JP2018168613A - Vehicle door lock device - Google Patents

Abstract

To provide vehicle door lock devices to which electric connectors of a common configuration can be provided when the door lock devices are mounted to a right side door and a left side door, respectively.SOLUTION: A lock device side electrical connector includes a lock device side terminal group having a plurality of mutually spaced-apart lock device side terminals and a resin terminal support portion integrated with the lock device side terminal group while supporting the lock device side terminal group. Further, when a vehicle body side terminal is not connected to the lock device side terminal group and concurrently the lock device side electric connector is not supported by a base member, the lock device side electrical connector is in a symmetrical configuration with respect to a virtual plane that passes therethrough.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle door lock device.

  2. Description of the Related Art Conventionally, a vehicle door lock device provided on a left door and a right door capable of opening and closing a door opening formed on a left side of a vehicle body and a door opening formed on a right side is known.

  The door lock device of Patent Document 1 includes a latch mechanism that can hold a vehicle door in a closed state by engagement with a striker fixed to the vehicle body when the door is closed, and a housing that houses the latch mechanism. Yes. The latch mechanism further includes a latch that is rotatable and detachable from the striker, a pole that is rotatable and detachable from the latch, and a lift lever.

The latch is rotatable between an unlatched position that does not engage with the striker (does not hold the closed state of the vehicle door) and a latch position that can hold the striker (holds the closed state of the vehicle door).
The pawl is rotatable between an engaged position that engages and holds the latch in the latched position and a non-engaged position spaced from the latch. Further, the latch is always urged to rotate toward the unlatched position by the urging force of the urging means, and the pole is always urged to rotate toward the engaging position.
In addition, a lift lever is fixed to the pole.

When the latch is in the latched position and the pole is in the engaged position, the latch mechanism is in the latched state.
On the other hand, when the pole is located at the non-engagement position, the latch mechanism is in an unlatched state.

  The door lock device further includes an open lever, an open link, and an active lever.

  The open lever is rotatable between an initial position and a latch release position. The open lever rotates between an initial position and a latch release position in conjunction with a rotation operation of a handle provided on the door. That is, the open lever is located at the initial position when the handle is in the initial position, and the open lever is located at the latch release position when the handle is located in the latch release position.

  The open link is supported by the open lever so as to be rotatable between the unlock position and the lock position.

  The active lever is rotatable between a locked position and an unlocked position. When the active lever is in the locked position, the open link is in the locked position. On the other hand, when the active lever is positioned at the unlock position, the open link is positioned at the unlock position.

The door lock device further includes an electric motor, a lock device side electrical connector, and a wheel gear.
The locking device side electrical connector is connected to a vehicle body side electrical connector that is fixed to the other end of an electrical cable having one end connected to a vehicle body side ECU (electronic control unit).
The wheel gear meshes with a worm gear fixed to the output shaft of the electric motor. In addition, the wheel gear is linked to the active lever.

  For example, when the active lever is located at the lock position, if a passenger located outside the vehicle operates the remote control to send an unlock signal (wireless signal) to the remote control, the receiving means on the vehicle body side receives this unlock signal. This receiving means transmits an unlocking signal to the ECU. Then, the ECU transmits the battery power as a normal rotation signal to the electric motor via the electric cable, the vehicle body side electric connector, and the lock device side electric connector, so that the rotational force of the output shaft of the electric motor is transmitted to the wheel gear via the worm gear. The active lever moves to the unlock position.

  When the active lever is in the unlocked position and the latch mechanism is in the latched state, if the handle is rotated from the initial position to the unlatched position and the open lever is moved to the unlatched position, the open link is engaged with the lift lever. And press the lift lever. As a result, the pawl fixed to the lift lever moves to the non-engagement position and releases the engagement with the latch, so that the latch that is urged to rotate toward the unlatch position releases the striker. That is, the latch mechanism is in an unlatched state.

  On the other hand, for example, when the remote control transmits a locking signal (wireless signal) when the active lever is in the unlocked position, the receiving means on the vehicle body side receives this locking signal, and the receiving means transmits the locking signal to the ECU. . Then, the ECU transmits the battery power to the electric motor as a reverse rotation signal via the electric cable, the vehicle body side electric connector, and the lock device side electric connector, so that the rotational force of the output shaft of the electric motor is transmitted to the wheel gear via the worm gear. The active lever moves to the locked position.

  When the active lever is in the locked position and the latch mechanism is in the latched state, the open link does not engage with the lift lever regardless of the position of the handle. Therefore, in this case, the position of the pole does not change. Therefore, the latch mechanism maintains a latched state.

JP2013-167145A

(Problems to be solved by the invention)
When the left door and the right door close the corresponding door opening, the door lock device provided on the left door and the door lock device provided on the right door are straight lines that pass through the center position of the vehicle and extend in the left-right direction. Are symmetrical with respect to a plane orthogonal to. That is, at this time, the lock device side electrical connector of the left door and the lock device side electrical connector of the right door are symmetrical with respect to this plane.

However, the right and left locking device side electrical connectors are not symmetrical with respect to a plane that passes through the center position of the locking device side and that is orthogonal to a straight line extending in the left-right direction. Therefore, the common locking device side electrical connector cannot be used for the left and right door locking devices.
Therefore, if door lock devices are provided on the left door and the right door, the number of parts increases.

  An object of the present invention is to provide a vehicle door lock device that can be provided with electric connectors having the same structure in the left and right door lock devices when the door lock devices are provided in the left door and the right door, respectively. .

(Means for solving the problem)
The present invention provides a base member supported on one of a vehicle body and a vehicle door movably supported by the vehicle body;
A latch position supported by the base member and capable of holding the vehicle door in a closed state by engaging with a striker attached to the other of the vehicle body and the vehicle door; and an unlatching position for releasing the striker. A latch that can rotate between
A pole supported by the base member and rotatable to an engagement position that engages with the latch and holds the latch in the latch position, and a non-engagement position that does not hold the latch in the latch position. When,
A conductive material that is a part of a vehicle body side electrical connector connected to one end of an electrical cable to which power is supplied from the vehicle body, and that can be directly or indirectly connected to a plurality of vehicle body side terminals connected to the electrical cable. A locking device-side electrical connector supported by the base member, the plurality of locking device-side terminals comprising:
With
The locking device side electrical connector is
A lock device side terminal group comprising a plurality of the lock device side terminals spaced apart from each other;
A resin terminal support unit integrated with the lock device side terminal group while supporting the lock device side terminal group;
With
When the vehicle body side terminal is not connected to the lock device side terminal group and the lock device side electrical connector is not supported by the base member, the lock device side electrical connector is connected to the lock device side electrical connector. It should be symmetric with respect to the virtual plane through which it passes.

When the door lock device is provided in each of the left door and the right door of the vehicle, for example, when the left door and the right door are in the closed position, the vehicle is orthogonal to a straight line that passes through the center position of the vehicle and extends in the left-right direction. It is necessary to provide the door lock devices on the left door and the right door so that the left and right door lock devices are symmetrical with respect to the plane. Therefore, at this time, the left lock device side electrical connector and the right lock device side electrical connector need to be bilaterally symmetric.
In the present invention, when the vehicle body side terminal of the vehicle body side electrical connector is not connected to the lock device side terminal group and the lock device side electrical connector is not supported by the base member, the lock device side electrical connector is connected to the lock device side. Symmetric with respect to a virtual plane through the electrical connector.
Therefore, for example, when the left door and the right door are in the closed position, the left and right door lock devices are connected to the left and right door lock devices so that the virtual planes of the left and right lock device side electrical connectors are orthogonal to the left and right directions. If the electrical connectors are respectively provided, the left and right locking device side electrical connectors are symmetrical to each other. That is, according to the present invention, it is possible to provide the locking device side electrical connectors having the same structure on the left door and the right door, respectively.
Therefore, when door lock devices are provided on the left door and the right door, the number of parts is not increased by the lock device side electrical connector.

