JP4381906B2 - Door lock device - Google Patents

Description

  The present invention relates to a door lock device used in a vehicle, and more particularly to a door lock provided with a super lock mechanism for invalidating an operation of a lock knob on the indoor side for releasing the lock state in a lock state that prevents door opening. It relates to the device.

  In addition to the lock mechanism that prevents the door from being opened from the outside of the vehicle, the operation of the lock knob inside the vehicle is disabled to avoid the act of unauthorizedly operating the lock knob and unlocking it, thereby preventing theft. There is a door lock device with an improved super lock mechanism. This type of door lock device disables the operation of the lock knob by operating the super lock mechanism by operating the remote control or by operating the super lock mechanism with the actuator that operates based on the signal when the key cylinder is rotated by the key. To do. In this case, it is necessary to activate the lock mechanism to bring it into a locked state. That is, the door lock device includes an actuator that operates a lock mechanism. Furthermore, the door lock device releases the action of the super lock mechanism by a key operation without operating the actuator, thereby bringing the door into an unlocked state where the door can be opened.

  A conventional door lock device has two actuators: an actuator for a super lock mechanism and an actuator for a lock mechanism. Then, a super lock mechanism or a lock mechanism is caused to act by selectively actuating each actuator, and a super lock state, a lock state, or an unlock state is set. This door lock device obtains a super lock state by blocking the release operation by the lock knob of the lock mechanism by the action of the super lock mechanism (for example, see Patent Document 1).

  Further, another conventional door lock device has two actuators, that is, an actuator for a super lock mechanism and an actuator for a lock mechanism, like the conventional door lock device. This door lock device obtains a super lock state by causing the release operation by the lock knob of the lock mechanism to be swung by the action of the super lock mechanism (see, for example, Patent Document 2).

  In another conventional door lock device, a super lock mechanism or a lock mechanism is actuated by the operation of one actuator to enter a super lock state, a lock state, or an unlock state. This door lock device obtains a super lock state by causing the release operation by the lock knob of the lock mechanism to be swung by the action of the super lock mechanism (see, for example, Patent Document 3).

Japanese Patent No. 3400747 Japanese Patent Laid-Open No. 2000-17921 Japanese Patent No. 3029966

  In a conventional door lock device (see Patent Document 1), in order to change from the unlocked state to the super locked state, first the actuator for the locking mechanism is activated to be in the locked state, and then the actuator for the super locking mechanism is activated. And must be super locked. In order to change from the super lock state to the unlock state, the super lock mechanism actuator must first be operated to be locked, and then the lock mechanism actuator must be operated to be unlocked. Thus, in the conventional door lock device, since the actuator for the lock mechanism and the actuator for the super lock mechanism must be operated sequentially, there is a problem that it takes an operation time.

  In another conventional door lock device (see Patent Document 2), in order to change from the unlocked state to the superlocked state, first the actuator for the locking mechanism is operated to be in the locked state, and then the actuator for the superlocking mechanism is used. Must be activated and put into a super-lock state. As described above, in another conventional door lock device, the actuator for the lock mechanism and the actuator for the super lock mechanism must be sequentially operated in order to change from the unlocked state to the super locked state. There is a problem that it takes.

  In yet another conventional door lock device (see Patent Document 3), the actuator is provided with a neutral position, and is operated in one direction from the neutral position to be in the super-lock state via the locked state, and from the neutral position to multiple directions. It is unlocked through the locked state by operation. For this reason, another conventional door lock device has a problem that it takes an operation time because it is always in a locked state.

  In view of the above circumstances, an object of the present invention is to provide a door lock device capable of speeding up the operation time from the unlocked state to the superlocked state and the operation time from the superlocked state to the unlocked state. And

In order to achieve the above object, a door lock device according to claim 1 of the present invention is engaged with a lock lever linked to a lock knob disposed in a vehicle compartment so that the lock lever is locked or unlocked. It has a lock action part that is operated by driving the first drive part in a mode of moving to the lock position, and the door opening operation by the door handle is made in an inactive locked state. A lock mechanism that enables an effective unlocking state, and a super-lock operation unit that operates by driving the second drive unit in a manner that invalidates or enables engagement of the lock lever at the lock position with respect to the lock operation unit. The lock lever is in a super-lock state in which operation from the lock position to the unlock position is invalid, In a door lock device having a super lock mechanism for effectively releasing the operation from the lock position of the bar to the unlock position, the super lock action portion and the lock action portion are linked to each other. The super-lock action is activated in the unlocked state while the super-lock action part is activated in the unlocked state in accordance with the operation of the lock acting part in the unlocked state by driving the first drive part in the locked state. And a linking means for operating the lock action portion to the locked state in accordance with the operation of the second drive portion to the super-lock state by driving the second drive portion .

  A door lock device according to a second aspect of the present invention is the door lock device according to the first aspect, wherein the linking means is provided so as to be separable from the linking arm provided in the locking action portion and the linking arm. An engaging arm that moves integrally with the lever; and the linkage that is provided in the super-locking action part and is engaged with the linkage arm, and the lock action part is actuated to an unlocked state when in the super-lock state. The super lock operating portion is operated to the unlocked state via the arm, and the lock operating portion is set to the locked state via the linkage arm by the operation of the super lock operating portion to the super lock state when unlocked. A first cam portion to be actuated, and a super lock action provided on the super lock action portion and engaged with the engagement arm; A second cam that engages the engagement arm with the linkage arm by operating to the release state, and separates the engagement arm from the linkage arm by operation of the superlock operating portion to the superlock state. It consists of a part.

  The door lock device according to the present invention is provided with a first drive unit that puts the lock mechanism into a locked state and an unlocked state, and a second drive unit that puts the super lock mechanism into a super locked state and a released state. There is provided linkage means for linking the lock action part of the lock mechanism and the super lock action part of the super lock mechanism. Then, when in the unlocked state, the second drive unit is driven to enter the super locked state. Furthermore, the first drive unit is driven to the unlocked state in the super locked state. As a result, the operating time from the unlocked state to the superlocked state and the operating time from the superlocked state to the unlocked state can be made quicker, and boarding / exiting to / from the vehicle is facilitated. The boarding becomes smoother.

  Exemplary embodiments of a door lock device according to the present invention will be explained below in detail with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments.

  1 to 4 show a door lock device according to an embodiment of the present invention. The door lock device illustrated here includes an outside handle D1 as a door handle and a latch mechanism 20 in a side door of a front hinge disposed on the right side of the front seat of an automobile (a door D on the driver's seat in a right-hand drive vehicle). The main case 2 and the sub case 3 are provided. The main case 2 and the sub case 3 are formed of, for example, a synthetic resin, and are joined together and then fastened together by fastening means 4 such as screws to constitute the housing 10.

  The housing 10 constituted by the main case 2 and the sub case 3 includes a latch mechanism accommodating portion 11 extending along the indoor / outdoor direction of the door D and an end portion of the latch mechanism accommodating portion 11 located on the indoor side. The lock mechanism accommodating part 12 extended along the front-back direction of the door D is provided, and when substantially seeing from upper direction, it is exhibiting L shape. In addition, as shown in FIG. 4, in the joint surface between the main case 2 and the sub case 3, the portion that passes from the lower side of the vehicle front side to the upper side and reaches the vehicle rear side (latch mechanism housing portion 11) The packing material 5 is interposed, and the desired water tightness is ensured.

  The latch mechanism accommodating portion 11 of the housing 10 has a horizontal notch groove 13 extending substantially horizontally from the indoor side toward the outdoor side at a position substantially at the center in the height direction. Is housed inside.

  The latch mechanism 20 is the same as the conventional one, and is configured to mesh and hold the striker S provided on the vehicle body side of the automobile as shown in FIG. 5, and includes a latch 21 and a ratchet 22. is there.

  The latch 21 is rotatably disposed at a position above the horizontal cutout groove 13 of the latch mechanism housing portion 11 via a latch shaft 23 extending substantially horizontally along the front-rear direction of the vehicle body. is there. The latch 21 has a meshing groove 21a, a hook portion 21b, and a locking portion 21c.

