JP2016121509A - Door lock device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a door lock device for vehicle which reduces the operation sound of an actuator for setting a latch mechanism into an unlocked state and a locked state.SOLUTION: A lock mechanism of a door lock device for vehicle comprises: an actuator 130 which includes engaging protrusions 135, 136 on a wheel gear 133 rotating with a drive force of an electric motor 131; an active lever 121 which rotates by being engaged with the engaging protrusion 135 with the rotation of the wheel gear 133; and a spring 140 which switches the elastic energization direction of the active lever 121. The active lever 121 includes an engaging wall part 126 which can be engaged with the engaging protrusion 136 with the rotation of the wheel gear 133. The engaging wall part 126 includes an engaging wall surface 126a which receives a brake force in the direction opposite to the elastic energization direction of the spring 140 by being engaged with the second engaging protrusion 136 of the wheel gear 133 after turn-over in which the elastic energization direction of the active lever 121 is switched by the spring 140.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle door lock device attached to a vehicle door.

  Conventionally, as a vehicle door lock device (hereinafter also simply referred to as a “door lock device”), the latch mechanism on the vehicle door side is unlocked so that the engagement with the striker on the vehicle body side or the engagement with the striker is possible. There is known a device equipped with a lock mechanism for setting a lock state that cannot be released. One such door lock device is disclosed, for example, in Patent Document 1 below. The door lock device includes an actuator having a rotating member that rotates by a driving force of a motor, and an unlock position that sets the latch mechanism in the unlocked state and a lock position that sets the locked state as the rotating member rotates. And an actuating lever that rotates. The actuating lever includes an engaging groove (swinging groove) that engages with a cam protrusion provided on a rotating member of the actuator, and is engaged with the cam protruding piece by the rotation of the rotating member. It is configured to rotate between the unlock position and the lock position.

JP 2009-127279 A

(Problems to be solved by the invention)
By the way, in this kind of door lock device, it is possible to assign a spring that gives a feeling of moderation to the operation of switching the rotation position of the operation lever. The spring is configured to switch the elastic biasing direction of the actuating lever when the actuating lever is in the pivoting range from the unlocked position to the neutral region and when it is in the pivoting range from the neutral region to the locked position. Yes. In the case of this configuration, the speed at which the operating lever is rotated by the elastic biasing force of the spring increases in the lever rotating process after the turnover when the elastic biasing direction of the operating lever is switched by the spring. As a result, the operating lever comes into contact with a stopper that defines the unlocking position or the locking position of the operating lever in an accelerated state in which the speed is increased by temporarily disengaging the rotating member from the cam protrusion. For this reason, there is a problem that the hitting sound when the operating lever comes into contact with the stopper, that is, the operating sound of the actuator is increased. On the other hand, in the door lock device disclosed in Patent Document 1, in order to smoothly fit the cam projection piece of the rotating member into the engagement groove of the operation lever, the dimension of the engagement groove is the dimension of the cam projection piece. It is necessary to adopt a configuration that exceeds this. In this case, since the operating lever and the rotating member are in a relatively movable state, there is a limit in causing the operation of the operating lever to completely follow the rotating operation of the rotating member.

  Therefore, the present invention has been made in view of the above points, and one of its purposes is that an actuator is located between an unlock position where the latch mechanism is set to the unlocked state and a lock position where the latch mechanism is set to the locked state. In a vehicle door lock device provided with an active lever that is rotated by a driving force, a technique effective in reducing the operating noise of an actuator is provided.

(Means for solving the problem)
In order to achieve the above object, a vehicle door lock device according to the present invention includes a latch mechanism and a lock mechanism. The latch mechanism is configured to be able to hold the vehicle door in a closed state with respect to the vehicle body. The lock mechanism functions to set the latch mechanism in an unlocked state where the engagement with the striker provided in the vehicle body can be released, or in a locked state where the engagement with the striker cannot be released.

  The lock mechanism further includes an actuator, an active lever, and a spring. The actuator includes a first engagement protrusion and a second engagement protrusion on a wheel gear that is rotated by the driving force of the electric motor. The active lever engages with the first engagement convex portion by the rotation of the wheel gear of the actuator, and moves the latch mechanism from the unlock position to set the latch mechanism in the unlocked state around the lever support shaft provided in the housing. It rotates in one direction of the 1st direction which goes to the locked position set to a locked state, and the 2nd direction which goes to an unlocked position from a locked position. The spring elastically biases the active lever in the second direction when the active lever is in a rotation range from the unlock position to the neutral region between the unlock position and the lock position, and the active lever is in the neutral region The elastic lever biasing direction of the active lever is switched so as to elastically bias the active lever in the first direction when it is in the rotation range from the lock position to the lock position.

