JP5471921B2 - Stopper structure for vehicle door handle - Google Patents

Description

  The present invention relates to a stopper structure for a vehicle door handle that prevents the door handle from moving in the opening direction when the vehicle receives an impact load from the side.

  The door handle for opening and closing the door of the vehicle functions to release the door latch via the link mechanism by grasping and operating the door handle, and an example thereof is shown in FIGS.

  11 and 12 are partial front sectional views of a right door 102 of a vehicle including a door handle 103. The door 102 is configured as a hollow structure with an inner panel 106 and an outer panel 107, which are press-formed products of sheet metal. A door handle 103 is supported on the outer surface of the outer panel 107 so as to be rotatable about one end. An arm part 110 projects from the other end of the door handle 103 toward the inside of the vehicle. The arm part 110 penetrates the case part 111 and the outer panel 107 attached to the outer surface of the outer panel 107, and It has entered inside.

  An L-shaped crank 114 is pivotally supported by a shaft 115 in the vicinity of the arm portion 110 of the door handle 103 inside the door 102, and one end of the crank 114 is supported by the arm portion 110 of the door handle 103. Is engaged with the engagement hole 110a formed in the.

  On the other hand, below the crank 114 inside the door 102, the door 102 is kept closed by engaging with a door striker (not shown) to lock the opening and closing of the door 102 (in this specification, the door is closed). The door latch 104 is accommodated to indicate that the door latch and the door striker are engaged with each other in the state, and the other end of the crank 114 is connected to the open lever of the door latch 104 by the connecting rod 105 arranged in the vertical direction. 104a. That is, the movement of the door handle 103 is converted into the vertical movement of the connecting rod 105 by the L-shaped crank 114, and the open lever 104a is engaged with the door latch 104 and the door striker by the vertical movement of the connecting rod 105. The position is moved between the position for releasing (lower position) and the position for locking (upper position). Although not shown, the crank 114 is urged counterclockwise in FIGS. 11 and 12 by a coil spring wound around the shaft 115, and one end of the crank 114 is urged by an arm portion of the door handle 103 by this urging. The connecting rod 105 connected to the other end of the crank 114 moves upward (the direction in which the door latch 104 is locked). ).

  Thus, when the door 102 is closed as shown in FIG. 11, one end of the crank 114 is engaged with an engagement hole 110 a formed in the arm portion 110 of the door handle 103, so that the arm portion 110 is moved to the door. 102 and the connecting rod 105 connected to the other end of the crank 114 is biased upward, so that the door latch 104 maintains the locked state of the door 102. The door latch and the door striker are engaged and do not open.

  When the operator operates the door handle 103 from the above state and pulls the door handle 103 in the direction of the arrow shown in FIG. 12, one end of the engagement hole 110a formed in the arm portion 110 of the door handle 103 is Since the engaging crank 114 rotates against the urging force of a coil spring (not shown) around the shaft 115 in the direction indicated by the arrow (clockwise), the connecting rod 105 connected to the other end of the crank 114 is Pushing downward (in the direction of the arrow in the figure) and rotating the open lever 104a of the door latch 104 in the direction of the arrow (counterclockwise), the door 102 is unlocked by the door latch 104 and the door 102 can be opened.

  When the door 102 is in a locked state as shown in FIG. 11 and the vehicle receives an impact load F1 from the left side (in the vehicle interior direction in FIG. 11) and suddenly moves to the side, the crank 114 Since the inertial force f1 in the direction of the arrow (in the vehicle interior) acts on the center of gravity, the crank 114 rotates clockwise about the shaft 115 to push down the connecting rod 105, so that the door 102 by the door latch 104 is pressed. This causes a problem that the door 102 opens unexpectedly and is unlocked.

  Further, when the vehicle suddenly moves to the side due to the impact load F2 from the right side (outward direction of the passenger compartment), the door handle 103 has an inertia in the pulling direction (arrow direction shown in the figure) as shown in FIG. Since the force f2 acts, there arises a problem that the door 102 opens unintentionally in the same manner as when the door 102 is opened by operating the door handle 103.