  The engagement groove 21 a of the latch 21 is formed to open from the outer peripheral surface of the latch 21 toward the latch shaft 23. The meshing groove 21a is formed in a width that can accommodate the striker S.

  The hook portion 21b of the latch 21 is a portion located on the indoor side of the engagement groove 21a when the engagement groove 21a is opened downward. As shown in FIG. 5A, the hook portion 21 b stops at a position (open position) where the horizontal cutout groove 13 is opened when the latch 21 is rotated clockwise around the latch shaft 23. On the other hand, when the latch 21 is rotated counterclockwise around the latch shaft 23, the hook portion 21b crosses the horizontal notch groove 13 (half-latch position) as shown in FIG. As shown in -3, it is configured to stop at a position (latching position) crossing the horizontal cutout groove 13.

  The latching portion 21c of the latch 21 is a portion located on the outdoor side of the engagement groove 21a when the engagement groove 21a is opened downward. As shown in FIG. 5A, the locking portion 21 c crosses the horizontal notch groove 13 when the latch 21 is rotated clockwise around the latch shaft 23, and the rear (outdoor side) of the horizontal notch groove 13. ) In such a manner that it is gradually tilted upward toward. Note that a latch spring (not shown) is provided between the latch 21 and the latch mechanism accommodating portion 11 in FIG. 5 to constantly bias the latch 21 around the latch shaft 23 clockwise.

  The ratchet 22 extends substantially horizontally along the front-rear direction of the vehicle body at a position below the horizontal cutout groove 13 of the latch mechanism housing portion 11 and on the indoor side of the latch shaft 23. It is arrange | positioned so that rotation is possible. The ratchet 22 has an engaging part 22a and an action part 22b.

  The engaging portion 22a of the ratchet 22 is a portion extending radially outward from the ratchet shaft 24 toward the outdoor side. When the ratchet 22 rotates counterclockwise in FIG. 5, the engaging portion 22a can be engaged with the hook portion 21b and the locking portion 21c of the latch 21 described above via its protruding end surface. The action portion 22b of the ratchet 22 is a portion that extends radially outward from the ratchet shaft 24 toward the indoor side.

  As shown in FIGS. 4 and 6, the ratchet 22 is provided with a ratchet lever 25. The ratchet lever 25 rotates around the ratchet shaft 24 together with the ratchet 22 at a position on the front side of the vehicle. The ratchet lever 25 extends from the ratchet shaft 24 in the same direction as the action portion 22b of the ratchet 22, and then bends to the vehicle front side (lock mechanism accommodating portion 12 side), and the lower area thereof is bent to the vehicle interior side. A contact portion 25a, and an operation end portion 25b extending from the contact portion 25a to the front side of the vehicle and then bent toward the vehicle interior side. The ratchet lever 25 is connected in a manner of rotating together with the ratchet 22 by a linkage pin 26 shown in FIG. Note that a ratchet spring (not shown) is provided between the ratchet 22 and the latch mechanism accommodating portion 11 in FIG. 5 to constantly urge the ratchet 22 around the ratchet shaft 24 counterclockwise.

  In the latch mechanism 20, a switch 27 for detecting the position of the latch 21 is disposed above the latch 21. The armature of the switch 27 is in sliding contact with the outer peripheral surface of the latch 21 and is separated from the outer peripheral surface of the latch 21 to detect that the latch 21 is in the latch position, and the latch 21 is in a position other than the latch position (for example, an open position, When in the half-latch position, a vehicle interior light (not shown) or the like is turned on.

  In the latch mechanism 20 configured as described above, when the door D is in an open state (open door state) with respect to the vehicle body, the latch 21 is disposed at the open position as shown in FIG. Thus, the vehicle interior light is on. When the door D is closed from this state, the striker S provided on the vehicle body side enters the horizontal cutout groove 13 of the latch mechanism housing portion 11, and the striker S eventually comes into contact with the locking portion 21c of the latch 21. Become. As a result, the latch 21 rotates counterclockwise around the latch shaft 23 in FIG. 5 against the elastic force of the latch spring (not shown). During this time, the ratchet 22 is such that the protruding end surface of the engaging portion 22a is in sliding contact with the outer peripheral surface of the latch 21 due to the elastic force of a ratchet spring (not shown). Rotate around 24.

  When the door D is further closed from the above-described state, the amount of the striker S entering the horizontal notch groove 13 gradually increases as shown in FIG. 5B, so that the latch 21 further rotates counterclockwise. Eventually, the engaging portion 22a of the ratchet 22 reaches the engaging groove 21a of the latch 21. In this state, the locking portion 21c of the latch 21 comes into contact with the engaging portion 22a of the ratchet 22, so that the latch 21 rotates clockwise against the elastic restoring force of a latch spring (not shown). Will be blocked. In addition, since the hook portion 21b of the latch 21 is arranged so as to cross the horizontal cutout groove 13, the striker S moves in a direction away from the horizontal cutout groove 13 by the hook portion 21b, that is, the door D with respect to the vehicle body. The opening operation is prevented (half latch state).

  When the door D is further closed from the half-latch state described above, the striker S entering the horizontal notch groove 13 causes the latch 21 to move around the latch shaft 23 via the locking portion 21c as shown in FIG. Further, the striker S is further rotated counterclockwise, and the striker S reaches the back of the horizontal cutout groove 13 (outdoor). During this time, the ratchet 22 rotates clockwise around the ratchet shaft 24 in FIG. 5 against the elastic force of the ratchet spring (not shown) by the hook portion 21b of the latch 21 coming into contact with the upper surface of the engaging portion 22a. When the hook 21b of the latch 21 passes, it immediately rotates counterclockwise by the elastic restoring force of a ratchet spring (not shown). As a result, as shown in FIG. 5-3, the hook portion 21b of the latch 21 comes into contact with the engaging portion 22a of the ratchet 22, so that the latch 21 resists the elastic restoring force of the latch spring (not shown). 21 clockwise rotation is prevented. Even in this state, since the hook portion 21b of the latch 21 is arranged so as to cross the horizontal cutout groove 13, the striker S is moved by the hook portion 21b in a direction in which the striker S is detached from the back side (outdoor) of the horizontal cutout groove 13. As a result, the door D is kept closed with respect to the vehicle body (full latch state), and the vehicle interior light is turned off.

  Further, the action portion 22b of the ratchet 22 or the contact portion 25a of the ratchet lever 25 is moved clockwise around the ratchet shaft 24 in FIG. 5 against the elastic force of the ratchet spring (not shown) from the full latch state described above. When rotated, the abutting engagement state between the hook portion 21b of the latch 21 and the engaging portion 22a of the ratchet 22 is released, and the latch 21 rotates clockwise in FIG. 7 by the elastic restoring force of a latch spring (not shown). To do. As a result, as shown in FIG. 5A, the horizontal cutout groove 13 is opened, the striker S can move in a direction away from the horizontal cutout groove 13, and the door D can be operated to open the vehicle body. The vehicle interior light is turned on.

  As shown in FIGS. 1 to 4, the lock mechanism accommodating portion 12 of the housing 10 accommodates an open lever 30, a link lever 40, an inner handle lever 50, a lock mechanism 60, and a super lock mechanism 70.

  The open lever 30 is disposed at a position further lower than the ratchet 22 of the latch mechanism 20 via an open lever shaft 31 extending substantially horizontally along the longitudinal direction of the vehicle body. As shown in FIG. 6, it has an open action end portion 30a, an open operation end portion 30b, and a pressure receiving portion 30c.

  The open action end portion 30 a of the open lever 30 is a portion extending radially outward from the open lever shaft 31 toward the outdoor side, and the extended end portion protrudes outside the housing 10. An outside handle linking means 32 such as a link that links the outside handle D1 provided on the door D is connected to a portion of the open action end 30a that protrudes outside the housing 10. More specifically, when the outside handle D1 is operated to open the door, the outside handle linking means so that the open lever 30 rotates counterclockwise around the open lever shaft 31 as shown in FIG. 6-2. 32 is connected.

  The open operation end portion 30 b of the open lever 30 is a portion extending radially outward from the open lever shaft 31 toward the indoor side, and the extended end portion is a contact portion of the ratchet lever 25 inside the housing 10. It is located in the lower area of 25a.