The pawl is rotated when the vehicle door lock device is in a predetermined unlockable state and is supported by the base member so as to rotate in conjunction with the operation of the handle supported by the vehicle door. An open lever that rotates to a non-engagement position and does not rotate the pawl to the non-engagement position when rotated when the vehicle door lock device is in a predetermined unlockable state;
An active lever that is rotatably supported by the base member in an unlock position that allows the vehicle door lock device to be unlocked and a lock position that disables the lock release;
A driving force is generated that is connected to a plurality of the lock device side terminals and moves the active lever to the unlock position and the lock position when the power is supplied from the plurality of lock device side terminals. An electric motor;
May be provided.

If this invention is comprised in this way, it will become possible to supply electric power to an electric motor via an electric cable, a vehicle body side electrical connector, and a locking device side electrical connector from a vehicle body.
Therefore, the active lever can be moved between the unlock position and the lock position using the driving force of the electric motor. That is, it becomes possible to make the door lock device unlockable by using the driving force of the electric motor, and to make the door lock device impossible to unlock.

  A plurality of the locking device side terminals are exposed to the outside of the terminal support portion, and contact end portions that selectively connect to the conductive movable member that is the power supply component that moves in conjunction with the rotation of the active lever. You may have.

According to the present invention, in conjunction with the rotation of the active lever, the contact end portions of the plurality of lock device side terminals and the conductive movable member are selectively connected. In other words, according to the rotational position of the active lever, the connection mode between the contact end portions of the plurality of lock device side terminals and the conductive movable member changes.
Therefore, for example, if the lock device side terminal group is connected to the vehicle side control device via the electric cable, the control device can determine the rotational position of the active lever based on the change in the connection mode. In other words, the control device can determine whether the active lever is positioned in the locked position or the unlocked position based on the change in the connection mode.

  When a plurality of the locking device side terminals are pressed by a plurality of intermediate terminals made of a conductive material that protrudes from the surface of the terminal support portion to the outside of the terminal support portion and respectively connected to the plurality of vehicle body side terminals. The first free end portion may be connected to the intermediate terminal while being deformed so as to deviate from the virtual plane.

A male terminal that is an intermediate terminal connected to a female terminal generally used as a vehicle body side terminal is required to have high mechanical strength. Therefore, the plate thickness of the intermediate terminal needs to be thicker (for example, 0.64 mm) than the vehicle body side terminal.
However, when the present invention is configured in this way, even if the thickness of the metal plate used as the plurality of locking device side terminals is thinner than the intermediate terminal, the first free end portion and the intermediate terminal of the plurality of locking device side terminals And can be connected.
Therefore, according to the present invention, it is possible to reduce the manufacturing cost of the lock device side electrical connector by reducing the plate thickness of the lock device side terminal.

  A plurality of the locking device side terminals project from the surface of the terminal support part to the outside of the terminal support part and are deformed so as to deviate from the virtual plane when pressed by fixing protrusions fixed to the base member. However, it may have a second free end portion that bites into the fixing protrusion and integrates with the fixing protrusion.

If this invention is comprised in this way, the 2nd free end part of a some locking device side terminal will be integrated with the protrusion for fixing fixed to the base member.
Therefore, the locking device side electrical connector is separated from the base member without providing a member in the door lock device that is a part different from the base member and restricts the locking device side electrical connector from being separated from the base member. Can be regulated. That is, it is possible to restrict the locking device side electrical connector from being separated from the base member without increasing the number of parts.

It is the side view seen from the vehicle inner side of the right vehicle door provided with the door lock device for vehicles of one embodiment of the present invention. It is the perspective view seen from the vehicle inner back of the right side door lock device. It is a disassembled perspective view of the door lock apparatus on the right side. It is a rear view of a latch unit when a latch is located in an unlatching position, with the second housing removed. It is a front view of a latch unit when a latch is located in an unlatching position, with the second housing removed. It is a rear view of a latch unit when a latch is located in a latch position, with the second housing removed. It is the disassembled perspective view seen from the vehicle inner side of the actuator unit which removes and shows a 2nd housing. It is the side view seen from the vehicle inner side of the right side locking device side electrical connector, a relay member, the 1st rotation member, and the 2nd rotation member. It is sectional drawing cut | disconnected by the IX-IX arrow line of FIG. It is sectional drawing cut | disconnected by the XX arrow line of FIG. It is an enlarged view of the principal part of FIG. It is sectional drawing cut | disconnected by the XII-XII arrow line of FIG. It is a side view at the time of seeing from the vehicle inner side of the right locking device side terminal group single item. It is the side view seen from the vehicle inner side of the locking device side electrical connector of the right side door locking device. It is a figure which shows the locking device side electrical connector seen in the XV arrow line direction of FIG. It is a figure which shows the locking device side electrical connector seen in the XVI arrow line direction of FIG. It is a figure which shows the locking device side electrical connector seen in the XVII arrow line direction of FIG. It is a figure which shows the locking device side electrical connector seen in the XVIII arrow direction of FIG. It is the side view seen from the vehicle inner side of the locking device side electrical connector of the door lock device on the left side. The actuator unit vehicle shown with the second housing removed when the active lever is moved to the unlocked position by the electric motor when the latch unit (not shown) is mounted on the actuator unit to complete the door lock device. It is the side view seen from the inside. It is a side view similar to FIG. 20 when an active lever is moved to a lock position with an electric motor. It is a side view similar to FIG. 20 when an active lever is moved to an unlocking position with the key inserted in the key cylinder. It is a side view similar to FIG. 20 when an active lever is moved to a lock position with the key inserted in the key cylinder. It is an enlarged view similar to FIG. 11 of the modification of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to FIGS.
A vehicle door 10 shown in FIG. 1 is a right side door of a vehicle, and a front end portion of the vehicle door 10 is supported so as to be rotatable around a vertical rotation axis with respect to a vehicle body (not shown). The vehicle door 10 is rotatable in a horizontal direction with respect to the vehicle body between an open position that completely opens an opening formed on a side surface of the vehicle body and a closed position that closes the opening. The “front-rear direction” and “left-right direction (inside / outside direction)” relating to the vehicle door 10 in the following description are directions based on the case where the vehicle door 10 is located at the closed position.

  The vehicle door 10 includes a door main body portion 11 constituting a lower half portion thereof, and a door sash 12 provided on the upper half portion thereof. The door body 11 includes an outer panel (not shown) constituting the outer surface of the door body 11, an inner panel (not shown) fixed to the inner surface of the outer panel, an inner panel fixed to the inner surface of the inner panel, and the door body. And a resin trim 13 that constitutes the inner surface of the portion 11.

An outer handle 17 (handle) is rotatably supported on the outer panel, and an inside handle 18 (handle) is rotatably supported on the trim 13. The outside handle 17 and the inside handle 18 are rotatable between an initial position and a latch release position, and both are urged to rotate toward an initial position by an urging means (not shown).
Further, a lock knob 19 is provided at the upper end of the trim 13 so as to be slidable in the vertical direction. The lock knob 19 is slidable with respect to the trim 13 between an unlock position (the position shown in FIG. 1) and a lock position (not shown) positioned below the unlock position.

Inside the vehicle door 10, there is provided a door lock device 20 that is located between the outer panel and the inner panel and a part of which is exposed at the rear end surface of the vehicle door 10.
As shown in FIGS. 2 and 3, etc., the door lock device 20 is an integrated latch unit 25 and actuator unit 50.

As shown in FIG. 3, the latch unit 25 includes a latch housing 26 including a first housing 27 (base member) and a second housing 35.
As shown in FIGS. 4 to 6, a striker entry groove 28 extending from the left end surface (the vehicle inner end surface) of the first housing 27 to the right side is formed in the rear surface of the first housing 27.
A striker entry groove 36 extending in the left-right direction is formed in the rear part and the left side part of the second housing 35.

  As shown in FIGS. 4 to 6, the latch 40, the pole 43, and the lift lever 44 are rotatably supported by the first housing 27.