  Various means for solving the above problems have been proposed so far. For example, in Patent Document 1, a handle lever that swings when a door handle receives a lateral G is provided, and a lateral G that exceeds a predetermined value is applied. There has been proposed a configuration in which the handle lever sometimes swings and engages with the door handle to prevent the door handle from moving in the door opening direction.

  Further, in Patent Document 2, a rotating member is swingably disposed at a predetermined position of a door handle, and when the vehicle receives an impact load from the side, the rotating member rotates to engage with an engaging portion. Proposed an automatic locking device that prevents movement of the door handle in the door opening direction.

  Further, in Patent Document 3, a stopper is provided on a crank provided with a counterweight, and when the vehicle receives an impact load from the side, the crank rotates by an inertial force and comes into contact with an arm portion of the door handle. A configuration that prevents movement in the door opening direction has been proposed.

JP-A-9-144394 Japanese Patent Laid-Open No. 10-018664 JP 2003-013630 A

  However, the configurations proposed in Patent Documents 1 and 2 are effective only when the vehicle receives an impact from a specific direction (one of the left and right sides), and when the vehicle receives an impact load from the other direction. Has the problem that it cannot prevent the door from opening.

  On the other hand, in the configuration proposed in Patent Document 3, the door can be prevented from opening even when the vehicle receives an impact from either the left or right direction, but the crank has a certain size. There is a problem that it is difficult to downsize the counterweight because it is necessary to provide a counterweight and an extra space is required for the countweight to rotate.

  The present invention has been made in view of the above problems, and the object of the present invention is to reliably prevent the door from being opened with a simple configuration even if the vehicle receives an impact from either of the left and right sides. Another object is to provide a stopper structure for a vehicle door handle.

  In order to achieve the above object, the invention according to claim 1 is characterized in that an end of a grip part gripped by an operator is rotatably supported on a door panel via a base part, and an insertion hole of a case part attached to the door panel is provided. The arm portion protruding from the other end of the grip portion is inserted in a retractable manner, and a crank that releases the lock by the door latch in conjunction with the operation of the arm portion being pulled out from the case portion is rotated to the case portion. A stopper structure for a vehicle door handle is provided, and the stopper member is supported on the arm portion so as to be swingable by a support shaft. When the vehicle receives an impact load from one side, one end of the stopper member is Engage with the case to regulate the movement of the arm, and when the vehicle receives an impact load from the other side, the crank engages with the support shaft of the stopper member and Characterized by being configured to restrict the rotation of the click.

  According to a second aspect of the present invention, in the first aspect of the invention, the crank is inserted into the arm portion to form an engagement hole with which one end is engaged, and the stopper member is disposed in the engagement hole. It is characterized by that.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, a weight is attached to a lower end of the stopper member, and an urging means for urging the stopper member in a direction away from the case portion is provided. Features.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein a stopper receiving portion with which one end of the stopper member engages is provided below the insertion hole of the arm portion of the case portion, The stopper receiving portion is configured with a slope that faces the vehicle outward as it approaches the insertion hole, and the angle formed by the stopper member and the slope is an acute angle when the stopper member is engaged with the slope. Features.

  According to the first aspect of the present invention, when the vehicle receives an impact load from one side, the stopper member swings by the inertial force acting on the vehicle, and one end of the stopper member engages with the case portion to move the arm portion. When the vehicle receives an impact load from the other side, the crank engages with the support shaft of the stopper member and the rotation of the crank is restricted. Therefore, the stopper member is simply provided on the arm portion of the door handle. With this simple configuration, it is possible to reliably prevent the door from being opened even if the vehicle receives an impact from either of the left and right sides.

  According to the second aspect of the invention, a part of the stopper member can be accommodated using the space in the engagement hole formed in the arm portion of the door handle, and the insertion hole (the arm portion is inserted). The case portion in which the hole) is formed can be reduced, and the apparatus can be reduced in size. If the stopper member is supported on both sides of the engagement hole of the arm portion so as to be swingable, the stopper member can be advantageously configured to receive a force.