  The pressure receiving portion 30c of the open lever 30 is a portion that is positioned below the open operation end portion 30b and bent forward from the lower edge portion of the open lever 30. Note that an open lever spring 33 is provided between the open lever 30 and the lock mechanism housing portion 12 in FIG. 6 to constantly bias the open lever 30 around the open lever shaft 31 clockwise.

  The link lever 40 is attached to the open operation end 30 b of the open lever 30. As shown in FIGS. 6 and 7, the link lever 40 has a mounting hole 40a at its base end. The mounting hole 40 a is formed in a rotator 40 aa that is provided so as to be rotatable about an axis along the indoor / outdoor direction of the vehicle main body with respect to the link lever 40. The link lever 40 is provided so as to be movable up and down together with the open operation end 30b by inserting the open operation end 30b of the open lever 30 through the mounting hole 40a, and can rotate with respect to the open operation end 30b. It is supported via a moving element 40aa so as to be rotatable around an axis along the indoor / outdoor direction of the vehicle body. The link lever 40 is provided with a ratchet driving portion 40b, a panic lever connecting portion 40c, and a lock preventing portion 40d.

  The ratchet driving portion 40b of the link lever 40 is a portion extending radially outward from the mounting hole 40a toward the contact portion 25a of the ratchet lever 25. The ratchet drive part 40b is provided so that the contact part 25a of the ratchet lever 25 can be pressed by the upward movement of the link lever 40.

  The panic lever coupling portion 40 c of the link lever 40 is a portion that extends upward from the mounting hole 40 a toward the side of the operating end portion 25 b of the ratchet lever 25. The extending portion of the panic lever connecting portion 40c is formed with a connecting groove hole 40e that forms an elongated hole in the vertical direction.

  The lock prevention portion 40d of the link lever 40 is adjacent to the operation end portion 25b of the ratchet lever 25 and prevents the link lever 40 from rotating when the latch 21 is in the open position. The lock preventing portion 40d is a portion that extends downward from the side of the panic lever coupling portion 40c and then extends downward.

  As shown in FIGS. 4 and 7, the inner handle lever 50 is rotatable in the lower region of the open lever 30 via an inner lever shaft 51 that extends substantially horizontally along the interior / exterior direction of the vehicle body. It is arranged. The inner handle lever 50 has an inner action portion 50a and an operating end portion 50b.

  The inner operating portion 50a of the inner handle lever 50 is a portion extending upward from the inner lever shaft 51, and its extending end protrudes to the outside of the housing 10 as shown in FIG. An inner handle linking means 52 such as a link or a wire that links with the inside handle D2 provided on the indoor side of the door D is connected to a portion of the inner action portion 50a that protrudes outside the housing 10. More specifically, when the inside handle D2 is operated to open the door, the inside handle linking means 52 is set so that the inner handle lever 50 rotates counterclockwise around the inner lever shaft 51 as shown in FIG. Connected.

  The operating end 50b of the inner handle lever 50 contacts the pressure receiving portion 30c of the open lever 30 when the inner handle lever 50 is rotated counterclockwise around the inner lever shaft 51 as shown in FIG. 7-2. Touch and push it up.

  The locking mechanism 60 latches the unlocking state in which the rotation operation of the open lever 30 by the opening operation of the outside handle D1 is transmitted to the latch mechanism 20 and the rotation operation of the opening lever 30 by the opening operation of the outside handle D1. 20 is switched to a locked state that is not transmitted to 20. As shown in FIGS. 4 and 8, the lock mechanism 60 has a key lever 61, a key sub lever 62, a connection on the surface of the main case 2 facing the sub case 3, that is, the surface covered by the sub case 3. A lever 63, a sector gear 65, a panic lever 66, and a worm wheel 67 are provided.

  The key lever 61 is rotatably disposed at a position below the housing 10. As shown in FIGS. 8 and 9, the key lever 61 includes an input shaft portion 611, a rotating recess 612, and a lever portion 613.

  The input shaft portion 611 of the key lever 61 serves as an input portion for inputting a rotational driving force when the key cylinder KC provided on the door D is operated by key operation as shown in FIG. The input shaft portion 611 is connected to key cylinder linking means 615 such as a link or cable for transmitting the rotational driving force of the key cylinder KC by key operation. More specifically, when the key cylinder KC is operated for locking, the key lever 61 rotates counterclockwise as shown in FIG. 9-2, and when the key cylinder KC is operated for unlocking, the key lever 61 is operated as shown in FIG. As shown, a key cylinder linking means 615 is connected to the input shaft portion 611 so as to rotate clockwise.

  A rotation recess 612 of the key lever 61 is recessed in the input shaft portion 611. The turning recess 612 supports the key lever 61 in a turnable manner by fitting into a protrusion (not shown) formed in the sub case 3.

  The lever portion 613 of the key lever 61 is a portion that extends in the radially outward direction of the input shaft portion 611. A key link connecting hole 614 is formed at the extended end of the lever portion 613.

  As shown in FIGS. 8 and 9, the key sub-lever 62 is rotatably disposed above the key lever 61 on the front side of the vehicle. The key sub lever 62 includes a rotation hole 621, a key link connecting portion 622, a lock switching protrusion 623, an unlock switching protrusion 624, a lock operation recognition protrusion 625, and an unlock operation recognition protrusion 626.

  The rotation hole 621 of the key sub lever 62 is inserted through a columnar convex portion 201 formed in the main case 2 so as to extend into the housing 10 (inside the vehicle body). Thereby, the rotation hole 621 arrange | positions the key sub lever 62 so that rotation is possible around the convex part 201 in FIG. 8 and FIG.

  The key link connecting portion 622 of the key sub lever 62 is a portion extending radially outward from the axis of the rotation hole 621 (the convex portion 201). A key link connecting hole 622a is formed at the tip of the key link connecting portion 622. The key link connection hole 622a and the key link connection hole 614 of the key lever 61 are connected by a key link 627. In other words, the rotation operation of the key lever 61 can be transmitted to the key sub lever 62 via the key link 627.

  Both the lock switching protrusion 623 and the unlock switching protrusion 624 of the key sub lever 62 are formed to extend radially outward from the axis of the rotation hole 621. When the key sub-lever 62 is rotated, the lock mechanism 60 is switched from the unlocked state to the locked state by the lock switching projection 623 (see FIG. 9-2). On the other hand, when the key sub-lever 62 is rotated, the lock mechanism 60 is switched from the locked state to the unlocked state by the unlock switching protrusion 624 (see FIG. 9-1).

  Both the lock operation recognizing protrusion 625 and the unlock operation recognizing protrusion 626 of the key sub-lever 62 are formed to extend radially outward from the axis of the rotation hole 621. When the lock mechanism 60 is switched from the unlocked state to the locked state by the rotation of the key sub lever 62, the lock operation recognition protrusion 625 tilts the detection piece 628a of the switch 628 clockwise (see FIG. 9-2). . On the other hand, when the lock mechanism 60 is switched from the locked state to the unlocked state by the rotation of the key sub lever 62, the unlock operation recognition protrusion 626 tilts the detection piece 628a of the switch 628 counterclockwise (FIG. 9-1). reference). As described above, the lock operation recognizing protrusion 625 and the unlock operation recognizing protrusion 626 actuate the detection piece 628a of the switch 628 to identify the key operation of the key cylinder KC, that is, the lock operation and the unlock operation. To do.

  The connect lever 63 constitutes the lock operating portion of the present invention, and is arranged in a manner overlapping the key sub lever 62 on the vehicle interior side as shown in FIG. As shown in FIG. 8, the connect lever 63 has a rotation hole 631, a switching protrusion 632, a sector gear connecting portion 633, and a switch lever 634.

  The rotation hole 631 of the connect lever 63 is inserted through the convex portion 201. Thereby, the rotation hole 631 arrange | positions the connection lever 63 so that rotation around the convex part 201 in FIG. That is, the connect lever 63 is rotatably attached on the same axis as the rotation hole 621 of the key sub lever 62.