  The latch 40 is supported so as to be rotatable around a rotation shaft provided on the rear surface of the first housing 27. The latch 40 includes a striker receiving groove 41. The latch 40 does not hold the striker (not shown) fixed to the vehicle body (does not hold the vehicle door 10 in the closed position) and can hold the striker that has entered the striker receiving groove 41 (closes the vehicle door 10). Between the first housing 27 and the latched position (held in position).

The pole 43 positioned below the latch 40 is supported by the rear portion of the rotation shaft 42 penetrating the first housing 27 in the front-rear direction so as to be relatively rotatable. The pawl 43 engages with the latch 40 located at the latch position to hold the latch 40 at the latch position (position in FIG. 6), and the disengagement position away from the latch 40 (position in FIG. 4). Can be rotated between.
Further, biasing means (not shown, for example, a torsion coil spring) is attached to the latch 40 and the pole 43. Due to the urging force of the urging means, the latch 40 is always urged to rotate toward the unlatched position and the pawl 43 is always urged to rotate toward the engaging position.

  Further, as shown in FIG. 5, a lift lever 44 facing the front surface of the first housing 27 is disposed in front of the first housing 27. The lift lever 44 is supported on the front portion of the rotating shaft 42 protruding forward from the front surface of the first housing 27 so as to be relatively rotatable. Further, the lift lever 44 rotates together with the pole 43.

When the latch 40 located at the unlatched position rotates to the latch position against the urging force of the urging means while engaging with the striker that has entered the striker receiving groove 41, the pole 43 is engaged by the urging force of the urging means. And engages the latch 40. As a result, the latch mechanism having the latch 40 and the pawl 43 enters a “latch state” in which the latch 40 holds the striker.
On the other hand, when the pole 43 is rotated to the non-engagement position side against the urging force of the urging means, the latch 40 can be rotated to the unlatch position side. Therefore, the latch mechanism is in an “unlatched state” where the striker can be released.

Further, as shown in FIGS. 3 and 20 to 23, an outside open lever 46 (open lever) is attached to a rotating shaft (not shown) fixed to the front surface of the first housing 27 and protruding forward from the first housing 27. ) Is rotatably supported. One end of a metal rod (not shown) is connected to a part of the outside open lever 46, and the other end of the rod is connected to the outside handle 17.
When the outside handle 17 is located at the initial position, the outside open lever 46 is located at the initial position shown in FIGS. On the other hand, when the outside handle 17 moves from the initial position to the latch release position, the outside open lever 46 moves to the latch release position (not shown).
Further, the base end portion of the open link 47 shown in FIG. 3 is supported by the outside open lever 46 so as to be rotatable relative to the outside open lever 46. The open link 47 can rotate relative to the outside open lever 46 between a lock position (not shown) and an unlock position (not shown). Further, the open link 47 is rotationally biased to the unlock position by a biasing means (not shown).

  The first housing 27 supporting the latch 40, the pole 43, the lift lever 44, and the outside open lever 46 (open link 47) is covered with the second housing 35 from the rear, and the first housing 27 and the second housing 35 Is fixed, the latch unit 25 is completed (see FIGS. 2 and 3).

The actuator unit 50 shown in FIGS. 2, 3, 7, and 20 to 23 includes an actuator housing 51 including a first housing 52 and a second housing 100.
The first housing 52 (base member) is an integrally molded product made of resin.
A latch unit connection portion 53 is formed at the rear portion of the first housing 52.
Rotating shafts 54, 55, 56, and 57 that extend toward the vehicle interior are provided on the inner surface of the first housing 52. Further, on the inner surface of the first housing 52, two connector support protrusions 58 and 59 extending toward the vehicle inner side are provided. As shown in FIG. 7, the connector support protrusions 58 and 59 are intermediate portions between the large diameter portions 58 a and 59 a that are the base end portions of the connector support protrusions 58 and 59 and the connector support protrusions 58 and 59 and the large diameter portion. The intermediate diameter portions 58b and 59b having a diameter smaller than those of 58a and 59a and the small diameter portions 58c and 59c which are the tip portions of the connector support protrusions 58 and 59 and smaller in diameter than the intermediate diameter portions 58b and 59b are integrally provided.
Further, a fixing protrusion 52 a is provided on the inner surface of the first housing 52.

As shown in FIGS. 3, 7, and 20 to 23, the center portion of the wheel gear 60 is rotatably supported on the rotating shaft 54. In other words, the rotation shaft 54 penetrates the rotation center hole 61 formed in the center portion of the wheel gear 60 so as to be relatively rotatable.
An engaging portion 62 projects from the center of the inner side surface of the wheel gear 60 toward the inner side of the vehicle. The rotation center hole 61 passes through the wheel gear 60 (engagement portion 62) along the central axis of the engagement portion 62.

As shown in FIGS. 7 and 20 to 23, an electric motor 63 (power supply component) is fixed to the inner surface of the actuator housing 51.
The electric motor 63 is connected to an ECU (not shown) which is a control device provided on the vehicle body via a lock device side electric connector 85, a relay member 95, a vehicle body side electric connector 115, and an electric cable, which will be described later. Further, the ECU is electrically connected to a battery (not shown) provided on the vehicle body.
The electric motor 63 is operated by operating a remote controller (not shown), which is one of locking / unlocking operation members, for example.
A worm gear 64 is fixed to the output shaft of the electric motor 63. The worm gear 64 meshes with the wheel gear 60.

As shown in FIGS. 3, 7 and 20 to 23, an active lever 65 is rotatably supported on the rotation shaft 55.
A linkage hole 66 is formed in the active lever 65. Further, the engaging portion 62 of the wheel gear 60 is engaged with the linkage hole 66.

  When the remote control transmits an unlocking signal (wireless signal), receiving means (not shown) provided on the vehicle body receives the unlocking signal, and the receiving means transmits the unlocking signal to the ECU. Then, since the electric motor 63 rotates normally by a signal from the ECU, the rotational force of the electric motor 63 is transmitted to the wheel gear 60 via the worm gear 64, and the wheel gear 60 rotates. Then, the active lever 65 linked via the wheel gear 60 via the engaging portion 62 and the linkage hole 66 rotates to the unlock position (position shown in FIG. 20). On the other hand, when the remote control transmits a locking signal (wireless signal), the receiving means receives this locking signal, and the receiving means transmits the locking signal to the ECU. Then, since the electric motor 63 is reversely rotated by a signal from the ECU, the active lever 65 rotates to the lock position (position in FIG. 21).

  Further, one end of an operation wire (not shown) is connected to the connection hole 67 formed in the active lever 65, and the other end of the operation wire is connected to the lock knob 19. Therefore, when the lock knob 19 is located at the lock position, the active lever 65 is located at the lock position. On the other hand, when the lock knob 19 moves from the lock position to the unlock position, the active lever 65 moves to the unlock position by the moving force of the lock knob 19.

  When the active lever 65 rotates to the unlock position, the door lock device 20 is in the “unlockable state”, and when the active lever 65 rotates to the lock position, the door lock device 20 is in the “unlockable state”. .

  As shown in FIGS. 3, 7, and 20 to 23, a linkage pin 71 provided at one end of the locking control lever 70 is inserted into the linkage slot 68 of the active lever 65. The linkage pin 71 is a cylindrical member parallel to the rotation shaft 57. The diameter of the linkage pin 71 is shorter than the longitudinal dimension of the linkage slot 68 and is substantially the same as the short dimension of the linkage slot 68. The locking control lever 70 is provided with a linkage pin 72. The linkage pin 72 is a cylindrical member parallel to the rotation shaft 57. The other end of the rocking control lever 70 is rotatably supported by a rotating shaft 57. The locking control lever 70 can rotate between the unlock position shown in FIGS. 20 and 22 and the lock position shown in FIGS. 21 and 23.

  An outer locking lever 73 rotatably supported by the first housing 52 is linked to a key cylinder (not shown) provided on the outer panel or the outside handle 17. The outside locking lever 73 is rotatable between an unlock position shown in FIG. 22 and a lock position shown in FIG. When no key (not shown) is inserted in the key cylinder, the outside locking lever 73 is positioned at a neutral position (see FIGS. 20 and 21) between the unlock position and the lock position by the action of the key cylinder. To do.