  The active lever further includes an engaging wall portion that can be engaged with the second engaging convex portion by rotation of the wheel gear, and the engaging wall portion is a wheel after the turnover in which the elastic biasing direction of the active lever is switched by the spring. It includes an engagement wall surface that engages with the second engagement protrusion of the gear and receives a braking force in a direction opposite to the elastic biasing direction of the spring. According to such a configuration, after the spring is turned over, the active lever is engaged with the second engagement convex portion of the wheel gear and receives a braking force in a direction opposite to the elastic biasing direction of the spring. In this case, the operation of the active lever that is to be accelerated by the elastic biasing force of the spring is restricted by the second engaging convex portion of the wheel gear. As a result, the rotation speed of the active lever can be kept low, and the operating noise of the actuator can be reduced.

  In the vehicle door lock device having the above configuration, the engagement wall portion of the active lever preferably includes an engagement wall surface different from the engagement wall surface. This other engaging wall surface is engaged with the second engaging convex part before the first engaging convex part of the wheel gear at the initial stage of lever rotation before the elastic biasing direction of the active lever is switched by the spring. A driving force in the direction opposite to the elastic biasing direction of the spring is received. In this case, it is possible to generate a driving force necessary for starting the movement of the active lever at the initial stage of lever rotation by using another engaging wall surface forming a part of the engaging wall portion including the engaging wall surface.

  In the vehicle door lock device having the above-described configuration, the engaging wall portion of the active lever is engaged on a predetermined arc surface formed in a concave shape with respect to the first engaging convex portion and the second engaging convex portion of the wheel gear. It is preferable to include both the mating wall surface and another engaging wall surface. In this case, the engagement wall surface and another engagement wall surface are arranged on a continuous curved surface. Thereby, the shape of the engagement wall part including both the engagement wall surface and another engagement wall surface among the active levers can be simplified, and the apparatus cost can be suppressed low.

  In the vehicle door lock device having the above-described configuration, it is preferable that the circular arc surface of the engagement wall portion is partitioned into a first region and a second region with a reference line passing through the lever support shaft. The first region constitutes an engagement wall surface when the active lever is rotated in the first direction, and another engagement wall surface when the active lever is rotated in the second direction. The second region constitutes another engagement wall surface when the active lever rotates in the first direction and constitutes the engagement wall surface when the active lever rotates in the second direction. As a result, the active lever is utilized by utilizing the common arc surface in the engaging wall portion both when the active lever is rotated from the unlocked position to the locked position and when the active lever is rotated from the locked position to the unlocked position. A braking force or a driving force can be applied to.

  In the vehicle door lock device having the above-described configuration, it is preferable that the arc surface of the engagement wall portion is configured such that the first region and the second region are symmetrical with respect to the reference line. As a result, the same level of braking force is applied to the active lever both when the active lever is rotated from the unlocked position to the locked position and when the active lever is rotated from the locked position to the unlocked position. The same level of driving force can be applied to the active lever.

  As described above, according to the present invention, the vehicle is provided with an active lever that is rotated by the driving force of the actuator between the unlock position that sets the latch mechanism in the unlocked state and the lock position that is set in the locked state. In the door lock device, the operating noise of the actuator can be reduced.

FIG. 1 is a diagram showing an internal structure of a vehicle door lock device 100 according to the present embodiment. FIG. 2 is a diagram showing a state where the active lever 121 of the lock mechanism 120 in FIG. 1 is in the unlock position (initial position). FIG. 3 is a view showing the wheel gear 133 in FIG. FIG. 4 is a diagram showing a cross-sectional structure of the active lever 121 and the wheel gear 133 in FIG. FIG. 5 is a diagram schematically showing an engagement relationship between the active lever 121 and the engagement convex portion 136 of the wheel gear 133 in FIG. FIG. 6 is a diagram illustrating a state where the active lever 121 is in the first position. FIG. 7 is a diagram illustrating a state where the active lever 121 is in the second position. FIG. 8 is a diagram illustrating a state in which the active lever 121 is in the third position. FIG. 9 is a diagram illustrating a state where the active lever 121 is in the fourth position. FIG. 10 is a diagram illustrating a state where the active lever 121 is in the fifth position. FIG. 11 is a diagram illustrating a state where the active lever 121 is in the sixth position. FIG. 12 is a diagram schematically showing an engagement relationship between the active lever 121 and the engagement convex portion 136 of the wheel gear 133 in FIG. 11. FIG. 13 is a diagram illustrating a state where the active lever 121 is in the locked position (final position).

  Embodiments of the present invention will be described below with reference to the drawings. In the drawing, the front and rear of the vehicle are indicated by arrows X1 and X2, respectively, and the upper and lower sides of the vehicle are indicated by arrows Y1 and Y2, respectively. These directions can be applied to the vehicle door lock device in a state before being attached to the vehicle door, and to the vehicle door lock device in a state after being attached to the vehicle door.

  A vehicle door lock device (hereinafter also simply referred to as a “door lock device”) 100 of the present embodiment shown in FIG. 1 includes a door outer panel (vehicle outer panel) and a door inner panel (vehicle inner panel) of the vehicle door DR. It is attached to the area partitioned by FIG. 1 shows a vehicle door on the right side of the vehicle as a typical example of the vehicle door DR.

  The door lock device 100 includes a housing 101 for receiving or assembling a door lock component of the door lock device. The door lock component includes a latch mechanism 110 and a lock mechanism 120.