  The switching protrusion 632 of the connect lever 63 is a protrusion that switches the connect lever 63 from the unlock position to the lock position or from the lock position to the unlock position in accordance with the rotation of the key sub lever 62. The switching protrusion 632 is formed on the surface facing the key sub lever 62. More specifically, the switching protrusion 632 is provided so as to be able to contact the lock switching protrusion 623 and the unlock switching protrusion 624 of the key sub lever 62. Then, the lock switching projection 623 contacts the switching projection 632 and presses the switching projection 632, whereby the connect lever 63 is switched from the unlocked position to the locked position (see FIG. 9-2). On the other hand, when the unlocking switching projection 624 contacts the switching projection 632 and presses the switching projection 632, the connect lever 63 is switched from the locked position to the unlocked position (see FIG. 9-1).

  The sector gear connecting portion 633 of the connect lever 63 is a portion extending radially outward from the rotation hole 631 of the connect lever 63. The sector gear connecting portion 633 includes a connecting projection 635 at the extended tip. Note that the connecting convex portion 635 extends substantially horizontally along the outdoor direction of the vehicle from the surface located on the outdoor side at the tip of the sector gear connecting portion 633.

  The switch lever 634 of the connect lever 63 is for detecting the position of the connect lever 63. The switch lever 634 turns off the switch 636 when the connect lever 63 is in the unlock position (see FIG. 10). On the other hand, the switch lever 634 turns on the switch 636 when the connect lever 63 is switched to the lock position (see FIG. 11).

  A spring 637 is provided between the connect lever 63 and the main case 2. The spring 637 maintains the connect lever 63 at the unlock position (see FIG. 10) or the lock position (see FIG. 11) when the connect lever 63 rotates.

  As shown in FIG. 8, the sector gear 65 is rotatably disposed via a gear shaft 651 extending substantially horizontally along the indoor / outdoor direction of the vehicle body. The sector gear 65 includes a connect lever connecting portion 652, a driven gear portion 654, and a panic lever abutting portion 655.

  The connect lever connecting portion 652 of the sector gear 65 is formed extending in the radially outward direction of the gear shaft 651. The connecting lever connecting portion 652 is formed with a connecting slot 656. A connecting projection 635 formed in the connect lever 63 is inserted into the connecting groove 656. That is, the sector gear 65 rotates clockwise around the gear shaft 651 by the counterclockwise rotation of the connect lever 63, while the sector gear 65 rotates counterclockwise around the gear shaft 651 by the clockwise rotation of the connect lever 63. Rotate around.

  The driven gear portion 654 of the sector gear 65 is formed in a fan shape around the gear shaft 651 as shown in FIG. The driven gear portion 654 has a pair of outer teeth 654a and 654b, a first passive tooth 654c, and a second passive tooth 654d on the outer peripheral surface thereof. The pair of outer teeth 654a and 654b, the first passive teeth 654c, and the second passive teeth 654d are provided at three stages having different heights along the extending direction of the gear shaft 651. The pair of outer teeth 654a and 654b are provided on both sides of the driven gear portion 654, and are disposed at positions closest to the indoor side. The first passive tooth 654c is provided at a position close to the one outer tooth 654a between the pair of outer teeth 654a and 654b, and is disposed at an intermediate position along the extending direction of the gear shaft 651. It is. The second passive tooth 654d is provided at a position between the other outer tooth 654b and the first passive tooth 654c, and is disposed at a position that is the most outdoor side.

  The panic lever contact portion 655 of the sector gear 65 is formed so as to protrude from the vehicle rear side edge portion of the sector gear 65 to the indoor side.

  As shown in FIG. 4, the panic lever 66 connects the sector gear 65 and the link lever 40. As shown in FIG. 8, the panic lever 66 is rotatably attached to the gear shaft 651. The panic lever 66 is formed extending radially outward from the gear shaft 651, and is provided with a connecting convex portion 661 and a sector gear contact portion 662.

  The connecting convex portion 661 of the panic lever 66 is a cylindrical portion that protrudes substantially horizontally along the indoor / outdoor direction of the vehicle main body from the surface located on the indoor side at the tip of the panic lever 66. The connecting projection 661 is mounted in the connecting groove 40e of the link lever 40 described above.

  The sector gear contact portion 662 of the panic lever 66 is a step portion formed on the vehicle rear side in the middle portion of the panic lever 66. The sector gear abutting portion 662 abuts on the panic lever abutting portion 655 of the sector gear 65 and can be interlocked.

  A panic spring 663 is interposed between the sector gear 65 and the panic lever 66, and the sector gear contact portion 662 of the panic lever 66 is urged so as to contact the panic lever contact portion 655 of the sector gear 65. It is.

  As shown in FIG. 8, the worm wheel 67 is rotatably disposed above the sector gear 65 via a worm shaft 671 extending substantially horizontally along the interior / exterior direction of the vehicle body. . An intermittent gear 672 is fixed to the worm wheel 67 on the same axis.

  The intermittent gear 672 of the worm wheel 67 has a basic tooth 672a, a pair of first drive teeth 672b, and a pair of second drive teeth 672c. The intermittent gear 672 constitutes a one-way power transmission means between the pair of outer teeth 654a, 654b, the first passive teeth 654c, and the second passive teeth 654d provided in the driven gear portion 654 of the sector gear 65. That is, the basic teeth 672a, the pair of first drive teeth 672b, and the pair of second drive teeth 672c of the intermittent gear 672 are a pair of outer teeth 654a, 654b, a first passive tooth 654c, and a second passive tooth of the driven gear portion 654. Similar to 654d, it is provided at three stages of different heights along the extending direction of the worm shaft 671. The basic teeth 672a mesh only with the outer teeth 654a and 654b, and the first drive teeth 672b Only the first passive tooth 654c is engaged, and the second driving tooth 672c is configured to engage only the second passive tooth 654d. Further, a neutral position is maintained between the worm wheel 67 and the main case 2 so that the basic teeth 672a of the intermittent gear 672 of the worm wheel 67 are directed toward the axis of the gear shaft 651 (hereinafter simply referred to as a neutral state). A return spring 673 is provided.

  When the sector gear 65 is rotated clockwise around the gear shaft 651 from the position shown in FIG. 10 (hereinafter simply referred to as the unlock position) to the position shown in FIG. Since each tooth 654a, 654b, 654c, 654d of the gear portion 654 does not mesh with any tooth 672a, 672b, 672c of the intermittent gear 672, the worm wheel 67 is not rotated. Similarly, when the sector gear 65 is rotated counterclockwise around the gear shaft 651 from the locked position shown in FIG. 11 to the unlocked position shown in FIG. 10, the worm wheel 67 does not rotate.

  As shown in FIG. 4, the worm wheel 67 meshes with a worm 676 fixed to an output shaft of a drive motor 675 serving as a first drive unit. When the worm wheel 67 is rotated counterclockwise around the worm shaft 671 from the state shown in FIG. 10 by driving the drive motor 675, the first drive is performed after the basic teeth 672a mesh with the outer teeth 654a. The tooth 672b meshes with the first passive tooth 654c, and the second driving tooth 672c meshes with the second passive tooth 654d. As a result, as shown in FIG. 11, the sector gear 65 rotates around the gear shaft 651 clockwise via the driven gear portion 654. Further, as the sector gear 65 rotates clockwise, the link lever 40 rotates counterclockwise around the open operation end 30b of the open lever 30 via the rotator 40aa and is displaced to the locked position. become. At the same time, as the sector gear 65 rotates clockwise, the connect lever 63 rotates counterclockwise and is displaced to the lock position.

  After the sector gear 65, the link lever 40 and the connect lever 63 are displaced from the unlock position shown in FIG. 10 to the lock position shown in FIG. 11 by the rotation of the worm wheel 67, the sector gear 65 is no longer rotated by the intermittent gear 672. The worm wheel 67 returns to the neutral state without rotating the sector gear 65 due to the elastic restoring force of the neutral return spring 673.