Further, a key switch lever 75 is rotatably supported on the rotary shaft 57. A linkage pin 74 fixed to the outside locking lever 73 is inserted into the linkage slot 76 of the key switch lever 75. The linkage pin 74 is a columnar member that is substantially parallel to the rotation shaft 57. The diameter of the linkage pin 74 is shorter than the longitudinal dimension of the linkage long hole 76 and is substantially the same as the short dimension of the linkage long hole 76. Further, the key switch lever 75 is provided with a linkage pin 77. The linkage pin 77 is a cylindrical member parallel to the rotation shaft 57. The key switch lever 75 can rotate between the unlock position shown in FIG. 22 and the lock position shown in FIG. When the key is not inserted into the key cylinder, the key switch lever 75 is positioned at the neutral position between the unlock position and the lock position (see FIGS. 20 and 21) by the action of the key cylinder and the outside locking lever 73. To do.
Further, on the opposing surfaces of both the locking control lever 70 and the key switch lever 75, a linkage portion (not shown) that can be linked to each other is formed.

When a key is inserted into the key cylinder and rotated in a predetermined unlocking direction, the outside locking lever 73 moves to the unlocking position as shown in FIG. Then, the key switch lever 75 linked to the outside locking lever 73 is moved to the unlock position via the linkage pin 74 and the linkage slot 76. Further, the locking control lever 70 linked to the key switch lever 75 via the linkage part moves to the unlock position, and the active lever linked to the locking control lever 70 via the linkage slot 68 and the linkage pin 71. 65 moves to the unlock position.
Similarly, when the key inserted into the key cylinder is rotated in the locking direction opposite to the unlocking direction, the outside locking lever 73 moves to the locked position as shown in FIG. Then, the key switch lever 75 linked to the outside locking lever 73 is moved to the lock position via the linkage pin 74 and the linkage slot 76. Further, the locking control lever 70 linked to the key switch lever 75 via the linkage portion moves to the lock position, and the active lever 65 linked to the locking control lever 70 via the linkage slot 68 and the linkage pin 71. Moves to the locked position.

On the other hand, as shown in FIG. 20, when the active lever 65 is rotated to the unlocked position using the driving force of the electric motor 63 or the moving force of the lock knob 19, the active lever 65 is connected via the connecting long hole 68 and the connecting pin 71. The locking control lever 70 linked to 65 moves to the unlock position. At this time, the linkage unit does not transmit the moving force of the locking control lever 70 to the key switch lever 75. Therefore, for example, when the key switch lever 75 and the outside locking lever 73 are in the neutral position before the active lever 65 rotates to the unlock position side, the key switch lever 75 and the outside locking lever 73 are in the neutral position. stay.
Similarly, as shown in FIG. 21, when the active lever 65 is rotated to the locked position using the driving force of the electric motor 63 or the moving force of the lock knob 19, the active lever 65 is connected via the connecting long hole 68 and the connecting pin 71. The locking control lever 70 linked to 65 moves to the locked position. At this time, the linkage unit does not transmit the moving force of the locking control lever 70 to the key switch lever 75. Therefore, for example, when the key switch lever 75 and the outside locking lever 73 are in the neutral position before the active lever 65 rotates to the lock position side, the key switch lever 75 and the outside locking lever 73 remain in the neutral position. .

As shown in FIGS. 3, 7, and 20 to 23, an inside open lever 80 (open lever) is rotatably supported on the rotation shaft 56 of the first housing 52.
One end of an operation wire (not shown) is connected to the wire connection hole 81 formed in the inside open lever 80, and the other end of the operation wire is connected to the inside handle 18.
When the inside handle 18 is located at the initial position, the inside open lever 80 is located at the initial position shown in FIGS. On the other hand, when the inside handle 18 moves from the initial position to the latch release position, the inside open lever 80 moves to the latch release position (not shown).

As shown in FIGS. 3, 7, and 20 to 23, a locking device side electrical connector 85 is fixed to the first housing 52.
The lock device side electrical connector 85 includes a first insulator 86 (terminal support portion), a second insulator 87 (terminal support portion), a third insulator 88 (terminal support portion), a fourth insulator 89 (terminal support portion), and a lock. The apparatus side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, and 90j are integrally provided.
In the following description, when all the locking device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, 90j are described, all the locking device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, and 90j may be expressed as “lock device side terminal 90”. That is, the lock device side terminal 90 is a generic name of the lock device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, and 90j.

The 1st insulator 86, the 2nd insulator 87, the 3rd insulator 88, and the 4th insulator 89 are resin. That is, the 1st insulator 86, the 2nd insulator 87, the 3rd insulator 88, and the 4th insulator 89 have electrical insulation. On the other hand, the locking device side terminal 90 is manufactured by press-molding a metal plate. That is, the lock device side terminal 90 has conductivity. The plate thickness of the locking device side terminal 90 is, for example, 0.12 mm.
The lock device side electrical connector 85 is manufactured by insert molding in which a lock device side terminal 90 is disposed in a mold (not shown) and a resin material is injected into the mold.

  As shown in FIGS. 10 to 13 and FIGS. 15 to 18, the locking device side terminals 90 a, 90 b, 90 c, 90 d, 90 e, 90 f, 90 g, 90 h, 90 i, and 90 j are separated from each other and on one plane. It is located on a certain virtual plane IP (see virtual line). In other words, the lock device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, and 90j are symmetric with respect to the virtual plane IP.

As shown in FIG. 13 and the like, one end of each of the locking device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, 90j has a first free end 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 are formed. The first free ends 90a1, 90b1, 90c1, 90d1 are aligned on a straight line, and the first free ends 90e1, 90f1, 90g1, 90h1, 90i1, 90j1 are aligned on a straight line. Furthermore, the first free ends 90a1, 90b1, 90c1, 90d1 and the first free ends 90e1, 90f1, 90g1, 90h1, 90i1, 90j1 are opposed to each other while forming a gap.
Motor connection portions 90a2 and 90b2 are formed at the other ends of the locking device side terminals 90a and 90b, respectively. Furthermore, second free end portions 90a3 and 90b3 extending from the locking device side terminals 90a and 90b in directions facing each other are formed on the locking device side terminals 90a and 90b, respectively.
Contact end portions 90e2, 90f2, 90g2 that are substantially arc-shaped at the opposite ends of the first free ends 90e1, 90f1, 90g1, 90h1, 90i1 of the locking device side terminals 90e, 90f, 90g, 90h, 90i. , 90h2, and 90i2 are formed.

As shown in FIGS. 7 to 11, 14, and 19, the first insulator 86 is integrated with the lock device side terminal 90. In other words, the first insulator 86 prevents the locking device side terminals 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, and 90j from separating from each other.
A rectangular central through hole 86 a is formed at the center of the first insulator 86. Further, the first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 are exposed in the central through hole 86a.
Further, the first insulator 86 is formed with fixing holes 86b and 86c having a circular cross section as through holes. The inner diameters of the fixing holes 86b and 86c are smaller than the large diameter portions 58a and 59a of the connector support protrusions 58 and 59 and larger than the small diameter portions 58c and 59c. Furthermore, the inner diameters of the fixing holes 86b and 86c are substantially the same as the intermediate diameter portions 58b and 59b.
The first insulator 86 is symmetric with respect to the virtual plane IP.

As shown in FIGS. 7, 8, 14, and 19, the second insulator 87 is integrated with the locking device side terminals 90a and 90b. In other words, the second insulator 87 prevents the locking device side terminals 90a and 90b from being separated from each other.
A circular central through hole 87 a is formed at the center of the second insulator 87. Further, the second free ends 90a3 and 90b3 are exposed in the central through hole 87a.
The second insulator 87 is symmetric with respect to the virtual plane IP.