  According to the third aspect of the present invention, the weight is attached to the lower end of the stopper member, and the stopper member is urged in the direction away from the case portion by the urging means. Therefore, when the vehicle receives an impact load from the side, The inertia force acting on the member is increased, and the stopper member is surely swung and engaged with the case portion, thereby restricting the movement of the door handle (arm portion) and preventing the lock release by the door latch to be prevented. Can be more reliably prevented. In addition, the position of the stopper member other than that required during operation is stable, and the occurrence of problems that the stopper member operates inadvertently and prevents the door from being opened normally when the vehicle does not receive an impact load from the side is prevented. .

  According to the fourth aspect of the present invention, when the stopper member swings due to the impact load from the side, the angle formed by the inclined surface of the stopper member and the stopper receiving portion becomes an acute angle. It can move along the slope of the stopper receiving part formed in the case part, and the contact part can be brought close to the insertion hole of the case part, and the force in the pulling direction of the door handle (arm part) can be efficiently used by the stopper receiving part. It can be received and the movement of the door handle (arm part) can be restricted to prevent the door from opening.

It is a right view of a vehicle. It is a side view of the door of the right front part of a vehicle. It is the sectional view on the AA line of FIG. It is the B section enlarged detail drawing of FIG. It is CC sectional view taken on the line of FIG. FIG. 6 is an enlarged detail view of a D part in FIG. 5. It is a figure similar to FIG. 3 which shows the effect | action of a door handle when a vehicle receives the impact load from the right side. It is the E section enlarged detail drawing of FIG. It is a figure similar to FIG. 3 which shows the effect | action of a door handle when a vehicle receives the impact load from the left side. It is the F section enlarged detail drawing of FIG. It is a partial front sectional view (door closed state) of the right door of a vehicle provided with the conventional door handle. It is a fragmentary front sectional view (door opening operation state) of the right door of vehicles provided with the conventional door handle.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a right side view of a vehicle (passenger car), FIG. 2 is a side view of a right front door of the vehicle, and a total of four doors that can be opened and closed at the left and right sides of the vehicle 1 shown in FIG. Doors 2 are provided (only the right side is shown in FIG. 1), and these doors 2 are opened by operating a door handle 3 provided on the outer surface thereof. Hereinafter, an embodiment of the present invention with a right door will be described with reference to the accompanying drawings.

  Here, the right front door 2 is shown in FIG. 2, and the door handle 3 provided on the door 2 is a door latch housed inside the door 2 (a door provided on the opening periphery of the door of the vehicle body). It is connected to a door lock device 4 that maintains the closed state of the door by engaging with a striker 4) via a connecting rod 5, and the connecting rod 5 moves downward in conjunction with the operation of pulling out the door handle 3 to the outside of the vehicle. The door 2 can be opened because the closed state (door lock) of the door 2 by the door latch 4 is released. The other doors 2 can be similarly opened by operating the door handle 3.

  Next, the detail of the structure of the door handle 3 is demonstrated below based on FIGS.

  3 is a cross-sectional view taken along line AA in FIG. 2, FIG. 4 is an enlarged detailed view of portion B in FIG. 3, FIG. 5 is a cross-sectional view taken along line CC in FIG. is there.

  As shown in FIG. 3, the door 2 is configured as a hollow structure by joining the peripheral edges of an inner panel 6 and an outer panel 7 that are press-formed products of sheet metal, and a door handle 3 is provided at one end on the outer surface of the outer panel 7. It is supported so as to be rotatable about the (front end). Specifically, as shown in FIG. 5, the door handle 3 can be rotated to the outer panel 7 by the shaft 9 on the base portion 8 attached to the outer panel 7 at one end (front end) of the grip portion 3 a held by the operator. At the other end (rear end) of the grip portion 3a, an arm portion 10 is provided to project at a right angle toward the inner side (left side) in the vehicle width direction.