  In addition, when the worm wheel 67 is rotated clockwise around the worm shaft 671 from the state shown in FIG. 11 by driving the drive motor 675, the second drive teeth after the basic teeth 672a mesh with the outer teeth 654b. 672c meshes with the second passive tooth 654d, and the first drive tooth 672b meshes with the first passive tooth 654c. As a result, as shown in FIG. 10, the sector gear 65 rotates counterclockwise around the gear shaft 651 via the driven gear portion 654. Further, as the sector gear 65 rotates counterclockwise, the link lever 40 rotates clockwise around the open operation end 30b of the open lever 30 via the rotator 40aa and is displaced to the unlock position. It will be. At the same time, as the sector gear 65 rotates counterclockwise, the connect lever 63 rotates clockwise and is displaced to the unlock position.

  After the sector gear 65, the link lever 40, and the connect lever 63 are displaced from the locked position shown in FIG. 11 to the unlocked position shown in FIG. 10 by the rotation of the worm wheel 67, the sector gear 65 is no longer rotated by the intermittent gear 672. The worm wheel 67 returns to the neutral state without rotating the sector gear 65 due to the elastic restoring force of the neutral return spring 673.

  When the lock mechanism 60 is in the locked state, the super lock mechanism 70 does not transmit the operation of the lock knob D3 disposed in the vehicle compartment to the lock mechanism 60 and the operation of the lock knob D3 to the lock mechanism 60. It switches to the super lock state. As shown in FIGS. 4 and 8, the super lock mechanism 70 is formed on the surface of the main case 2 facing the sub case 3, that is, the surface covered with the sub case 3 in the main case 2. , An engagement arm 73, a sector gear 74, and a worm wheel 75 are provided.

  The linkage arm 71 constitutes the linkage means of the present invention and is provided on the connect lever 63. The linkage arm 71 extends from the rotation hole 631 of the connect lever 63 in the radially outward direction opposite to the sector gear coupling portion 633. The linkage arm 71 includes an engagement convex portion 711 on the surface on the indoor side of the extended tip portion. The engaging convex portion 711 protrudes in the vehicle interior direction and has a substantially rectangular shape. The linkage arm 71 includes a linkage pin 713 on the outdoor side surface of the extended tip. The linkage pin 713 extends in the vehicle interior direction.

  The rotation shaft 72 is provided on the convex portion 201 that is the rotation center of the connect lever 63. A shaft hole 201a is provided in the central portion of the convex portion 201, and the rotation shaft 72 is inserted through the shaft hole 201a. One end of the rotation shaft 72 is rotatably inserted into the shaft hole 201 a, and the other end penetrates the sub case 3 and protrudes outside the housing 10. That is, the rotation shaft 72 is supported between the main case 2 and the sub case 3 so as to be rotatable on the same axis as the key sub lever 62 and the connect lever 63. The rotating shaft 72 integrally has a sliding guide portion 721 located on the indoor side of the connect lever 63 inside the housing 10. The sliding guide portion 721 is made of a plate body that extends in a radially outward direction of the rotating shaft 72, and a guide protrusion 722 that extends toward a predetermined radially outward direction of the rotating shaft 72 on the surface of the plate body. It has.

  The engaging arm 73 constitutes the linking means of the present invention and is engaged with the rotating shaft 72. The engagement arm 73 is inserted through the rotation shaft 72 and has an engagement long hole 731 that extends in a predetermined radial outward direction of the rotation shaft 72 while engaging with the guide protrusion 722 of the sliding guide portion 721. is doing. That is, the engagement arm 73 is provided so as to be always rotatable together with the rotation shaft 72 and is slidable in a predetermined radial outward direction of the rotation shaft 72.

  Further, the engaging arm 73 has an insertion groove 732 on the distal end side extending in a predetermined radially outward direction on the rotating shaft 72. The insertion groove 732 is formed in an arc shape with the rotation shaft 72 substantially at the center, and is formed to open only in the counterclockwise direction about the rotation shaft 72 in FIG. An engagement groove portion 733 extending in a predetermined radial outward direction of the rotation shaft 72 is provided on the back side of the insertion groove 732. As shown in FIG. 10, the engaging protrusion 711 provided on the linkage arm 71 is loosely inserted into the insertion groove 732. Further, the engaging convex portion 711 is engaged with the engaging groove portion 733. The engaging groove portion 733 and the engaging convex portion 711 engage with each other when the engaging arm 73 slides in a direction approaching the rotation shaft 72 (see FIGS. 10 and 11). When the engagement groove 733 and the engagement protrusion 711 are engaged with each other, the engagement arm 73 is rotated integrally with the connect lever 63. On the other hand, the engagement groove 733 and the engagement protrusion 711 are separated from each other when the engagement arm 73 slides in a direction away from the rotation shaft 72 (see FIG. 12). When the engaging groove portion 733 and the engaging convex portion 711 are separated from each other, the engaging arm 73 is rotated separately from the connect lever 63.

  In addition, the engagement arm 73 includes an interlocking pin 734 on the outdoor side surface of the distal end portion extending in a predetermined radially outward direction on the rotation shaft 72. The interlocking pin 734 extends in the vehicle interior direction.

  A lock lever 76 is attached to the other end of the rotating shaft 72 that protrudes outside the housing 10. That is, the lock lever 76 is integrally provided with the engaging arm 73 so as to be always rotatable together with the rotation shaft 72. Therefore, as described above, when the engagement groove 733 of the engagement arm 73 and the engagement protrusion 711 of the linkage arm 71 are engaged with each other, the lock lever 76 is connected to the connect lever 63 via the linkage arm 71. It will be in the state of rotating integrally with. On the other hand, when the engaging groove portion 733 and the engaging convex portion 711 are separated from each other, the lock lever 76 is rotated separately from the connect lever 63 without the linkage arm 71 being interposed.

  As shown in FIG. 3, the lock lever 76 has a button connecting portion 76a. The button connecting portion 76 a is a tip portion of the lock lever 76 that extends from the rotation shaft 72 in the radially outward direction. The button connecting portion 76a is connected to a lock knob linking means 77 such as a link or a wire that links the lock knob D3 provided on the vehicle interior side. That is, when the lock lever 76 is rotated integrally with the connect lever 63, when the lock knob D3 is locked from the unlock position to the lock position, the driving force is transmitted to the lock lever 76 via the lock knob linking means 77, The lock lever 76 rotates counterclockwise (lock position) in FIG. 3 to rotate the rotation shaft 72 counterclockwise. On the other hand, when the lock knob D3 is unlocked from the lock position to the unlock position, the driving force is transmitted to the lock lever 76 via the lock knob linking means 77, and the lock lever 76 rotates clockwise (unlock position). Operate to rotate the pivot shaft 72 clockwise. Thus, the driving force from the outside of the housing 10 that operates the lock knob D3 is transmitted to the lock lever 76 via the lock knob linking means 77 and input to the rotating shaft 72.

  When the connect lever 63 shifts from the unlock position to the lock position, the lock lever 76 rotates from the unlock position to the lock position, and the lock knob D3 shifts to the lock position via the lock knob linking means 77. On the other hand, when the connect lever 63 shifts from the locked position to the unlocked position, the lock lever 76 rotates from the locked position to the unlocked position, and the lock knob D3 shifts to the unlocked position via the lock knob linking means 77.

  The sector gear 74 constitutes a super-lock working part of the present invention, and as shown in FIG. 8, is disposed so as to be rotatable via a gear shaft 741 extending substantially horizontally along the indoor / outdoor direction of the vehicle body. is there. The sector gear 74 has an arm connecting part 742 and a driven gear part 743.

  The arm connecting portion 742 of the sector gear 74 is formed extending in the radially outward direction of the gear shaft 741. The arm connecting portion 742 is formed with a connecting arm connecting groove hole 744 as a first cam portion constituting the connecting means of the present invention. A linkage pin 713 formed on the linkage arm 71 provided with the connect lever 63 is inserted into the linkage arm coupling groove 744. As shown in FIG. 12, the linkage arm connecting slot 744 rotates the connect lever 63 in the locked position clockwise (unlocked position) only when the sector gear 74 rotates in the clockwise direction (superlock position). ), The sector gear 74 is rotated counterclockwise (release position) around the gear shaft 741 as shown in FIG. On the other hand, the linkage arm connecting slot 744 rotates the sector gear 74 in the release position clockwise (super-lock) only when the connect lever 63 rotates in the clockwise direction (unlock position) as shown in FIG. ) To rotate the connect lever 63 counterclockwise (lock position) as shown in FIG. The link arm connecting slot 744 invalidates the relative rotation between the connect lever 63 and the sector gear 74 in other cases.