  As is well known, the latch mechanism 110 is for holding the vehicle door DR in a closed state with respect to the vehicle body BD. The latch mechanism 110 includes a latch 111 that can be engaged and disengaged from the striker ST fixed to the vehicle body BD. When the latch 111 is engaged with the striker ST and the engaged state is maintained, the vehicle door DR is held in a closed state (latched state). On the other hand, when the engagement between the latch 111 and the striker ST is released and the striker ST is released from the latch, the vehicle door DR shifts from a closed state to an open state (unlatched state). The latch mechanism 110 corresponds to the “latch mechanism” of the present invention.

  The lock mechanism 120 has a function of setting the latch mechanism 110 to an unlocked state in which the engagement with the striker ST can be released or a locked state in which the engagement with the striker ST cannot be released. The lock mechanism 120 includes an active lever 121, an inside open lever 127, an outside open lever 128, an actuator 130, and a spring 140. The lock mechanism 120 corresponds to the “lock mechanism” of the present invention.

  The active lever 121 includes a housing 101 between an unlock position where the open link (not shown) is set to the unlock position (first position) and a lock position where the open link is set to the lock position (second position). It is comprised so that it may rotate to either one direction centering on the lever support shaft 121a provided in this. The open link is configured to operate between the unlock position and the lock position by operating the inside open lever 127 or the outside open lever 128. When the open link is set to the unlocked position in the closed state of the vehicle door DR, the latch mechanism 110 is shifted from the latched state to the unlocked state by the door opening operation of the door handle, and the vehicle door DR is unlocked. On the other hand, when the open link is set to the locked position in the closed state of the vehicle door DR, the latch mechanism 110 is held in the latched state and the vehicle door DR is not unlocked even if the door opening operation of the door handle is performed. .

  The active lever 121 is configured to rotate (also referred to as “swing” or “rotation”) between the unlock position and the lock position described above by operation of the locking / unlocking operation member. The locking / unlocking operation member includes a lock knob (not shown) provided inside the vehicle door DR, a key cylinder (not shown) operable from the outside of the vehicle door DR, and a remote controller (not shown) for operating the actuator 130. Etc. Specifically, the operation part 121b of the active lever 121 is connected to a lock knob via an operation cable (not shown). The engaging portion 121c of the active lever 121 is linked to the key cylinder via a locking control lever 151, a key switch lever 152, an outside locking lever 153, and the like. This active lever 121 corresponds to the “active lever” of the present invention.

  The actuator 130 has an electric motor 131 that operates by operating a remote controller that is one of the locking and unlocking operation members, a worm gear 132 provided on the motor shaft of the electric motor 131, and gear teeth 133 a that engage with the worm gear 132. And an annular wheel gear 133 engaged with the active lever 121. Therefore, the driving force of the electric motor 131 is transmitted to the wheel gear 133 via the worm gear 132 and the gear teeth 133a, and the wheel gear 133 is activated by rotating in the first direction A1 or the second direction A2 around the center of the circle. The lever 121 rotates. The actuator 130 corresponds to the “actuator” of the present invention. Specifically, FIG. 2 is referred to regarding the engagement between the active lever 121 and the wheel gear 133 of the actuator 130.

  As shown in FIG. 2, the active lever 121 includes a first lever portion 122 and a second lever portion 123 that extend away from the lever support shaft 121a. The first lever portion 122 is configured in a substantially sector shape so as to increase as the distance from the lever support shaft 121a increases. The first lever portion 122 is disposed so as to overlap the wheel gear 133 in the vehicle left-right direction, and is provided at the center of the circle of the wheel gear 133. In addition, a long hole 124 that engages with the engaging pin 134 is provided. The elongated hole 124 extends in a long shape along the rotation direction of the active lever 121. In this case, the active lever 121 rotates in the first direction B1 from the unlocked position to the locked position in FIG. 2, and the second lever B2 rotates in the second direction B2 from the locked position to the unlocked position. Both are guided by an engagement pin 134 that engages with the elongated hole 124.

  The second lever portion 123 includes an engagement pin 123 a that engages with the spring 140. When the engagement pin 123a of the second lever portion 123 engages with the spring 140, the active lever 121 is configured to be elastically held at the unlock position or the lock position. The unlock position and the lock position of the active lever 121 are determined by a first stopper 102 and a second stopper 103 provided on the housing 101, respectively. That is, the extension tip 122a of the first lever 122 opposite to the lever support shaft 121a abuts against the first stopper 102 when the active lever 121 is in the unlock position, and the elastic biasing force of the spring 140 is reached. On the other hand, when the active lever 121 is in the locked position, it is configured to abut against the second stopper 103 and be locked by the elastic biasing force of the spring 140. Thus, when the active lever 121 is in the unlocked position, the rotation operation in the second direction B2 is blocked by the first stopper 102, while when the active lever 121 is in the locked position, the first direction B1 is entered. Is rotated by the second stopper 103.

