JP2024123952A - Door lock device for vehicle - Google Patents

Abstract

To provide a door lock device for a vehicle that prevents opening of a vehicle door when a side collision etc. occur.SOLUTION: An active lever 57 of a door lock device 10 can be switched between a first state in which a main body member 58 and a lever member 59 rotate integrally, and a second state in which the relative rotation of the main body member 58 and the lever member 59 is allowed. In the first state, when the main body member 58 moves from a first position to a second position, the lever member 59 moves to a fourth position which holds an open link in a lock position. If the first state is switched to the second state when the main body member 58 is positioned in the first position, the lever member 59 moves from a third position to the fourth position. When the main body member 58 moves inward in a vehicle width direction relative to the lever member 59, the first state is switched to the second state.SELECTED DRAWING: Figure 7

Description

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

The vehicle door lock device described in Patent Document 1 includes a latch mechanism that can be switched between a latched state that allows the vehicle door to be opened and an unlatched state that does not, and an open link that can move between an unlocked position and a locked position. The vehicle door lock device described in Patent Document 1 is configured to switch the latch mechanism from the latched state to the unlatched state when the door handle is operated in the unlocked state where the open link is in the unlocked position, and not to switch the latch mechanism to the latched state when the door handle is operated in the locked state where the open link is in the locked position.

Furthermore, the vehicle door lock device described in Patent Document 1 includes a block member that moves to a block position when an inertial force is generated due to a collision or the like, and a biasing member that biases the block member in a predetermined direction. In the vehicle door lock device described in Patent Document 1, when the block member moves to the block position due to an inertial force, the biasing member biases the block member in a predetermined direction, so that the block member enters the movement trajectory of the open link. Therefore, the open link that temporarily moves to the locked position due to the inertial force is configured to block the movement of the open link toward the unlocked position after the inertial force is input. With this configuration, when an inertial force is generated due to a collision or the like, the open link is prevented from moving to the unlocked position, so that the vehicle door lock device can be prevented from switching to the unlocked state. Therefore, it is possible to prevent or suppress the unexpected opening of the vehicle door when a side collision or the like occurs.

JP 2019-183614 A

(Problem to be solved by the invention)
However, the configuration described in Patent Document 1 requires two members, a blocking member and a biasing member, to prevent the vehicle door lock device from switching from a locked state to an unlocked state in the event of a side collision, etc. This requires space to accommodate these members, which leads to an increase in the size of the vehicle door lock device.

The present invention was made in consideration of the above-mentioned circumstances, and the object of the present invention is to provide a door lock device for a vehicle that can prevent or suppress the accidental opening of the vehicle door in the event of a side collision, etc., while preventing or suppressing an increase in size.

(Means for solving the problem)
In order to achieve the above object, the door lock device according to the present invention comprises:
a latch mechanism configured to maintain a vehicle door in a closed state;
an open link that is rotatably connected to an open lever configured to move from an initial position to an operating position in conjunction with an operation of a door handle provided on the vehicle door, and that is configured to be movable between an unlocked position where the vehicle door is released from the closed state of the latch mechanism in conjunction with the movement of the open lever from the initial position to the operating position by rotating relative to the open lever, and a locked position where the vehicle door is maintained in the closed state regardless of the movement of the open lever from the initial position to the operating position, and that is constantly elastically biased toward the unlocked position;
a first member configured to be movable between a first position and a second position by a movement of an operating member operable by a user or by a driving force generated by a driving force source;
a second member configured to be switchable between a relative rotation restricted state in which the second member rotates integrally with the first member and a relative rotation permitted state in which the second member can rotate relatively to the first member, and configured to rotate integrally with the first member and move from a third position that allows the open link to be located at the unlocked position to a fourth position that holds the open link at the locked position when the first member moves from the first position to the second position in the relative rotation restricted state, and to move from the third position to the fourth position when the first member is located at the first position and the relative rotation permitted state is switched from the relative rotation restricted state to the relative rotation permitted state;
When the second member is in the relative rotation restricted state, the second member is switched to the relative rotation permitted state by the first member moving relatively inward in the vehicle width direction with respect to the second member.

When the second member is in the relative rotation restricted state, the opening link can be moved between the unlocked position and the locked position by moving the first member between the first position and the second position. Therefore, by operating the first member, the door lock device can be switched between an unlocked state (a state in which the vehicle door can be released from the closed state by the latch mechanism by operating the door handle provided on the vehicle door) and a locked state (a state in which the vehicle door cannot be released from the closed state by the latch mechanism by operating the door handle provided on the vehicle door). When the door lock device is in the unlocked state (when the first member is in the first position and the second member is in the third position), if a side collision or the like occurs on the vehicle and the first member moves relatively inward in the vehicle width direction with respect to the second member, the second member switches to a relative rotation permitted state, the second member moves from the third position to the fourth position, and the door lock device switches from the unlocked state to the locked state. Therefore, it is possible to prevent or suppress the unexpected opening of the vehicle door when a side collision or the like occurs.