  Further, the arm connecting portion 742 is formed with an engaging arm connecting groove 745 as a second cam portion constituting the linking means of the present invention. An interlocking pin 734 formed on the engaging arm 73 is inserted into the engaging arm connecting slot 745. As shown in FIG. 12, the engaging arm connecting groove hole 745 slides the engaging arm 73 away from the rotating shaft 72 when the sector gear 74 rotates clockwise (super-lock position). Then, the engagement between the engagement groove 733 and the engagement protrusion 711 is released. On the other hand, as shown in FIGS. 10 and 11, the engagement arm connecting groove hole 745 moves the engagement arm 73 closer to the rotation shaft 72 when the sector gear 74 rotates counterclockwise (release position). The engagement groove 733 and the engagement protrusion 711 are engaged with each other by sliding.

  The driven gear portion 743 of the sector gear 74 is formed in a fan shape around the gear shaft 741 as shown in FIG. The driven gear portion 743 has a pair of outer teeth 743a and 743b, a first passive tooth 743c, and a second passive tooth 743d on the outer peripheral surface thereof. The pair of outer teeth 743a and 743b, the first passive teeth 743c, and the second passive teeth 743d are provided at three stages of different heights along the extending direction of the gear shaft 741. The pair of outer teeth 743a and 743b are provided on both sides of the driven gear portion 743, and are disposed at positions closest to the indoor side. The first passive teeth 743c are provided between the pair of outer teeth 743a and 743b and close to one outer tooth 743a, and are disposed at an intermediate position along the extending direction of the gear shaft 741. It is. The second passive tooth 743d is provided at a position between the other outer tooth 743b and the first passive tooth 743c, and is disposed at a position that is the most outdoor side.

  A spring 746 is provided between the sector gear 74 and the main case 2. The spring 746 maintains the sector gear 74 in the release position shown in FIG. 10 or 11 or the superlock position shown in FIG. 12 when the sector gear 74 is rotated.

  As shown in FIG. 8, the worm wheel 75 is rotatably disposed in a lower region of the sector gear 74 via a worm shaft 751 extending substantially horizontally along the indoor / outdoor direction of the vehicle body. An intermittent gear 752 is fixed to the worm wheel 75 on the same axis.

  The intermittent gear 752 of the worm wheel 75 has basic teeth 752a, a pair of first drive teeth 752b, and a pair of second drive teeth 752c. The intermittent gear 752 constitutes a one-way power transmission means between the pair of outer teeth 743a, 743b, the first passive teeth 743c, and the second passive teeth 743d provided in the driven gear portion 743 of the sector gear 74. That is, the basic tooth 752a, the pair of first drive teeth 752b, and the pair of second drive teeth 752c of the intermittent gear 752 are a pair of outer teeth 743a, 743b, a first passive tooth 743c, and a second passive tooth of the driven gear portion 743. Similarly to 743d, it is provided at three stages of different heights along the extending direction of the worm shaft 751, the basic teeth 752a mesh only with the outer teeth 743a and 743b, and the first drive teeth 752b Only the first passive teeth 743c mesh with each other, and the second drive teeth 752c mesh with only the second passive teeth 743d. Further, a neutral position is maintained between the worm wheel 75 and the main case 2 so that the basic teeth 752a of the intermittent gear 752 of the worm wheel 75 are directed toward the axis of the gear shaft 741 (hereinafter simply referred to as a neutral state). A return spring 753 is provided.

  When the sector gear 74 is rotated clockwise around the gear shaft 741 from the position shown in FIG. 10 or FIG. 11 (hereinafter simply referred to as the release position) to the position shown in FIG. Since the teeth 743a, 743b, 743c, and 743d of the driven gear portion 743 at 74 do not mesh with any of the teeth 752a, 752b, and 752c of the intermittent gear 752, the worm wheel 75 is not rotated. Similarly, when the sector gear 74 is rotated counterclockwise around the gear shaft 741 from the superlock position shown in FIG. 12 to the release position shown in FIG. 11, the worm wheel 75 does not rotate.

  As shown in FIG. 4, the worm wheel 75 meshes with a worm 756 fixed to the output shaft of a drive motor 755 serving as a second drive unit. When the worm wheel 75 is rotated counterclockwise around the worm shaft 751 from the state shown in FIG. 10 or FIG. 11 by driving the drive motor 755, the basic teeth 752a mesh with the outer teeth 743a. The first drive teeth 752b mesh with the first passive teeth 743c, and the second drive teeth 752c mesh with the second passive teeth 743d. Accordingly, as shown in FIG. 12, the sector gear 74 rotates clockwise around the gear shaft 741 via the driven gear portion 743 and is displaced to the super lock position.

  After the sector gear 74 is displaced from the release position shown in FIG. 10 or FIG. 11 to the superlock position shown in FIG. 12 by the rotation of the worm wheel 75, the sector gear 74 can no longer be rotated by the intermittent gear 752 and is neutral. The elastic restoring force of the return spring 753 returns the worm wheel 75 to the neutral state without rotating the sector gear 74.

  In addition, when the worm wheel 75 is rotated clockwise around the worm shaft 751 from the state shown in FIG. 12 by driving the drive motor 755, the second drive teeth after the basic teeth 752a mesh with the outer teeth 743b. 752c meshes with the second passive tooth 743d, and the first drive tooth 752b meshes with the first passive tooth 743c. As a result, as shown in FIG. 11, the sector gear 74 rotates counterclockwise around the gear shaft 741 via the driven gear portion 743 and is displaced to the release position.

  After the sector gear 74 is displaced from the super lock position shown in FIG. 12 to the release position shown in FIG. 11 by the rotation of the worm wheel 75, the sector gear 74 can no longer be rotated by the intermittent gear 752, and the neutral return spring 753. Due to the elastic restoring force, the worm wheel 75 returns to the neutral state without rotating the sector gear 74.

  In the door lock device described above, when the lock mechanism 60 is in the unlocked state as shown in FIG. 10 in the closed state (closed door state) of the door D, as shown in FIGS. 6-1 and 7-1, The ratchet driving portion 40b of the link lever 40 is disposed in a lower region of the contact portion 25a of the ratchet lever 25.

  In this unlocked state, the outside handle D1 is operated to open the door, and the open lever 30 is rotated counterclockwise around the open lever shaft 31 in FIG. As a result, as shown in FIG. 6B, the ratchet driving portion 40b of the link lever 40 presses the contact portion 25a of the ratchet lever 25 to move upward as the open operation end portion 30b moves upward. . As a result, the contact engagement state between the hook portion 21b of the latch 21 and the engagement portion 22a of the ratchet 22 is released, and the door D can be opened with respect to the vehicle body.

  In the unlocked state, the inside handle D2 is operated to open the door, and the inner handle lever 50 is rotated counterclockwise around the inner lever shaft 51 in FIG. As a result, as shown in FIG. 7B, the ratchet driving portion 40b of the link lever 40 presses the contact portion 25a of the ratchet lever 25 and moves upward as the operating end portion 50b of the inner handle lever 50 moves upward. I will let you. As a result, the contact engagement state between the hook portion 21b of the latch 21 and the engagement portion 22a of the ratchet 22 is released, and the door D can be opened with respect to the vehicle body.

  When the lock mechanism 60 is unlocked as shown in FIG. 10 in the closed state of the door D, when the lock knob D3 is locked, the lock lever 76 rotated counterclockwise as shown in FIG. 72 is rotated counterclockwise. Then, the connection lever 63 rotates counterclockwise around the convex portion 201 as the rotation shaft 72 rotates. As a result, the sector gear 65 connected to the connecting lever 63 via the connecting convex portion 635 and the connecting groove 656 is rotated around the gear shaft 651 in the clockwise direction. When the sector gear 65 rotates clockwise, the panic lever contact portion 655 of the sector gear 65 presses the sector gear contact portion 662 of the panic lever 66, and the panic lever 66 rotates clockwise around the gear shaft 651. . Further, as the panic lever 66 rotates, the link lever 40 rotates counterclockwise, and the lock mechanism 60 enters the locked state.

