.

DESCRIPTION OF SYMBOLS 100,200 ... Door handle apparatus for vehicles, 101 ... Vehicle door, 102 ... Door outer panel, 103 ... 1st frame, 104 ... 2nd frame, 105 ... Door frame, 106 ... Lock pin, 110 ... Outside handle, 110a ... Front end portion, 110b ... Rear end portion, 111 ... Arm, 112 ... Hinge mechanism, 114 ... Engagement portion, 114a ... Opening portion, 114b ... Contact area, 120 ... Base member, 121 ... Cap, 130 ... Link mechanism, 131 ... Bell crank, 131a ... Rotating shaft, 132 ... Input arm, 133 ... Output arm, 135 ... Coil spring, 136 ... Connection lever, 136a ... Upper end, 136b ... Lower end, 137 ... Connection shaft, 138 ... Counterweight, 140 ... Door opening prevention mechanism, 141 ... Lock lever, 142 ... End, 142a ... Rotating shaft 143 ... Free end portion, 144 ... engaging groove portion, 144a ... first groove, 144b ... second groove, 144c ... regulating portion, 144d, 144e ... groove wall surface, 145 ... coil spring, 146 ... lock pin, 146a ... prevention Part, 147 ... counterweight, 150 ... door lock mechanism

Claims (4)

A base member attached to a door outer panel constituting a vehicle door;
A long door having a first end and a second end, and a vehicle door inward or outward direction by a handle operation centering on a hinge mechanism provided between the first end and the base member. A rotatable outside handle,
The base member is rotatably provided, and the handle operation of the outside handle is switched between a door lock state in which the opening operation of the vehicle door is prevented and a door lock release state in which the opening operation of the vehicle door is allowed. A bell crank that rotates in conjunction with each of the outside handle and the door lock mechanism to convert the door lock mechanism to a switching operation;
A door opening prevention mechanism for preventing the vehicle door from being opened in the event of a vehicle collision;
With
The door opening prevention mechanism is
A rotation lever provided rotatably on the bell crank and biased toward an initial position around a rotation axis by a biasing force of a biasing member;
While allowing the bell crank to rotate by allowing relative movement with the rotary lever set at the initial position according to the biasing force of the biasing member provided on the base member when the vehicle does not collide The door lock mechanism by restricting the relative movement of the rotary lever rotated from the initial position to the lock position around the rotary shaft against the biasing force of the biasing member by an inertial force generated at the time of a vehicle collision Including a lock portion that prevents rotation of the bell crank in conjunction with an operation of switching from the door lock state to the door lock release state. The vehicle door handle device according to claim 1,
The rotating lever includes an engaging groove portion including a first groove extending in a long shape in a predetermined direction and a second groove extending from the first groove in a direction intersecting the first groove,
The lock portion is configured as a lock pin provided in the base member and inserted into the engagement groove portion of the rotation lever,
The lock pin moves relative to the rotation lever by allowing movement of the engagement groove in the first groove in the extending direction of the first groove when the rotation lever is in the initial position. While the rotation lever rotates around the rotation axis from the initial position to the lock position, it moves off the first groove of the engagement groove and moves to the second groove. A door handle device for a vehicle that restricts relative movement with the rotary lever by being locked to the vehicle. The vehicle door handle device according to claim 2,
The engagement groove portion includes a restricting portion that restricts the lock pin from moving out of the second groove and moving to the first groove. The vehicle door handle device according to any one of claims 1 to 3,
A vehicle door handle device configured as an assembly in which a plurality of components including the base member, the outside handle, the bell crank, and the door opening prevention mechanism are assembled together in advance.

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