  The spring 140 is made of spring steel wire, and is formed into a coil shape by the wire and has a coil portion 141 having an insertion space into which the boss portion 104 provided in the housing 101 is inserted, and wire rods at both ends of the coil portion 141. The first arm portion 142 and the second arm portion 143 each extending outwardly from the diameter. The spring 140 is configured as a so-called “torsion spring (torsion coil spring)” that receives a torsional moment around the coil center of the coil portion 141. The engagement pin 123 a of the second lever portion 123 is disposed between the first arm portion 142 and the second arm portion 143 of the spring 140. The distance between the first arm part 142 and the second arm part 143 gradually decreases as the distance from the coil part 141 increases. After that, the distance between the first arm part 142 and the second arm part 143 exceeds the protruding point 142a which is the neutral position. The distance is gradually increased. For this reason, when the engaging pin 123a of the second lever portion 123 is positioned closer to the coil portion 141 than the protruding point 142a (neutral region) of the first arm portion 142, the engaging pin 123a is elastically biased in a direction approaching the coil portion 141. The

  When the active lever 121 is in a rotation range from the unlock position to the neutral region between the unlock position and the lock position, the active lever 121 is elastically biased by the spring 140 so as to rotate in the second direction B2. On the other hand, when the engaging pin 123a of the second lever portion 123 reaches the position beyond the protruding point 142a (neutral region) of the first arm portion 142 from the position near the coil portion 141, the coil portion 141 Elastically biased away. As a result, the active lever 121 is elastically biased by the spring 140 so as to rotate in the first direction B1 when it is in the rotation range from the neutral region to the lock position. That is, the spring 140 is configured as a so-called “moderation spring” that can switch the elastic biasing direction of the active lever 121 with the neutral region as a boundary, and gives a moderation feeling to the switching operation of the rotation position of the active lever. This spring 140 corresponds to the “spring” of the present invention.

  Furthermore, as shown in FIG. 3, the wheel gear 133 that rotates by the driving force of the electric motor 131 protrudes toward the first lever portion 122 on the surface facing the first lever portion 122 of the active lever 121. Two engaging convex portions 135 and 136 are provided as convex portions. In FIG. 3, hatching processing is performed on each of the engaging convex portions 135 and 136 so that the shapes of the engaging convex portions 135 and 136 are clear. On the other hand, as shown in FIG. 4, the engagement surface 125b of the first lever portion 122 of the active lever 121 facing the wheel gear 133 is engaged with an engagement groove portion 125 that engages with the engagement protrusion 135. An engaging wall portion 126 that engages with the convex portion 136 is provided.

  As shown in FIGS. 3 and 4, the engagement convex portion 135 protrudes toward the facing surface 122 b of the active lever 121 and its outer peripheral surface protrudes toward the engagement groove portion 125. It is comprised as a convex part. The outer peripheral surface of the engaging convex portion 135 is constituted by a projecting surface 135a provided in the tip region and inclined surfaces 135b and 135c provided on both sides of the projecting surface 135a in an inclined manner. Similarly, the engaging convex portion 136 is configured as a pentagonal convex portion that protrudes toward the facing surface 122 b of the active lever 121 and has an outer peripheral surface protruding toward the engaging wall portion 126. The outer peripheral surface of the engaging convex portion 136 includes a projecting surface 136a provided in the tip region, and inclined surfaces 136b and 136c provided on both sides of the projecting surface 136a in an inclined manner. The engagement convex part 135 and the engagement convex part 136 here correspond to the “first engagement convex part” and the “second engagement convex part” of the present invention, respectively.

  The engaging projections 135 and 136 have the same shape, are arranged on the wheel gear 133 so as to be point-symmetric with respect to the rotation center (circular center) C1, and pass through the rotation center C1 of the wheel gear 133. It is preferable that the first and second radial lines L1 are configured so as to be symmetrical with each other. In this case, the phase difference in the rotation operation of the wheel gear 133 is 180 ° between the engaging convex portion 135 and the engaging convex portion 136. As a result, the structure of the wheel gear 133 can be simplified, and the engagement protrusion can be used both when the active lever 121 is rotated from the unlock position to the lock position and when the active lever 121 is rotated from the lock position to the unlock position. The part 135 and the engaging convex part 136 can always be engaged with the engaging wall part 126 in the same contact manner.

  As shown in FIG. 5, the engagement wall surface 126a of the engagement wall portion 126 has a virtual circle C2 that passes through the rotation trajectories of both the projection surface 135a of the engagement projection portion 135 and the projection surface 136a of the engagement projection portion 136. The curved surface extends along the curved surface (a concave arc surface with respect to the projecting surfaces 135a and 136a, or a surface approximated by a free curve along the arc surface). For this reason, the engagement convex part 135 can contact | abut to the engagement wall surface 126a of the engagement wall part 126 in the outer peripheral surface (projection surface 135a or inclined surface 135b, 135c) at the time of rotation of the wheel gear 133. FIG. Similarly, when the wheel gear 133 is rotated, the engaging convex portion 136 can abut on the engaging wall surface 126a of the engaging wall portion 126 at the outer peripheral surface (the projecting surface 136a or the inclined surfaces 136b, 136c). This engagement wall portion 126 corresponds to the “engagement wall portion” of the present invention.