  In this locked state, even if the outside handle D1 is operated to open the door and the open lever 30 is rotated clockwise in FIG. 1, the ratchet drive unit 40b of the link lever 40 and the ratchet lever as shown in FIG. Since the 25 contact portions 25a are separated from each other, the ratchet driving portion 40b and the contact portion 25a do not contact each other, and the hook portion 21b of the latch 21 and the engagement portion 22a of the ratchet 22 contact each other. The engaged state is not released. As a result, the door D is held in a closed state with respect to the vehicle body, and the vehicle can be locked.

  The transition from the unlocked state shown in FIG. 10 to the locked state shown in FIG. 11 is not necessarily limited to the locking operation of the lock knob D3, and the worm wheel 67 is attached to the worm shaft 671 by the drive motor 675 (shown in FIG. 4). The sector gear 65 may be rotated clockwise around the gear shaft 651 by rotating counterclockwise around it. Alternatively, as shown in FIG. 9-2, the key sub lever 62 may be rotated around the convex portion 201 counterclockwise by a key operation of the key cylinder KC.

  When the lock knob D3 is unlocked in the locked state shown in FIG. 11, the lock lever 76 rotated clockwise as shown in FIG. 10 rotates the rotating shaft 72 clockwise. Then, the connection lever 63 rotates clockwise around the convex portion 201 as the rotation shaft 72 rotates. As a result, the sector gear 65 connected to the connect lever 63 via the connecting projection 635 and the connecting groove 656 is rotated counterclockwise around the gear shaft 651. When the sector gear 65 rotates counterclockwise, the panic lever 66 biased by the panic spring 663 rotates counterclockwise around the gear shaft 651 in conjunction with the sector gear 65. Further, as the panic lever 66 rotates, the link lever 40 rotates clockwise, and the lock mechanism 60 is unlocked.

  The transition from the locked state shown in FIG. 11 to the unlocked state shown in FIG. 10 is not necessarily limited to the unlocking operation of the lock knob D3, and the worm wheel 67 is connected to the worm shaft 671 by the drive motor 675 (shown in FIG. 4). The sector gear 65 may be rotated counterclockwise around the gear shaft 651 by rotating clockwise around. Alternatively, as shown in FIG. 9A, the key sub lever 62 may be rotated around the convex portion 201 in the clockwise direction by a key operation of the key cylinder KC.

  By the way, when the lock mechanism 60 is in the unlocked state in the opened state of the door D, the lock mechanism 60 cannot be locked by operating only the lock knob D3. This is because when the door D is in an open state, that is, when the latch 21 and the ratchet 22 are not in the contact engagement state, as shown in FIGS. 4 and 6-1, the operating end 25b of the ratchet lever 25 and the link lever 40 are used. This is because the lock preventing portion 40d is adjacent and the operating end portion 25b of the ratchet lever 25 prevents the link lever 40 from rotating counterclockwise. However, if the lock knob D3 is locked while the outside handle D1 or the inside handle D2 is operated while the door D is open, the lock mechanism 60 can be locked. Even if the door D is in the open state, as shown in FIGS. 6-2 and 7-2, the link lever 40 is moved upward by the open door operation of the outside handle D1 or the inside handle D2, and the ratchet Since the adjacent relationship between the operating end 25b of the lever 25 and the lock preventing portion 40d of the link lever 40 is eliminated, the operating end 25b of the ratchet lever 25 does not prevent the link lever 40 from rotating counterclockwise. It is. In the opened state of the door D, after the lock mechanism 60 is brought into the locked state, the door D is locked if the door D is closed as usual.

  In the closed state of the door D, when the lock mechanism 60 is in the locked state as shown in FIG. 11, the worm wheel 75 is rotated around the worm shaft 751 counterclockwise by the drive motor 755 (shown in FIG. 4). Then, the sector gear 74 is rotated clockwise around the gear shaft 741 as shown in FIG. As a result, the engagement arm coupling groove 745 provided in the sector gear 74 moves clockwise around the gear shaft 741. When the engaging arm connecting slot 745 moves, the interlocking pin 734 of the engaging arm 73 inserted through the engaging arm connecting slot 745 moves in the predetermined radial direction of the rotary shaft 72 (in FIG. 12). (S1 direction). As the interlocking pin 734 moves, the engagement arm 73 slides in a direction away from the rotation shaft 72 (direction S1 in FIG. 12), and the engagement groove 733 and the engagement protrusion 711 are engaged. Are separated, and the super lock mechanism 70 enters the super lock state.

  When the lock knob D3 is unlocked in this super-lock state, the lock lever 76 rotated clockwise as shown in FIG. 13 rotates the rotation shaft 72 clockwise. However, since the engagement between the engagement groove 733 and the engagement projection 711 is disengaged, only the engagement arm 73 rotates integrally with the lock lever 76, and the connect lever 63 does not rotate. That is, the engagement of the lock lever 76 at the lock position with respect to the connect lever 63 is invalidated, and the lock lever 76 is swung with respect to the connect lever 63 so that the operation of the lock lever 76 from the lock position to the unlock position is invalid. become. As a result, even if the lock knob D3 or the lock lever 76 is operated, the door D is held in a closed state with respect to the vehicle body, and the vehicle can be locked.

  Although not shown in the drawing, the lock lever 76 returns to the position shown in FIG. 12 when the lock knob D3 is operated to the unlock position and rotated as shown in FIG. 13 in the super-lock state shown in FIG. It is biased by a spring member or the like. However, the spring member does not hinder the operation to the unlocked state or the locked state by the lock knob D3 when in the locked state or unlocked state.

  Note that the transition to the super lock state shown in FIG. 12 does not necessarily have to be from the lock state shown in FIG. Specifically, when the lock mechanism 60 shown in FIG. 10 is in the unlocked state, the drive motor 755 (shown in FIG. 4) rotates the worm wheel 75 around the worm shaft 751 counterclockwise. Then, the sector gear 74 is rotated clockwise around the gear shaft 741 as shown in FIG. As a result, the linkage arm coupling groove 744 provided in the sector gear 74 moves clockwise around the gear shaft 741. When the linkage arm coupling slot 744 moves, the linkage pin 713 of the linkage arm 71 inserted through the linkage arm coupling slot 744 is moved counterclockwise around the rotation shaft 72. Then, with the movement of the linkage pin 713, the connect lever 63 is rotated counterclockwise, and the lock mechanism 60 is locked. At the same time, the engaging arm connecting slot 745 provided in the sector gear 74 as described above moves clockwise around the gear shaft 741. When the engaging arm connecting slot 745 moves, the interlocking pin 734 of the engaging arm 73 inserted through the engaging arm connecting slot 745 moves in the predetermined radial direction of the rotary shaft 72 (in FIG. 12). (S1 direction). As the interlocking pin 734 moves, the engagement arm 73 slides in a direction away from the rotation shaft 72 (direction S1 in FIG. 12), and the engagement groove 733 and the engagement protrusion 711 are engaged. Are separated, and the super lock mechanism 70 enters the super lock state.

  In the super lock state shown in FIG. 12, the drive motor 755 (shown in FIG. 4) rotates the worm wheel 75 around the worm shaft 751 clockwise. Then, as shown in FIG. 11, the sector gear 74 is rotated around the gear shaft 741 counterclockwise. As a result, the engaging arm coupling groove 745 provided in the sector gear 74 moves counterclockwise around the gear shaft 741. When the engaging arm connecting slot 745 moves, the interlocking pin 734 of the engaging arm 73 inserted through the engaging arm connecting slot 745 moves in the predetermined radial direction of the rotary shaft 72 (in FIG. 11). S2 direction). As the interlocking pin 734 moves, the engagement arm 73 slides in the direction approaching the rotation shaft 72 (direction S2 in FIG. 11), and the engagement groove portion 733 and the engagement convex portion 711 are engaged. Then, the super lock mechanism 70 is released and the lock mechanism 60 is locked.