As shown in FIGS. 8 to 9, 14, and 19, the third insulator 88 is integrated with the lock device side terminals 90 h and 90 i. In other words, the third insulator 88 prevents the locking device side terminals 90h and 90i from being separated from each other.
The third insulator 88 has a substantially circular main body 88a.
Rotating support portions 88b and 88c that are coaxial with each other protrude from the central portions of both surfaces of the main body portion 88a.
Further, as shown in FIGS. 14 and 19, the main body portion 88a is formed with through holes 88d and 88e that are spaced apart from each other in the circumferential direction of the main body portion 88a and have a substantially arc shape. . The contact end portion 90h2 is exposed in the exposure hole 88d, and the contact end portion 90i2 is exposed in the exposure hole 88e. Further, a portion where the contact end portion 90i2 of the exposure hole 88e is not located is a contact non-existing portion 88e1.
The third insulator 88 is symmetric with respect to the virtual plane IP.

As shown in FIGS. 8 to 9, FIG. 14, and FIG. 19, the fourth insulator 89 is integrated with the lock device side terminals 90e, 90f, and 90g. In other words, the fourth insulator 89 prevents the locking device side terminals 90e, 90f, 90g from being separated from each other.
The fourth insulator 89 has a substantially circular main body 89a.
Rotating support portions 89b and 89c that are coaxial with each other project from the central portions of both surfaces of the main body portion 89a.
Further, as shown in FIGS. 14 and 19, the main body 89a is formed with through holes 89d and 89e that are spaced apart from each other in the circumferential direction of the main body 89a and have a substantially arc shape. A part of the contact end 90e2 and a part of the contact end 90f2 are exposed in the exposure hole 89d, and the contact end 90h2 is exposed in the exposure hole 89e.
The fourth insulator 89 is symmetric with respect to the virtual plane IP.

As described above, the first insulator 86, the second insulator 87, the third insulator 88, the fourth insulator 89, and the lock device side terminal 90 are symmetric with respect to the virtual plane IP.
That is, as is apparent from FIGS. 14 to 19, the locking device side electrical connector 85 is generally symmetric with respect to the virtual plane IP.

The intermediate diameter portions 58b and 59b of the connector support protrusions 58 and 59 are press-fitted into the fixing holes 86b and 86c of the first insulator 86, respectively, and the fixing protrusion 52a of the first housing 52 is inserted into the central through hole 87a of the second insulator 87. The locking device side electrical connector 85 is fixed to the first housing 52 by being inserted.
The vicinity portions of the fixing holes 86b and 86c on the surface of the first insulator 86 facing the first housing 52 are supported by large diameter portions 58a and 59a, respectively.
As shown in FIG. 12, when the fixing protrusion 52a is inserted into the central through hole 87a, the second free ends 90a3 and 90b3 of the locking device side terminals 90a and 90b that have been positioned on the virtual plane IP until then are fixed. The tip of the protrusion 52a is plastically deformed in a direction away from the inner surface of the first housing 52. In other words, the second free end portions 90a3 and 90b3 are plastically deformed so as to be displaced from the virtual plane IP. And the front-end | tip part of 2nd free end part 90a3, 90b3 bites into the outer peripheral surface of the protrusion 52a for fixation, and is integrated with the protrusion 52a for fixation. That is, the second free end portions 90a3 and 90b3 are fixed to the fixing protrusion 52a. Accordingly, the second insulator 87 is restricted from moving away from the inner surface of the first housing 52.

  Further, when the lock device side electrical connector 85 is fixed to the first housing 52, the motor connection portion 90a2 of the lock device side terminal 90a is connected to the anode terminal (not shown) of the electric motor 63 and the motor connection portion of the lock device side terminal 90b. 90b2 is connected to the cathode terminal (not shown) of the electric motor 63.

  Furthermore, a first rotation member 92 and a second rotation member 93 are mounted on the rotation support portion 88b of the third insulator 88 and the rotation support portion 89b of the fourth insulator 89, respectively.

The first rotating member 92 includes a main body 92a having a substantially circular shape, and a projecting piece 92b protruding from the main body 92a. An attachment through-hole 92a1 is formed in the central portion of the main body 92a. A long connecting hole 92b1 is formed in the projecting piece 92b. The long dimension of the linkage long hole 92b1 is larger than the diameter of the linkage pin 72, and the short dimension of the linkage long hole 92b1 is substantially the same as the diameter of the linkage pin 72. Further, as shown by a solid line and a virtual line in FIG. 13, one contact piece 92 c (power supply component) is fixed to the back surface of the main body 92 a (the surface facing the third insulator 88).
As shown in FIGS. 8 and 20 to 23, the rotation support portion 88 b of the third insulator 88 is rotatably inserted into the attachment through hole 92 a 1 of the first rotation member 92. That is, the main body portion 92a of the first rotating member 92 is rotatably supported by the rotation support portion 88b. Further, the linkage pin 72 of the locking control lever 70 is fitted in the linkage slot 92b1 of the first rotating member 92 so as to be relatively movable. That is, the locking control lever 70 and the first rotating member 92 are linked to each other via the linkage pin 72 and the linkage elongated hole 92b1.

For example, when the locking control lever 70 is located at the unlock position shown in FIGS. 20 and 22, the rotational direction position of the first rotating member 92 relative to the third insulator 88 is the unlock position shown in FIGS. . At this time, as shown by the solid line in FIG. 13, the contact piece 92 c of the first rotating member 92 contacts the contact end portion 90 i 2 integrated with the third insulator 88 and the contact end portion 90 h 2 integrated with the third insulator 88. .
On the other hand, when the locking control lever 70 is located at the locked position shown in FIGS. 21 and 23, the rotational direction position of the first rotating member 92 relative to the third insulator 88 is the locked position shown in FIGS. At this time, as indicated by a virtual line in FIG. 13, the contact piece 92c of the first rotating member 92 contacts the contact end 90i2, but does not contact the contact end 90h2.

  The second rotating member 93 includes a main body portion 93a that has a substantially circular shape, and a protruding piece 93b that protrudes from the main body portion 93a. A mounting through-hole 93a1 is formed in the center of the main body 93a. The long dimension of the linkage long hole 93b1 formed in the protruding piece 93b is larger than the diameter of the linkage pin 77, and the short dimension of the linkage long hole 93b1 is substantially the same as the diameter of the linkage pin 77. Further, as shown by a solid line and a virtual line in FIG. 13, one contact piece 93c (power supply component) is fixed to the back surface of the main body portion 93a (the surface facing the fourth insulator 89).

  As shown in FIGS. 8, 9, 20 to 23, the rotation support portion 89 b of the fourth insulator 89 is rotatably inserted into the mounting through-hole 93 a 1 of the second rotation member 93. That is, the main body portion 93a of the second rotation member 93 is rotatably supported by the rotation support portion 89b. Further, the linkage pin 77 of the key switch lever 75 is fitted in the linkage slot 93b1 of the second rotating member 93 so as to be relatively movable. That is, the key switch lever 75 and the second rotating member 93 are linked to each other via the linkage pin 77 and the linkage elongated hole 93b1.

For example, when the outside locking lever 73 is located at the unlock position shown in FIG. 22, the rotational direction position of the second rotating member 93 with respect to the fourth insulator 89 is the unlock position shown in FIG. At this time, as shown by a solid line in FIG. 13, the contact piece 93 c of the second rotating member 93 comes into contact with the contact end 90 g 2 integrated with the fourth insulator 89 and the contact end 90 e 2 integrated with the fourth insulator 89. .
On the other hand, when the outside locking lever 73 is located at the lock position shown in FIG. 23, the rotation direction position of the second rotation member 93 with respect to the fourth insulator 89 is the lock position shown in FIG. At this time, as indicated by phantom lines in FIG. 13, the contact piece 93 c of the second rotating member 93 comes into contact with the contact end 90 f 2 integrated with the contact end 90 e 2 and the fourth insulator 89.