  For example, when the wheel gear 133 rotates in the first direction A1 with respect to the active lever 121 in the unlocked position, the engagement convex portion 136 is first engaged with the engagement wall portion 126 at the inclined surface 136b of the outer peripheral surface thereof. It contacts with the engaging wall surface 126a. In this case, the contact point C3 and the active lever 121 are at a distance d1 between the contact point C3 and the rotation center C1 of the wheel gear 133 in the normal direction at the contact point C3 between the engagement convex portion 136 and the engagement wall surface 126a. The ratio (d2 / d1) of the distance d2 to the rotation center C4 is a so-called “lever ratio”. The larger the lever ratio, the smaller the driving force of the wheel gear 133 required to rotate the active lever 121 (the active lever 121 can be rotated with a smaller force). Therefore, by setting the lever ratio large, it is possible to use a small and inexpensive electric motor 131 with reduced driving force and a small and inexpensive wheel gear 133 with few gear teeth 133a, and the actuator 130 can be downsized. .

  Particularly in the case of the present embodiment, the lever ratio becomes the largest in the initial stage of the lever rotation of the active lever 121 in the unlocked position, and the lever ratio becomes smaller as the active lever 121 rotates in the first direction B1. The lever ratio is set. In the active lever 121, the elastic urging force received from the spring 140 is the strongest in the initial stage of the lever rotation. Therefore, by adopting such a lever ratio setting, the drive required for the active lever 121 to start moving in the initial stage of the lever rotation. Force can be generated, and the driving force of the actuator 130 can be efficiently used for the rotation operation of the active lever 121.

  Thereafter, when the wheel gear 133 further rotates in the first direction A1, the projecting surface 136a of the engaging convex portion 136 slides on the engaging wall surface 126a while abutting against the engaging wall surface 126a of the engaging wall portion 126. . At this time, the driving force generated by the rotation of the wheel gear 133 is converted into a force for rotating the active lever 121 via the projecting surface 136a and the engaging wall surface 126a. As a result, the active lever 121 rotates in the first direction B1 about the lever support shaft 121a by the driving force received from the wheel gear 133.

  On the other hand, the inner wall surface 125a of the engagement groove portion 125 has a first configuration surface 125b and a second configuration surface disposed so as to face each other so as to be able to contact both the side surface of the engagement projection portion 135 and the side surface of the engagement projection portion 136. A concave groove is formed by the component surface 125c and the third component surface 125d connecting the first component surface 125b and the second component surface 125c. For this reason, when the wheel gear 133 rotates, the engaging projection 135 can abut on the first component surface 125b or the second component surface 125c of the engagement groove 125 on its side surface. Similarly, when the wheel gear 133 is rotated, the engaging projection 136 can abut on the first component surface 125b or the second component surface 125c of the engagement groove 125 on its side surface.

  Here, an operation in which the active lever 121 having the above-described configuration is rotated by the actuator 130 from the unlock position (hereinafter also referred to as “initial position”) to the lock position (hereinafter also referred to as “final position”) is added to FIG. This will be described below with reference to FIGS. In addition, about the operation | movement which the active lever 121 rotates from a locked position to an unlocked position, since it can be demonstrated in the reverse order of the following operation | movement, the description is abbreviate | omitted.

  The active lever 121 in the unlocked position (initial position) shown in FIG. 2 is engaged with the engaging projection 136 by the rotation of the wheel gear 133 in the first direction A1, and the rotational position thereof is as shown in FIG. The state transitions sequentially to the state shown in FIG. The first position shown in FIG. 6 is a position rotated in the first direction B1 from the initial position, and the second position shown in FIG. 7 is a position rotated in the first direction B1 from the first position. When the wheel gear 133 rotates in the first direction A when the active lever 121 is in the first position or the second position, the projecting surface 136a of the engaging convex portion 136 becomes a contact point C3 with the engaging wall surface 126a. It slides on the mating wall 126a. Therefore, as described above, the active lever 121 moves the lever support shaft 121a against the elastic biasing force of the spring 140 (the force that biases the active lever 121 in the second direction B2) by the driving force received from the wheel gear 133. It rotates in the first direction B1 about the center, and the extended leading end 122a of the first lever portion 122 is separated from the first stopper 102. On the other hand, the engagement convex portion 135 is in a state of entering a concave groove formed by the inner wall surface 125a of the engagement groove portion 125, and does not contact the inner wall surface 125a itself.