  On the other hand, in the super-lock state shown in FIG. 12, the worm wheel 67 is rotated around the worm shaft 671 clockwise by the drive motor 675 (shown in FIG. 4). Then, the sector gear 65 is rotated counterclockwise around the gear shaft 651 as shown in FIG. As a result, the lock mechanism 60 is unlocked. At the same time, the connect lever 63 rotates clockwise around the convex portion 201 as the sector gear 65 rotates. When the connect lever 63 rotates, both the linkage pins 713 of the linkage arm 71 provided on the connect lever 63 move clockwise. Then, the linkage pin 713 rotates the sector gear 74 counterclockwise around the gear shaft 741 through the linkage arm connecting groove 744. As a result, the engaging arm coupling groove 745 provided in the sector gear 74 moves counterclockwise around the gear shaft 741. When the engaging arm connecting slot 745 moves, the interlocking pin 734 of the engaging arm 73 inserted through the engaging arm connecting slot 745 moves in the predetermined radial direction of the rotary shaft 72 (in FIG. 11). Move to S2 direction). As the interlocking pin 734 moves, the engagement arm 73 slides in the direction approaching the rotation shaft 72 (see the S2 direction in FIG. 11), and the engagement groove 733 and the engagement protrusion 711 are engaged. Accordingly, the super lock mechanism 70 is released as shown in FIG.

  The transition from the super locked state shown in FIG. 12 to the released state shown in FIG. 10 (the unlocking state of the lock mechanism 60) is not limited to driving of the drive motor 675, but as shown in FIG. As shown in FIG. 10, the connect lever 63 may be rotated clockwise around the convex portion 201 by rotating the key sub-lever 62 clockwise around the convex portion 201 by the key operation. That is, by shifting from the super lock state to the release state by the key operation of the key cylinder KC, the super lock state can be released even when the drive motor 675 or the drive motor 755 fails or the voltage of the battery decreases.

  The door lock device configured as described above is provided with a drive motor 675 for bringing the lock mechanism 60 into a locked state and an unlocked state, and a drive motor 755 for bringing the super lock mechanism 70 into a super locked state and a released state. In FIG. 5, the linkage arm 71 (engagement convex portion 711, linkage pin 713), the engagement arm 73 (linkage pin 734), the linkage arm connection groove hole 744 provided in the sector gear 74, and the engagement arm connection. A slot 745 is provided. The linkage means can drive the drive motor 755 of the super lock mechanism 70 in the unlocked state to set the super lock state. Further, the driving motor 675 of the lock mechanism 60 can be driven to the unlocked state by the linkage means in the superlocked state. As a result, the operating time from the unlocked state to the superlocked state and the operating time from the superlocked state to the unlocked state can be made quicker, and boarding / exiting to / from the vehicle is facilitated. The boarding becomes smoother. Further, in this door lock device, the lock lever 76 is swung with respect to the connect lever 63 in the super-lock state, so that it is compared with the conventional one that blocks the unlocking operation by the lock knob (see Patent Document 1). Since the components do not collide with each other, it is possible to prevent a situation where each component is loaded.

It is the figure which looked at the door lock device which is an example of the present invention from the vehicles back side. It is the figure which looked at the door lock device shown in Drawing 1 from the outdoor side. It is the figure which looked at the door lock apparatus shown in FIG. 1 from the room inner side. It is the figure which removed the subcase about the door lock device shown in Drawing 1, and was seen from the room side. It is a conceptual diagram which shows the latch mechanism of the open state of a door. It is a conceptual diagram which shows the latch mechanism of a half latch state. It is a conceptual diagram which shows the latch mechanism of a full latch state. It is a conceptual diagram which shows the relationship between the open lever and link lever in an initial state. It is a conceptual diagram which shows the relationship between an open lever and a link lever when an out handle is operated to open a door. It is a conceptual diagram which shows the relationship between the inner handle lever and link lever in an initial state. It is a conceptual diagram which shows the relationship between an inner handle lever and a link lever when an inside handle lever is operated to open the door. FIG. 3 is a partially exploded conceptual view showing a lock mechanism and a super lock mechanism. It is a conceptual diagram which shows the lock mechanism when it makes an unlocked state by key operation. It is a conceptual diagram which shows the lock mechanism when it makes a locked state by key operation. It is a conceptual diagram which shows the lock mechanism and super lock mechanism when it is set as the unlocked state. It is a conceptual diagram which shows the lock mechanism and super lock mechanism when it is set as the locked state. It is a conceptual diagram which shows a lock mechanism and a super lock mechanism when it is set as the super lock state. It is a conceptual diagram which shows operation | movement when it makes a super-lock state.

Explanation of symbols

60 Lock Mechanism 61 Key Lever 611 Input Shaft 612 Rotating Recess 613 Lever 614 Key Link Connection Hole 615 Key Cylinder Linking Means 62 Key Sub Lever 621 Rotation Hole 622 Key Link Connection 623 Lock Switching Protrusion 624 Unlock Switching Protrusion 625 Lock operation recognition protrusion 626 Unlock operation recognition protrusion 627 Key link 628 Switch 63 Connect lever 631 Rotating hole 632 Switching protrusion 633 Sector gear connecting portion 634 Switch lever 635 Connecting convex portion 636 Switch 637 Spring 65 Sector gear 651 Gear shaft 652 Connect lever connection portion 654 Driven gear portion 655 Panic lever contact portion 656 Connection groove 66 Panic lever 661 Connection convex portion 662 Sector gear contact portion 663 Panic Spring 67 Worm wheel 671 Worm shaft 672 Intermittent gear 673 Neutral return spring 675 Drive motor 676 Worm 70 Super lock mechanism 71 Linking arm 711 Engaging projection 713 Linking pin 72 Rotating shaft 721 Sliding guide 722 Guide protrusion 73 Engaging arm 731 Engagement long hole 732 Insertion groove 733 Engagement groove part 734 Linking pin 74 Sector gear 741 Gear shaft 742 Arm connection part 743 Driven gear part 744 Linking arm connection groove hole 745 Engagement arm connection groove hole 746 Spring 75 Warm wheel 751 Warm Shaft 752 Intermittent gear 753 Neutral return spring 755 Drive motor 756 Worm 76 Lock lever 77 Lock knob linking means 201 Protruding portion 201a Shaft hole D3 Lock knob KC Key cylinder

Claims (2)

A lock lever that is engaged with a lock knob disposed in a vehicle compartment and engages with the lock lever to move the lock lever to a lock position or an unlock position. A lock mechanism that makes the open door operation by the vehicle door handle in an invalid lock state, while making the open door operation by the door handle an effective unlock state,
A super-lock operating portion that is actuated by driving the second drive portion in a manner to invalidate or enable the engagement of the lock lever in the lock position with respect to the lock action portion, from the lock position of the lock lever; A door lock device having a super lock mechanism that makes the operation to the unlock position invalid, while making the lock lever from the lock position to the unlock position an effective release state,
The super lock action part and the lock action part are linked to each other, and the super lock is activated when the lock action part is activated to the unlocked state by driving the first drive part in the super lock state. A linkage that operates the lock operating portion in the unlocked state while operating the lock operating portion in the unlocked state in conjunction with the operation of the super lock operating portion to the super locked state by driving the second drive unit. And a door lock device. The linkage means is
A linkage arm provided in the locking action part;
An engagement arm that is separable from the linkage arm and moves integrally with the lock lever;
The super-lock action portion is provided on the super-lock action portion and is engaged with the linkage arm, and the super-lock action portion is released via the linkage arm by the operation of the lock action portion to the unlocked state when in the super-lock state. A first cam part that operates the lock action part in the locked state via the linkage arm by the action of the super lock action part to the super lock state when operated in the unlocked state,
The super-lock acting portion is engaged with the engaging arm, and the super-lock acting portion is engaged with the linkage arm by the operation of the super-lock acting portion to the release state. 2. The door lock device according to claim 1, further comprising: a second cam portion that separates the engagement arm from the linkage arm by an operation of the lock operation portion to a super-lock state.

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