  On the other hand, a case attachment hole to which the case portion 11 is attached is formed at the position of the outer panel 7 at the rear of the attachment portion of the base portion 8 so that a part of the case portion 11 is exposed to the inside of the door 2 at that portion. A case portion 11 is attached, and as shown in detail in FIGS. 4 and 6, the case portion 11 is provided with an insertion hole 11 a through which the arm portion 10 of the door handle 3 is inserted. The insertion hole 11 a is disposed at the position of the case mounting hole of the outer panel 7, and the arm portion 10 of the door handle 3 is disposed to protrude into the door 2 through the insertion hole 11 a and the case mounting hole. Here, in the arm portion 10 of the door handle 3 that protrudes into the door 2 through the insertion hole 11a, a rectangular engagement hole 10a is vertically provided as shown in FIGS. The stopper member 12 is swingably provided in the engagement hole 10 a by supporting the upper end of the stopper member 12 on the inner surface of the engagement hole 10 a by the support shaft 13. Specifically, as shown in detail in FIG. 6, attachment grooves 10 b extending downward from the upper opening edge of the engagement hole 10 a are formed on opposite sides of the engagement hole 10 a of the arm portion 10. Both ends of the support shaft 13 formed so as to extend to the left and right extend into the upper end of the stopper member 12 into these mounting grooves 10b, and the upper end (support shaft 13) of the stopper member 12 can be rotated by the mounting grooves 10b. It is supported. Note that the attachment of the stopper member 12 into the engagement hole 10a is not limited to this. For example, the stopper member 12 may be rotatably supported by a shaft and a shaft hole into which the shaft is inserted. Further, a weight 12a is provided at the lower end of the stopper member 12 as shown in FIGS. Furthermore, the lower end of the stopper member 12 is urged away from the case portion 11 by a coil spring (not shown) wound around the support shaft 13, and the door 2 is moved as shown in FIG. When closed, it keeps hanging vertically. Thereby, the stopper member 12 is not operated when it is unnecessary, and the occurrence of a problem can be prevented. As shown in FIG. 5, the outer panel 7 is formed with a recess 7 a for securing a space for the operator to insert his / her hand between the door handle 3.

  Further, as shown in FIGS. 3 and 4, a crank 14 bent in an L shape is disposed inside the door 2 and is disposed above the arm portion 10 and rotatably supported by the case portion 11 by a shaft 15. The crank 14 is urged counterclockwise in FIG. 3 about the shaft 15 by a coil spring (not shown) wound around the shaft 15. Since the crank 14 is urged by the coil spring in this way, it is accommodated in the engagement hole 10a formed in the arm portion 10 of the door handle 3 and is engaged with the inner surface of the front end side of the arm portion 10 of the engagement hole 10a. The door handle 3 is biased in the direction in which the arm portion 10 is pulled into the door 2 by one end of the crank 14 that is joined.

  Thus, in the state shown in FIG. 3 in which the door 2 is closed, the door handle 3 maintains the state in which the arm portion 10 is drawn into the door 2, and the stopper member 12 is as described above. Maintains a state of hanging vertically.

  As shown in FIGS. 3 and 4, a stopper receiving portion 11b with which the lower end of the stopper member 12 is engaged is exposed to the inside of the door 2 from the case mounting hole of the outer panel 7 below the insertion hole 11a. The stopper receiving portion 11b is formed by a slope that faces the outer side of the vehicle 1 as it approaches the insertion hole 11a.

  On the other hand, the door latch (door lock mechanism) 4 for locking the opening and closing of the door 2 is accommodated below the crank 14 inside the door 2, and the other end of the crank 14 is arranged in the vertical direction. The rod 5 is connected to an open lever 4 a of the door latch 4. Since the crank 14 is urged counterclockwise in FIG. 3 by a coil spring (not shown) as described above, the connecting rod 5 is cranked when the door 2 is closed as shown in FIG. The door latch 4 is in a locked state engaged with a door striker (not shown), and the closed state of the door 2 is maintained.