  Thereafter, when the active lever 121 reaches the third position shown in FIG. 8 from the second position by the further rotation of the wheel gear 133 in the first direction A, the engagement convex portion 135 is formed on the inner wall surface 125a of the engagement groove portion 125. It abuts on the first component surface 125b. In other words, the engaging projection 135 abuts on the first component surface 125b before the extending tip 122a of the first lever 122 abuts on the second stopper 103. In this case, a predetermined reference line (line passing through the lever support shaft 121a) L2 connecting the rotation center of the wheel gear 133 (C1 in FIG. 5) and the rotation center of the active lever 121 (C4 in FIG. 5) L2. The protruding surface 136a of the engaging convex portion 136 is located on the right side in FIG. For this reason, a slight gap is formed between the projection surface 136a of the engagement projection 136 and the engagement wall surface 126a, or the projection surface 136a slightly contacts the engagement wall surface 126a. The protruding surface 136a of the portion 136 does not substantially engage with the engaging wall surface 126a. Therefore, the portion of the wheel gear 133 that applies the driving force to the active lever 121 is switched from the engaging convex portion 136 to the engaging convex portion 135, and the driving force of the wheel gear 133 is active only through the engaging convex portion 135. Input to the lever 121. As a result, the wheel gear 133 is elastically biased by the spring 140 (force that biases the active lever 121 in the second direction B2) while being in contact with the active lever 121 by the engagement convex portion 135 by rotation in the first direction A. The active lever 121 is rotated in the first direction B against the above.

  Furthermore, when the active lever 121 moves from the third position to the fourth position shown in FIG. 9 by the rotation of the wheel gear 133 in the first direction A, the engagement pin 123a of the second lever portion 123 causes the spring 140 to It moves from a position near the coil section 141 to a position beyond the protruding point 142a (neutral position) of the first arm section 142. At this time, a phenomenon (so-called “turnover”) occurs in which the direction in which the active lever 121 is urged by the spring 140 is switched from the second direction B2 to the first direction B1. As a result, the force by which the engaging convex portion 135 presses the first constituent surface 125b of the inner wall surface 125a of the engaging groove portion 125 is increased, but the engaging convex portion 136 is formed on the engaging wall surface 126a by the protruding surface 136a. Therefore, it is possible to prevent the active lever 121 from overtaking the wheel gear 133 and rotating in the first direction B1 at a speed exceeding the rotational speed of the wheel gear 133. In this case, an extra rotation operation of the active lever 121 is blocked.

  Thereafter, until the active lever 121 passes from the fourth position through the fifth position shown in FIG. 10 to the sixth position shown in FIG. Is input. On the other hand, the engagement protrusion 136 maintains the state in which the active lever 121 is in contact with the engagement wall surface 126a at the projecting surface 136a until the active lever 121 reaches the sixth position from the fifth position. Block the pivoting motion. In other words, during the period from the fifth position to the sixth position of the active lever 121, the engagement convex portion 136 of the wheel gear 133 is rotated in the first direction B1 of the active lever 121 by the elastic biasing force of the spring 140. It functions to apply a braking force to the active lever 121 so as to prevent the speed of time from increasing.

  Here, the engagement wall surface 126a of the engagement wall portion 126 will be described in more detail. As shown in FIG. 12, the engagement wall surface 126a of the active lever 121 has the reference line L2 described above with reference to FIG. The first area (hereinafter also referred to as “first engagement area”) 126b on the left side (front side in the rotation direction) of the reference line L2 and the right side (back side in the rotation direction) of the reference line L2 are separated. It is partitioned into a second region 126c. The engagement wall surface 126a is configured as a continuous arc surface (curved surface) in which the first region 126b and the second region 126c are integrally formed. The second region 126c further includes a non-engagement region 126d and a second engagement region on the opposite side of the first region 126b across the non-engagement region 126d (the rear side in the rotation direction with respect to the non-engagement region 126d). 126e.

  The first engagement region 126b is configured such that when the active lever 121 rotates in the first direction B1, the engagement convex portion 135 of the wheel gear 133 at the initial stage of lever rotation before the elastic biasing direction of the active lever 121 is switched by the spring 140. Engage with the engaging projection 136 earlier than before and receive a driving force in a direction opposite to the elastic biasing direction of the spring 140 (first direction B1). The first engagement region 126b of the engagement wall surface 126a corresponds to “another engagement wall surface” of the present invention. The non-engaging region 126d receives neither driving force nor braking force from the engaging convex portion 136 of the wheel gear 133 when the active lever 121 rotates in the first direction B1. The second engagement region 126e engages with the engagement protrusion 136 of the wheel gear 133 after the turnover in which the elastic biasing direction of the active lever 121 is switched by the spring 140 when the active lever 121 rotates in the first direction B1. Then, the spring 140 receives a braking force in a direction opposite to the elastic biasing direction of the spring 140 (first direction B2). The second engagement region 126e of the engagement wall surface 126a corresponds to the “engagement wall surface” of the present invention.

  On the other hand, when the active lever 121 rotates in the second direction B2, the first engagement region (first region) 126b performs a function corresponding to the non-engagement region 126d and the second engagement region 126e, and non- A second region composed of the engagement region 126d and the second engagement region 126e performs a function corresponding to the first engagement region 126b. As a result, the common engagement wall surface (arc surface) in the engagement wall portion 126 can be used both when the active lever 121 is rotated from the unlock position to the lock position and when the active lever 121 is rotated from the lock position to the unlock position. ) 126a can be used to apply a braking force or a driving force to the active lever 121.