As shown in FIGS. 7, 8, and 20 to 23, a relay member 95 is attached to the small diameter portions 58 c and 59 c of the connector support protrusions 58 and 59 of the first housing 52.
The relay member 95 is integrally provided with an insulator 96 and relay terminals 97a, 97b, 97c, 97d, 97e, 97f, 97g, 97h, 97i, and 97j which are male terminals. In the following description, when all the relay terminals 97a, 97b, 97c, 97d, 97e, 97f, 97g, 97h, 97i, and 97j are described, all the relay terminals 97a, 97b, 97c, 97d, 97e, 97f, 97g, 97h, 97i, and 97j may be expressed as “relay terminal 97”. That is, the relay terminal 97 is a general term for the relay terminals 97a, 97b, 97c, 97d, 97e, 97f, 97g, 97h, 97i, and 97j.
The insulator 96 is made of resin. That is, the insulator 96 has electrical insulation. Both insulators 96 are formed with fixing holes 96a and 96b having a circular cross section as through holes. The inner diameters of the fixing holes 96a and 96b are smaller than the intermediate diameter portions 58b and 59b of the connector support protrusions 58 and 59, and substantially the same diameter as the smaller diameter portions 58c and 59c. On the other hand, the relay terminal 97 is manufactured by press-molding a metal plate. That is, the relay terminal 97 has conductivity. The plate thickness of the relay terminal 97 is thicker than that of the lock device side terminal 90. That is, the mechanical strength of the relay terminal 97 is higher than that of the lock device side terminal 90. The thickness of the relay terminal 97 is, for example, 0.64 mm.
The relay member 95 is manufactured by insert molding in which a relay terminal 97 is disposed in a molding die (not shown) and a resin material is injected into the molding die.
As shown in FIGS. 7, 10, and 11, both end portions of the relay terminal 97 protrude from both surfaces of the insulator 96.

The relay member 95 is inserted into the first insulator 86 of the locking device side electrical connector 85 by press-fitting the small diameter portions 58c and 59c of the connector support protrusions 58 and 59 of the first housing 52 into the fixing holes 96a and 96b. It is fixed to the first housing 52 in an overlapped state.
When the relay member 95 is fixed to the first housing 52, as shown in FIGS. 10 and 11, the end of the relay terminal 97 that has entered the central through hole 86a of the first insulator 86 on the first housing 52 side is The first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, 90j1 are pressed against the first housing 52 side, and the first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1 are pressed. , 90g1, 90h1, 90i1, and 90j1 are plastically deformed toward the first housing 52 side. Then, the first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 that have been positioned on the virtual plane IP until then are displaced from the virtual plane IP to the first housing 52 side. In addition, the corresponding relay terminals 97 are brought into contact with each other.

The second housing 100 shown in FIGS. 2 and 3 is an integrally molded product made of resin.
A latch unit connection portion 101 is formed at the rear portion of the second housing 100.
On the surface of the second housing 100 facing the first housing 52, fitting recesses 103, 104, 105, 106 are formed. The fitting recesses 103, 104, 105, 106 are recesses formed in the second housing 100.
A through hole 108 for a connector is formed on the surface of the second housing 100 facing the first housing 52.
Further, a connector guide tube 109, which is a cylindrical body extending from the peripheral portion of the connector through-hole 108 toward the first housing 52, protrudes from the surface of the second housing 100 facing the first housing 52.

The actuator unit 50 is completed when the opposing portions of the outer peripheral edges of the first housing 52 and the second housing 100 are in contact with each other and are fixed by a fixing means.
Then, the front ends of the rotation shafts 54, 55, 56, and 57 of the first housing 52 are fitted into the fitting recesses 103, 104, 105, and 106 of the second housing 100, respectively.

Further, when the actuator unit 50 is completed, an opening surrounded by the latch unit connection portion 53 of the first housing 52 and the latch unit connection portion 101 of the second housing 100 is formed on the rear surface of the actuator housing 51.
When the latch unit 25 is attached to the opening and the latch unit 25 and the actuator unit 50 are fixed to each other, the door lock device 20 is completed as shown in FIG.

When the door lock device 20 is completed, a part of the active lever 65 of the actuator unit 50 is latched in the opening surrounded by the latch unit connection part 53 of the first housing 52 and the latch unit connection part 101 of the second housing 100. A part of the inside open lever 80 of the actuator unit 50 faces the open link 47 of the unit 25 and a part of the inside open lever 46 of the latch unit 25 (not shown).
The door lock device 20 is fixed to the inner panel between the outer panel and the inner panel.

A vehicle body side electrical connector 115 (see FIG. 10) fixed at one end to the other end of the electric cable connected to the ECU of the vehicle body is attached to and detached from the connector through hole 108 of the door lock device 20 fixed to the vehicle door 10. Can be fitted.
The vehicle body side electrical connector 115 includes a resin insulator 116 and a plurality of metal vehicle body side terminals 117 integrated with the insulator 116. The vehicle body side terminal 117 which is a female terminal is manufactured by press-molding a metal plate. That is, the vehicle body side terminal 117 has conductivity. The plate | board thickness of the vehicle body side terminal 117 is thinner than the relay terminal 97. FIG.
The number of vehicle body side terminals 117 is the same as the number of relay terminals 97.
When the vehicle body side electrical connector 115 is connected to the connector through hole 108 from the outside of the door lock device 20, the insulator 116 is positioned in the internal space of the connector guide tube 109. Furthermore, each relay terminal 97 corresponding to each vehicle body side terminal 117 is fitted, and each vehicle body side terminal 117 and each relay terminal 97 are in contact with each other.

  Next, the operation of the door lock device 20 will be described.

  For example, when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state shown in FIG. 21 (that is, when the latch mechanism of the latch unit 25 is in the latched state), the remote controller When an unlocking signal (wireless signal) is transmitted, the ECU supplies battery power to the electric cable. Then, current flows through the two vehicle body side terminals 117 of the vehicle body side electrical connector 115, the relay terminals 97a and 97b of the relay member 95, the lock device side terminals 90a and 90b, and the anode terminal and the cathode terminal of the electric motor 63. The electric motor 63 rotates forward. Therefore, the rotational force of the electric motor 63 is transmitted to the active lever 65 via the worm gear 64 and the wheel gear 60, and the active lever 65 rotates to the unlock position as shown in FIG. Then, the active lever 65 positions the open link 47 in the unlock position. When the outside handle 17 is moved from the initial position to the latch release position in this state, the outside open lever 46 moves from the initial position to the latch release position, and the outside open lever 46 presses the open link 47 in a predetermined direction. . Then, the open link 47 approaches the lift lever 44 side and rotates the lift lever 44, so that the pole 43 located at the engagement position moves to the non-engagement position. As a result, the engagement between the pawl 43 and the latch 40 is released, so that the latch 40 can be rotated to the unlatched position. That is, the latch mechanism is in an unlatched state. When the inside handle 18 is moved from the initial position to the latch release position, the outside open lever 46 is moved from the initial position to the latch release position while the inside open lever 80 rotates to the latch release position. Therefore, also in this case, the latch mechanism is in an unlatched state.

Further, when the active lever 65 rotates to the unlock position, as shown in FIG. 20, the locking control lever 70 interlocked with the active lever 65 rotates to the unlock position. Then, the rotation direction position with respect to the 3rd insulator 88 of the 1st rotation member 92 interlock | cooperated with the locking control lever 70 turns into an unlock position shown in FIG. As shown in FIG. 13, the contact piece 92 c of the first rotating member 92 comes into contact with the contact end portion 90 i 2 and the contact end portion 90 h 2 integrated with the third insulator 88.
The ECU sends a current to the vehicle body side electrical connector 115 via the electrical cable. This current is generated by one vehicle body side terminal 117, relay terminal 97i, lock device side terminal 90i, contact piece 92c, lock device side terminal 90h, relay terminal 97h, and one vehicle body side terminal 117 of the vehicle body side electrical connector 115. Through the electric cable and return to the ECU side.
Therefore, the ECU determines that the rotational position of the first rotating member 92 relative to the third insulator 88 is in the unlock position. In other words, the ECU determines that the active lever 65 is in the unlock position.