  Thus, in order to open the door 2 from the above state, the operator inserts his / her hand into the space (see FIG. 5) between the door handle 3 and the recess 7a of the outer panel 7 to hold the grip portion 3a of the door handle 3, When the door handle 3 is pulled to the outside of the vehicle, the door handle 3 rotates about the front shaft 9 and the arm portion 10 is pulled outward as indicated by a broken line in FIG. Then, the crank 14 having one end engaged with the engagement hole 10a formed in the arm portion 10 of the door handle 3 rotates clockwise about the shaft 15 as shown by a broken line in FIG. In contrast, the connecting rod 5 connected to the other end of the crank 14 located on the vehicle center side is pushed down, and the open lever 4a of the door latch 4 is engaged with the door latch 4 and the door striker as shown by the broken line in FIG. Rotate counterclockwise to move from the locked position (upper position) to the disengaged position (lower position), the door 2 closed state (door lock) by the door latch 4 is released, and the door 2 Is opened. At this time, since no external force acts on the stopper member 12, the stopper member 12 maintains a vertical state depending on the action of the weight 12a and does not hinder the opening operation of the door handle 3. Particularly in the present embodiment, the stopper member 12 is urged away from the case portion 11 by a coil spring (not shown) to maintain the state shown in FIG. It will not be done. In addition, in order to stabilize the position when the stopper member 12 is not operated, a positioning member with which the stopper member 12 abuts on the inner surface of the engagement hole 10a can be formed to protrude.

  Next, the operation of the door handle 3 when the vehicle 1 receives an impact load from the side will be described below with reference to FIGS.

  7 is a view similar to FIG. 3 showing the operation of the door handle when the vehicle receives an impact load from the right side, FIG. 8 is an enlarged detail view of the portion E of FIG. 7, and FIG. 9 is an impact load from the left side of the vehicle The same figure as FIG. 3 which shows the effect | action of the door handle at the time of receiving, FIG. 10 is the F section enlarged detail drawing of FIG.

  When the vehicle 1 receives an impact load F1 from the right side and suddenly moves to the side as shown in FIG. 7, a rightward inertial force f1 associated with the impact acceleration acts on the stopper member 12. Therefore, the stopper member As shown in FIGS. 7 and 8, 12 rotates about the support shaft 13 in the clockwise direction, and its one end (lower end) moves to the case portion 11 side (the vehicle right side) and approaches the stopper receiving portion 11b. In this state, as in the stopper member 12, one end (lower end) of the stopper member 12 is moved to the case portion 11 by the movement of the door handle 3 (arm portion 10) in which the rightward inertial force due to the impact acceleration acts. The stopper receiving portion 11b formed on For this reason, the movement of the door handle 3 (arm portion 10) in the pulling direction and the rotation of the crank 14 are prevented, and the movement (downward pressing) of the connecting rod 5 is also prevented. The occurrence of a malfunction that the door 2 opens unexpectedly is prevented without being released.

  In particular, in this embodiment, since the weight 12a is attached to the lower end of the stopper member 12, the inertial force f1 acting on the stopper member 12 is increased, and the stopper member 12 is reliably swung to stop the stopper of the case portion 11. Engaging with the receiving portion 11b, the movement of the door handle 3 (arm portion 10) is thereby restricted, the release of the closed state by the door latch 4 is prevented, and the opening of the door 2 is more reliably prevented.

  Further, in the present embodiment, the stopper receiving portion 11b formed in the case portion 11 is configured with an inclined surface that goes toward the vehicle outer side as it approaches the insertion hole 11a. It can be made to guide so that it may approach insertion hole 11a of part 11. That is, as shown in FIG. 8, since the angle α formed by the inclined surfaces of the stopper member 12 and the stopper receiving portion 11b is an acute angle, the contact portion of the stopper member 12 is guided so as to approach the insertion hole 11a. Since the door handle 3 (arm portion 10) is prevented from being pulled out by coming into contact with the stopper receiving portion 11b in the vicinity of 11a, the stopper member 12 can be operated in a posture substantially along the pulling direction. The force in the pull-out direction of the (arm part 10) can be efficiently received by the stopper receiver 11b, and the movement of the door handle 3 (arm part 10) can be restricted to prevent the door 2 from opening.