  As described above, the engagement wall portion 126 of the active lever 121 is configured to include both the first engagement region 126b and the second engagement region 126e. In this case, by using another first engagement region 126b that forms a part of the engagement wall portion 126 including the second engagement region 126e, a driving force necessary for the active lever 121 to start moving at the initial stage of lever rotation is obtained. Can be generated. In particular, the engagement wall 126 includes a first engagement region 126b and a second engagement on a predetermined engagement wall surface (arc surface) 126a formed in a concave shape with respect to the engagement protrusions 135 and 136 of the wheel gear 133. It is preferable to include both joint regions 126e. In this case, the first engagement region 126b and the second engagement region 126e are arranged on a continuous curved surface. Thereby, the shape of the engaging wall part 126 of the active lever 121 can be simplified, and it becomes possible to keep apparatus cost low.

  The engagement wall surface (arc surface) 126a of the engagement wall portion 126 is preferably configured such that the first region 126b and the second region 126c are line-symmetric with respect to the reference line L2. This applies the same level of braking force to the active lever 121 both when the active lever 121 is rotated from the unlocked position to the locked position and when the active lever 121 is rotated from the locked position to the unlocked position. In addition, the same level of driving force can be applied to the active lever 121.

  In the lock position (final position) of the active lever 121 shown in FIG. 13, the engagement between the projection surface 136a of the engagement projection 136 and the engagement wall surface 126a (second region 126d) is released, and the engagement projection The engagement between 135 and the inner wall surface 125a of the engagement groove 125 is released. Further, the active lever 121 is in a state in which the rotation speed is adjusted (controlled) by the engagement convex portion 136 that engages with the second engagement region 126 d of the engagement wall surface 126 a of the wheel gear 133. The extended tip 122a of the lever 122 abuts on the second stopper 103. Therefore, the active lever 121 abuts on the second stopper 103 in a state where the rotation speed is kept low by the engagement convex portion 136 of the wheel gear 133.

  As described above, according to the active lever 121 and the actuator 130 having the above-described configuration, the active lever 121 engages with the engagement convex portion 136 of the wheel gear 133, particularly after the turnover of the spring 140, and the engagement convex portion. 136 receives a braking force in a direction opposite to the elastic biasing direction of the spring 140. In this case, the operation of the active lever 121 to be accelerated by the elastic biasing force of the spring 140 is restricted by the engagement convex portion 136 of the wheel gear 133. In this case, the operation of rotating the active lever 121 can be caused to follow the wheel gear 133. As a result, an increase in the rotation speed of the active lever 121 is suppressed, so that the level of the hitting sound (that is, the operating sound of the actuator 130) generated when the active lever 121 and the second stopper 103 come into contact with each other is suppressed low. Can do.

  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 above embodiment, the case where both the first engagement region 126b and the second engagement region 126e are included in the engagement wall surface 126a of the engagement wall portion 126 has been described. A configuration in which only the second engagement region 126e is included in the engagement wall surface 126a of 126 may be employed. In the case of this configuration, for example, when the active lever 121 rotates in a predetermined direction, the active lever 121 receives a driving force in a predetermined direction from only one of the engagement convex portion 135 and the engagement convex portion 136 and only from the other. A braking force in a direction opposite to the predetermined direction is received.

  In the said embodiment, although the case where both the 1st engagement area | region 126b and the 2nd engagement area | region 126e were provided on the engagement wall surface (arc surface) 126a of the engagement wall part 126 was described, in this invention, The first engagement region 126b and the second engagement region 126e can be provided on different curved surfaces or arc surfaces, respectively. In addition, although the case where the first region 126b and the second region 126c of the engagement wall surface 126a are symmetrical with respect to the reference line L2 has been described, in the present invention, the first region 126b and the second region 126c are related to the reference line L2. It is also possible to adopt a configuration that is non-linearly symmetric to each other.

  In the above embodiment, the two engaging convex portions 135 and 136 are both configured as convex portions having the same shape as a pentagon in plan view, but the driving force by the rotation of the wheel gear 133 rotates the active lever 121. If it can convert into the force to be made, the shape of the two engagement convex parts 135 and 136 can also be changed as needed. For example, the two engaging convex portions 135 and 136 can be configured as convex portions having a triangular shape, a circular shape, an elliptical shape, or the like in plan view. Further, the two engaging convex portions 135 and 136 may have different shapes, and the number of engaging convex portions is not limited to two. Further, the engaging convex portions 135 and 136 may be arranged to be asymmetric with respect to the rotation center C1 of the wheel gear 133, and are also non-linear with respect to the radial line L1 passing through the rotation center C1 of the wheel gear 133. You may be comprised so that a symmetrical shape may be made.

  In the present invention, the essential structure of the door lock device 100 described above can be applied to each vehicle door of the vehicle. For example, the essential structure of the door lock device 100 according to the present invention is applied to the left and right doors for the front seat of the vehicle, the left and right doors for the rear seat of the vehicle, and the door (back door) at the rear of the vehicle. be able to.