  On the other hand, when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state shown in FIG. 20 (at this time, the latch mechanism of the latch unit 25 is in the latched state), the remote control outputs the locking signal. When (radio signal) is transmitted, the ECU supplies the electric power of the battery to the electric cable. Then, current flows through the two vehicle body side terminals 117 of the vehicle body side electrical connector 115, the relay terminals 97a and 97b of the relay member 95, the lock device side terminals 90a and 90b, and the anode terminal and the cathode terminal of the electric motor 63. The electric motor 63 reverses. Therefore, the rotational force of the electric motor 63 is transmitted to the active lever 65 via the worm gear 64 and the wheel gear 60, and the active lever 65 rotates to the locked position as shown in FIG. Then, the active lever 65 positions the open link 47 in the lock position. When the outside handle 17 is moved from the initial position to the latch release position in this state, the outside open lever 46 moves from the initial position to the latch release position, but the outside open lever 46 is swung with respect to the open link 47. . Accordingly, the pole 43 remains in the engaged position. Therefore, the engagement between the pawl 43 and the latch 40 is not released, and the latch mechanism maintains the latched state. When the inside handle 18 is moved from the initial position to the latch release position, the outside open lever 46 is moved from the initial position to the latch release position while the inside open lever 80 rotates to the latch release position. However, also in this case, the outside open lever 46 is swung with respect to the open link 47.

Further, when the active lever 65 rotates to the lock position, as shown in FIG. 21, the locking control lever 70 interlocked with the active lever 65 rotates to the lock position. Then, the rotation direction position with respect to the 3rd insulator 88 of the 1st rotation member 92 becomes a lock position shown in FIG. As shown in FIG. 13, the contact piece 92 c of the first rotating member 92 is in contact with the contact end 90 i 2 integrated with the third insulator 88, but is not in contact with the contact end 90 h 2.
Therefore, even if the ECU causes a current to flow to the lock device side terminal 90i via the electric cable, one vehicle body side terminal 117, and the relay terminal 97i, this current does not flow to the lock device side terminal 90h. That is, this current does not return to the ECU side through the lock device side terminal 90h, the relay terminal 97h, the one vehicle body side terminal 117, and the electric cable.
Therefore, the ECU determines that the rotation position of the first rotation member 92 relative to the third insulator 88 is in the lock position. In other words, the ECU determines that the active lever 65 is in the locked position.

Further, for example, when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state of FIG. 21 (that is, when the latch mechanism of the latch unit 25 is in the latched state). When the lock knob 19 is positioned at the unlock position, the active lever 65 is positioned at the unlock position. Also in this case, when the outside handle 17 or the inside handle 18 is moved from the initial position to the latch release position in this state, the latch mechanism is brought into an unlatched state.
Similarly, for example, when the lock knob 19 is positioned in the lock position when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state shown in FIG. 20, the active lever 65 is in the lock position. To position. Also in this case, even if the outside handle 17 or the inside handle 18 is moved from the initial position to the latch release position in this state, the latch mechanism maintains the latched state.

  When the active lever 65 is moved to the unlocked position or the locked position by using the electric motor 63 or the lock knob 19, as described above, the linkage portion applies the moving force of the locking control lever 70 to the key switch lever 75. Do not communicate to. Therefore, in this case, for example, when the key switch lever 75 and the outside locking lever 73 are positioned at the neutral position before the active lever 65 rotates, the key switch lever 75 and the outside locking lever 73 remain at the neutral position.

  On the other hand, for example, when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state of FIG. 23 (that is, when the latch mechanism of the latch unit 25 is in the latched state). When the key inserted into the key cylinder is rotated in a predetermined unlocking direction, the outside locking lever 73 rotates to the unlocking position shown in FIG. Then, the key switch lever 75 linked to the outside locking lever 73 moves to the unlock position. Further, the locking control lever 70 linked to the key switch lever 75 moves to the unlock position via the linkage portion. Therefore, the active lever 65 linked to the locking control lever 70 moves to the unlock position via the linkage slot 68 and the linkage pin 71. Also in this case, when the outside handle 17 or the inside handle 18 is moved from the initial position to the latch release position in this state, the latch mechanism is brought into an unlatched state.

Further, when the key switch lever 75 is rotated to the unlock position using the key cylinder, the rotational direction position of the second rotating member 93 with respect to the fourth insulator 89 becomes the unlock position shown in FIG. Then, as shown in FIG. 13, the contact piece 93 c of the second rotating member 93 comes into contact with the contact end 90 e 2 and the contact end 90 g 2 integrated with the fourth insulator 89.
The ECU sends a current to the vehicle body side electrical connector 115 via the electrical cable. This current includes one vehicle body side terminal 117 of the vehicle body side electrical connector 115, a relay terminal 97e, a lock device side terminal 90e, a contact piece 93c, a lock device side terminal 90g, a relay terminal 97g, one vehicle body side terminal 117, And it returns to the ECU side through the electric cable.
Therefore, the ECU determines that the rotational position of the second rotating member 93 relative to the fourth insulator 89 is in the unlock position. In other words, the ECU determines that the active lever 65 is in the unlock position.

  On the other hand, when the vehicle door 10 is in the closed position and the door lock device 20 (actuator unit 50) is in the state shown in FIG. When the key is rotated in the locking direction, the outside locking lever 73 moves to the locking position as shown in FIG. Then, the key switch lever 75 linked to the outside locking lever 73 is moved to the lock position via the linkage pin 74 and the linkage slot 76. Further, the locking control lever 70 linked to the key switch lever 75 via the linkage portion moves to the lock position, and the active lever 65 linked to the locking control lever 70 via the linkage slot 68 and the linkage pin 71. Moves to the locked position. Also in this case, even if the outside handle 17 or the inside handle 18 is moved from the initial position to the latch release position in this state, the latch mechanism maintains the latched state.

Further, when the key switch lever 75 is rotated to the locked position using the key cylinder, the rotational direction position of the second rotating member 93 with respect to the fourth insulator 89 becomes the unlocked position shown in FIG. As shown in FIG. 13, the contact piece 93 c of the second rotating member 93 comes into contact with the contact end 90 f 2 and the contact end 90 e 2 integrated with the fourth insulator 89.
The ECU sends a current to the vehicle body side electrical connector 115 via the electrical cable. This current passes through one vehicle body side terminal 117 of the vehicle body side electrical connector 115, the relay terminal 97e, the contact piece 93c, the lock device side terminal 90f, the relay terminal 97f, one vehicle body side terminal 117, and the electric cable. Return to the ECU side.
Therefore, the ECU determines that the rotational position of the second rotating member 93 relative to the fourth insulator 89 is in the locked position. In other words, the ECU determines that the active lever 65 is in the locked position.

Although not shown, the vehicle according to the present embodiment is a left-side vehicle that is symmetrical with the vehicle door 10 (hereinafter referred to as the right-side door 10) and that can rotate about a vertical rotation axis with respect to the vehicle body. A door (hereinafter referred to as a left door) is provided.
When the right door 10 and the left door are located at the closed position, the left door includes a door lock device for the right door 10 with respect to a plane that passes through the center position of the vehicle and is orthogonal to a straight line extending in the left-right direction. 20 (hereinafter referred to as a right door lock device 20) and a door lock device (hereinafter referred to as a left door lock device) having a left-right symmetrical structure.
Thus, when the right door lock device 20 is provided in the right door 10 and the left door lock device is provided in the left door, for example, when the left door and the right door 10 are located at the closed position, It is necessary to provide the door lock device on each of the left door and the right door 10 so that the left door lock device is symmetrical with the left door lock device. Therefore, at this time, the lock device side electrical connector 85 of the right door lock device 20 and the lock device side electrical connector 85 of the left door lock device need to be symmetrical with each other.
In the present embodiment, when the vehicle body side terminal 117 is not connected to the lock device side terminal 90 and the lock device side electrical connector 85 is not attached to the first housing 52, the lock device side electrical connector 85 is locked. Symmetric with respect to a virtual plane IP passing through the side electrical connector 85.
Therefore, for example, when the right door 10 and the left door are located at the closed position, the right door lock device 20 and the left door are arranged so that the virtual plane IP passing through the left and right lock device side electrical connectors 85 is orthogonal to the left and right direction. If the lock device side electrical connector 85 is provided in the lock device, for example, when the right door 10 and the left door are in the closed position, the left and right lock device side electrical connectors 85 are symmetrical with each other.
Therefore, it is possible to provide the locking device side electrical connectors 85 having the same structure on the right door 10 and the left door, respectively. Therefore, the lock device side electrical connector 85 does not increase the number of component parts of the left door and the right door.