  On the other hand, when the vehicle 1 receives an impact load F2 from the left side as shown in FIG. 9 and the vehicle suddenly moves sideways, a leftward inertial force f2 associated with the impact acceleration acts on the center of gravity of the crank 14. The crank 14 tends to rotate about the shaft 15 in the clockwise direction (the direction in which the door 2 is released from the closed state by pressing the connecting rod 5 and engaging the door striker). However, at this time, the door handle 3 acts in the direction of pushing the arm portion 10 of the door handle 3 into the door 2 while being subjected to a leftward inertial force due to the impact acceleration similarly to the crank 14. Since the position of the support shaft 13 of the stopper member 12 attached to the arm portion 10 of the door handle 3 is also unmovable, the crank 14 that is about to rotate by the inertia force f2 is shown in FIG. 9 and FIG. The portion (one end of the crank 14 inserted into the engagement hole 10a) abuts or engages with the support shaft 13 of the stopper member 12 to prevent rotation. For this reason, since the movement (downward pressing) of the connecting rod 5 is also prevented, the closed state (door lock) due to the engagement of the door latch 4 with the door striker is not released, and the door 2 is unexpectedly moved. This prevents the problem of opening. In addition, an engagement structure such as a protrusion is provided at the contact portion of the crank 14 with the stopper member 12 to stabilize the contact or engagement between the crank 14 and the stopper member 12 and reliably prevent the crank 14 from rotating. It can also be made.

  As described above, according to the present embodiment, the vehicle 1 can receive an impact load from either of the left and right sides with a simple configuration in which the stopper member 12 is simply provided on the arm portion 10 of the door handle 3. Although the opening of the door 2 can be reliably prevented, in the present embodiment, a part of the stopper member 12 is accommodated using the space in the engagement hole 10 a formed in the arm portion 10 of the door handle 3. As a result, the case part 11 in which the insertion hole (hole through which the arm part 10 is inserted) 11a is formed can be reduced, and the apparatus can be downsized.

  Further, in this embodiment, the stopper member 12 is supported by the support shaft 13 so as to be swingable on both sides of the engagement hole 10a of the arm portion 10, so that the stopper member 12 is advantageous in receiving force. The effect that it can be set as a structure is also acquired.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Door 3 Door handle 3a Door handle grip part 4 Door latch 5 Connecting rod 8 Base part 10 Arm part 10a Arm part engagement hole 10b Arm part attachment groove 11 Case part 11a Case part insertion hole 11b Case part Stopper receiver 12 Stopper member 13 Support shaft 14 Crank F1, F2 Impact load f1, f2 Inertial force α Angle formed by the slope of the stopper member and the stopper receiver

Claims (4)

One end of the grip portion gripped by the operator is rotatably supported on the door panel via the base portion, and an arm portion protruding from the other end of the grip portion is inserted into the insertion hole of the case portion attached to the door panel. It is a stopper structure for a vehicle door handle that is inserted in a retractable manner, and a crank that releases the lock by the door latch in conjunction with the operation of the arm portion being pulled out from the case portion is rotatably provided in the case portion. ,
A stopper member is supported on the arm portion so as to be swingable by a support shaft, and when the vehicle receives an impact load from one side, one end of the stopper member is engaged with the case portion to restrict the movement of the arm portion. The vehicle door handle stopper is characterized in that when the vehicle receives an impact load from the other side, the crank is engaged with the support shaft of the stopper member to restrict the rotation of the crank. Construction.   2. The door handle for a vehicle according to claim 1, wherein an engaging hole is formed in the arm portion to engage one end of the crank and the stopper member is disposed in the engaging hole. Stopper structure.   The stopper structure for a vehicle door handle according to claim 1 or 2, wherein a weight is attached to a lower end of the stopper member, and biasing means for biasing the stopper member in a direction away from the case portion is provided. A stopper receiving portion that engages with one end of the stopper member is provided below the insertion hole of the arm portion of the case portion, and the stopper receiving portion is configured by a slope that faces the outer side of the vehicle as it approaches the insertion hole, The stopper structure for a vehicle door handle according to any one of claims 1 to 3, wherein an angle formed between the stopper member and the inclined surface is an acute angle when the stopper member is engaged with the inclined surface.

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