  When based on description of said embodiment and various modifications, this invention can take the following each aspects (aspect).

In the present invention,
"Vehicle door lock device according to any one of claims 1 to 5,
The first engagement convex portion and the second engagement convex portion have the same shape, are arranged to be point-symmetric with each other with respect to the rotation center of the wheel gear, and pass through the rotation center of the wheel gear. A vehicle door lock device configured to be symmetrical with each other with respect to a line. "
It can take the form.
According to this aspect, the structure of the wheel gear can be simplified, and the first operation can be performed both when the active lever is rotated from the unlock position to the lock position and when the active lever is rotated from the lock position to the unlock position. The engaging convex portion and the second engaging convex portion can always be engaged with the engaging wall surface or another engaging wall surface in the same contact manner.

  DESCRIPTION OF SYMBOLS 10 ... Inside door handle, 100 ... (For vehicle) Door lock device, 101 ... Housing, 102 ... 1st stopper, 103 ... 2nd stopper, 104 ... Boss part, 110 ... Latch mechanism, 111 ... Latch, 120 ... Lock mechanism 121 ... Active lever, 121a ... Lever support shaft, 121b ... Operation part, 121c ... Engagement part, 122 ... First lever part, 122a ... Extension tip part, 122b ... Opposing surface, 123 ... Second lever part, 123a ... engagement pin, 124 ... long hole, 125 ... engagement groove, 125a ... inner wall surface, 125b ... first construction surface, 125c ... second construction surface, 125d ... third construction surface, 126 ... engagement wall portion, 126a ... engagement wall, 126b ... first region (another engagement wall), 126e ... second engagement region (engagement wall), 127 ... inside open lever, 128 ... outs Open lever, 130 ... actuator, 131 ... electric motor, 132 ... worm gear, 133 ... wheel gear, 133a ... gear teeth, 134 ... engagement pin, 135 ... engagement projection (first engagement projection), 136 ... Engaging convex part (second engaging convex part), 135a, 136a ... projecting surface, 135b, 135c, 136b, 136c ... inclined surface, 140 ... spring, 141 ... coil part, 142 ... first arm part, 142a ... projecting Point, 143 ... second arm part, 151 ... locking control lever, 152 ... key switch lever, 153 ... outside locking lever

Claims (5)

A latch mechanism capable of holding the vehicle door closed with respect to the vehicle body;
A vehicle door comprising: a lock mechanism for setting the latch mechanism to an unlocked state in which engagement with a striker provided in the vehicle body can be released, or a locked state in which engagement with the striker cannot be released; A locking device,
The locking mechanism is
An actuator provided with a first engagement protrusion and a second engagement protrusion on a wheel gear that is rotated by the driving force of the electric motor;
The latch mechanism is engaged with the first engagement convex portion by rotation of the wheel gear of the actuator, and the latch mechanism is set to the unlocked state around the lever support shaft provided in the housing. An active lever that rotates in either one of a first direction toward the lock position that sets the latch mechanism in the locked state and a second direction toward the unlock position from the lock position;
When the active lever is in a rotation range from the unlock position to a neutral region between the unlock position and the lock position, the active lever is elastically biased in the second direction, and the active lever A spring that switches an elastic biasing direction of the active lever so that the active lever is elastically biased in the first direction when it is in a rotation range from the neutral region to the lock position,
The active lever further includes an engaging wall portion that can be engaged with the second engaging convex portion by rotation of the wheel gear, and the engaging wall portion has an elastic biasing direction of the active lever by the spring. A vehicle door lock device including an engagement wall surface that engages with the second engagement convex portion of the wheel gear and receives a braking force in a direction opposite to an elastic biasing direction of the spring after the turnover is switched. The vehicle door lock device according to claim 1,
The engaging wall portion of the active lever includes an engaging wall surface different from the engaging wall surface, and the another engaging wall surface is a lever rotation before the elastic biasing direction of the active lever is switched by the spring. A vehicle door that engages with the second engaging convex portion before the first engaging convex portion of the wheel gear in the initial stage of movement and receives a driving force in a direction opposite to the elastic biasing direction of the spring. Locking device. The vehicle door lock device according to claim 2,
The engagement wall portion of the active lever is formed on a predetermined arc surface formed in a concave shape with respect to the first engagement convex portion and the second engagement convex portion of the wheel gear. A vehicle door lock device including both separate engaging wall surfaces. The vehicle door lock device according to claim 3,
The arcuate surface of the engaging wall portion forms an engaging wall surface when the active lever rotates in the first direction, with a reference line passing through the lever support shaft, and the active lever A first region constituting the other engagement wall surface when rotating in two directions, and another engagement wall surface when rotating the active lever in the first direction and the first of the active lever. A vehicle door lock device that is partitioned into a second region constituting the engagement wall surface when rotating in two directions. The vehicle door lock device according to claim 4,
The vehicular door lock device, wherein the arc surface of the engaging wall portion is configured such that the first region and the second region are symmetrical with respect to the reference line.

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