  The first rotating member 92 and the second rotating member 93 are mounted on the rotation support portion 88c of the third insulator 88 and the rotation support portion 89c of the fourth insulator 89 of the lock device side electrical connector 85 of the left door lock device, respectively. Is done.

In general, each vehicle body side terminal 117 (female terminal) of the vehicle body side electrical connector 115 is manufactured so as to have a thin plate thickness.
Each relay terminal 97 (male terminal) of the relay member 95 contacts the corresponding vehicle body side terminal 117 while being fitted to each vehicle body side terminal 117 of the vehicle body side electrical connector 115.
When the vehicle body side terminals 117 and the relay terminals 97 are brought into contact with each other in this manner, it is necessary to make the plate thickness of the relay terminals 97 (male terminals) thicker than the vehicle body side terminals 117 (female terminals).
However, the first free end portions 90 a 1, 90 b 1, 90 c 1, 90 d 1, 90 e 1, 90 f 1, 90 g 1, 90 h 1, 90 i 1, 90 j 1 of the locking device side terminal 90 of the locking device side electrical connector 85, and the relay terminals 97 a, 97 b of the relay member 95. 97c, 97d, 97e, 97f, 97g, 97h, 97i, and 97j are in contact with each other in a non-parallel state. That is, the first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, and 90g1 that are located on the virtual plane IP while the relay terminals 97 move in a direction substantially orthogonal to the virtual plane IP. , 90h1, 90i1, and 90j1 are plastically deformed away from the virtual plane IP. The plastically deformed first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 are in contact with the relay terminals 97, respectively.
Therefore, even if the plate thickness of the first free ends 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 is thinner than each relay terminal 97, the first free ends 90a1, 90b1, 90c1 , 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 and the relay terminals 97 are surely in contact with each other.
Therefore, it is possible to reduce the manufacturing cost of the locking device side electrical connector 85 by making the locking device side terminal 90 of the locking device side electrical connector 85 thinner than the relay terminal 97.

Furthermore, the locking device side electrical connector 85 is connected to the locking device side electrical connector 85 using the second free ends 90a3 and 90b3 of the plurality of locking device side terminals 90a and 90b of the locking device side electrical connector 85 and the fixing protrusion 52a of the first housing 52. It is fixed to the first housing 52.
Therefore, the locking device side electrical connector 85 is not provided with a member for restricting the locking device side electrical connector 85 from being separated from the first housing 52 to the second housing 100 side. Can be separated from That is, it is possible to restrict the locking device side electrical connector 85 from being separated from the first housing 52 without increasing the number of parts.

  As mentioned above, although embodiment of this invention was described, this invention should not be limited to the said embodiment.

You may implement this invention in the aspect of the modification shown in FIG.
In this modification, the relay member 95 is omitted. That is, each vehicle body side terminal 117 of the vehicle body side electrical connector 115 (longer than the vehicle body side terminal 117 of the above embodiment) is directly connected to the first free end portion 90a1, 90b1, 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, and 90j1 are in contact with the relay member 95 in the same manner.
According to this modification, since the relay member 95 can be omitted, the number of parts of the door lock device 20 can be reduced.

  A striker may be provided on the vehicle door, and the door lock device 20 may be provided on the vehicle body.

DESCRIPTION OF SYMBOLS 10 ... Vehicle door, 20 ... Door lock device, 25 ... Latch unit, 26 ... Latch housing, 27 ... First housing (base member), 46 ... Outside open lever ( Open lever), 47 ... Open link, 50 ... Actuator unit, 51 ... Actuator housing, 52 ... First housing (base member), 52a ... Fixing protrusion, 58, 59,. Connector support protrusion, 58a, 59a ... large diameter portion, 58b, 59b ... intermediate diameter portion, 58c, 59c ... small diameter portion, 63 ... electric motor (power supply component), 65 ... Active lever, 70 ... Rocking control lever, 73 ... Outside locking lever, 75 ... Key switch lever, 80 ... In Id open lever (open lever), 85... Locking device side electrical connector, 86... First insulator (terminal support portion), 87... Second insulator (terminal support portion), 88. Insulator (terminal support part), 89 ... 4th insulator (terminal support part), 90a, 90b, 90c, 90d, 90e, 90f, 90g, 90h, 90i, 90j ... Locking device side terminal, 90a1, 90b1 , 90c1, 90d1, 90e1, 90f1, 90g1, 90h1, 90i1, 90j1 ... first free end, 90a3, 90b3 ... second free end, 90e2, 90f2, 90g2, 90h2, 90i2 ... contact End portion, 92 ... first rotating member, 92c ... contact piece (power supply component) (conductive movable member), 93 ... second Rolling member, 93c ... contact piece (power supply component) (conductive movable member), 95 ... relay member, 115 ... vehicle body side electrical connector, 117 ... vehicle body side terminal, IP ... virtual Plane.

Claims (5)

A base member supported on one of a vehicle body and a vehicle door movably supported by the vehicle body;
A latch position supported by the base member and capable of holding the vehicle door in a closed state by engaging with a striker attached to the other of the vehicle body and the vehicle door; and an unlatching position for releasing the striker. A latch that can rotate between
A pole supported by the base member and rotatable to an engagement position that engages with the latch and holds the latch in the latch position, and a non-engagement position that does not hold the latch in the latch position. When,
A conductive material that is a part of a vehicle body side electrical connector connected to one end of an electrical cable to which power is supplied from the vehicle body, and that can be directly or indirectly connected to a plurality of vehicle body side terminals connected to the electrical cable. A locking device-side electrical connector supported by the base member, the plurality of locking device-side terminals comprising:
With
The locking device side electrical connector is
A lock device side terminal group comprising a plurality of the lock device side terminals spaced apart from each other;
A resin terminal support unit integrated with the lock device side terminal group while supporting the lock device side terminal group;
With
When the vehicle body side terminal is not connected to the lock device side terminal group and the lock device side electrical connector is not supported by the base member, the lock device side electrical connector is connected to the lock device side electrical connector. A vehicle door lock device that is symmetric with respect to a virtual plane through which the vehicle passes. The vehicle door lock device according to claim 1,
The pawl is rotated when the vehicle door lock device is in a predetermined unlockable state and is supported by the base member so as to rotate in conjunction with the operation of the handle supported by the vehicle door. An open lever that rotates to a non-engagement position and does not rotate the pawl to the non-engagement position when rotated when the vehicle door lock device is in a predetermined unlockable state;
An active lever that is rotatably supported by the base member in an unlock position that allows the vehicle door lock device to be unlocked and a lock position that disables the lock release;
A driving force is generated that is connected to a plurality of the lock device side terminals and moves the active lever to the unlock position and the lock position when the power is supplied from the plurality of lock device side terminals. An electric motor;
A vehicle door lock device. The vehicle door lock device according to claim 2,
A plurality of the lock device side terminals having a contact end portion that is exposed to the outside of the terminal support portion and selectively connected to a conductive movable member that moves in conjunction with rotation of the active lever. apparatus. The vehicle door lock device according to any one of claims 1 to 3,
When a plurality of the locking device side terminals are pressed by a plurality of intermediate terminals made of a conductive material that protrudes from the surface of the terminal support portion to the outside of the terminal support portion and respectively connected to the plurality of vehicle body side terminals. A vehicle door lock device having first free ends connected to the intermediate terminals while being deformed so as to deviate from the virtual plane. In the vehicle door lock device according to any one of claims 1 to 4,
A plurality of the locking device side terminals project from the surface of the terminal support part to the outside of the terminal support part and are deformed so as to deviate from the virtual plane when pressed by fixing protrusions fixed to the base member. A vehicle door lock device having a second free end portion that bites into the fixing protrusion while being integrated with the fixing protrusion.

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