According to the present invention, when the second member is in a relative rotation restricted state, the first member and the second member function as "members that switch between the unlocked and locked states of the door lock device," and when a side collision or the like occurs, the second member becomes in a relative rotation permitted state and functions as "members that prevent or suppress the accidental opening of the vehicle door." Therefore, since there is no need to place a separate, independent "member that prevents or suppresses the accidental opening of the vehicle door" in addition to the "member that switches between the unlocked and locked states of the door lock device," the door lock device does not become larger. In this way, according to the present invention, it is possible to provide a vehicle door lock device that can prevent or suppress the accidental opening of the vehicle door when a side collision or the like occurs, without increasing the size.

The first member includes a shaft portion having a circular cross section and extending in a direction substantially parallel to the vehicle width direction, and an engagement protrusion portion provided on an outer circumferential surface of the shaft portion and protruding radially outward from the shaft portion,
the second member includes a shaft hole into which the shaft portion is inserted, and an engagement recess provided on an inner circumferential surface of the shaft hole into which the engagement protrusion is inserted,
The engagement recess includes a first recess extending in a direction substantially parallel to the vehicle width direction, and a second recess connected to an inner end of the first recess in the vehicle width direction and extending in a circumferential direction of the shaft hole,
a state in which the engagement protrusion fits into the first recess is the relative rotation restricted state, and a state in which the engagement protrusion fits into the second recess is the relative rotation permitted state.
The following configuration can be applied.

In this way, the combination of the engaging protrusion and the engaging recess allows the second member to be switched between a relative rotation restricted state and a relative rotation permitted state. This means that there is no need to enlarge the "member that switches between the unlocked and locked states of the door lock device" in order to accommodate the mechanism for switching between the relative rotation permitted state and the relative rotation restricted state of the second member. This does not lead to an increase in the size of the vehicle door lock device.

a biasing member configured to constantly elastically bias the first member toward the outside in the vehicle width direction relative to the second member and constantly elastically bias the second member toward the fourth position relative to the first member,
The following configuration can be applied.

With this configuration, when no side impact or the like occurs (normal), the first member is urged outward in the vehicle width direction relative to the second member by the elastic urging force (axial urging force) of the urging member. This maintains the state in which the engagement protrusion of the first member enters the first recess of the second member, and the second member is held in a relative rotation restricted state. This improves the reliability of the operation of the first member and the second member as a "member that switches between the unlocked state and the locked state of the door lock device." On the other hand, when a side impact or the like occurs while the first member is in the first position, the second member moves inward in the vehicle width direction relative to the first member against the elastic urging force (axial urging force) of the urging member. This causes the engagement protrusion of the first member to move to the vehicle width inner end of the first recess of the second member, and further the engagement protrusion enters the second recess from the vehicle width inner end of the first recess. This causes the second member to switch from the relative rotation restricted state to the relative rotation permitted state. The second member is then moved from the third position to the fourth position by the elastic force (circumferential force) of the biasing member, and the door lock device switches from the unlocked state to the locked state. This improves the reliability of the operation of the first member and the second member as "members that prevent or suppress the accidental opening of the vehicle door."

The second member may be configured such that, when the first member is located at the first position and the second member is located at the fourth position, the second member switches to the relative rotation restricted state when the first member moves from the first position to the second position due to the movement of the operating member or the driving force.

With this configuration, by switching the vehicle door lock device from an unlocked state to a locked state, the first and second members can be returned from a "state in which they function as members that prevent or inhibit the accidental opening of the vehicle door" to a "state in which they function as members that switch the door lock device between the unlocked and locked states." Therefore, no special operation is required, improving convenience.

FIG. 1A is a schematic diagram showing a configuration of a vehicle door. FIG. 1B is a schematic diagram showing a configuration of a vehicle door. FIG. 2 is a perspective view showing the configuration of a vehicle door lock device. FIG. 3 is an exploded perspective view showing the configuration of a vehicle door lock device. FIG. 4A is a diagram showing the configuration and operation of a door lock device. FIG. 4B is a diagram showing the configuration and operation of the door lock device. FIG. 5A is a diagram showing the configuration and operation of a door lock device. FIG. 5B is a diagram showing the configuration and operation of the door lock device. FIG. 6A is a diagram showing the configuration of a main body member of the active lever. FIG. 6B is a diagram showing the configuration of the lever member of the active lever. FIG. 7 is a diagram showing the state of the lever member. FIG. 8A is a diagram showing the operation of the active lever. FIG. 8B is a diagram showing the operation of the active lever. FIG. 9A is a diagram showing the operation of the active lever. FIG. 9B is a diagram showing the operation of the active lever. FIG. 10A is a diagram showing the operation of the active lever. FIG. 10B is a diagram showing the operation of the active lever. FIG. 11A is a diagram showing the operation of the active lever. FIG. 11B is a diagram showing the operation of the active lever. FIG. 12 is a diagram showing the configuration of the cover.

Embodiments of the present invention will be described below with reference to the drawings. In the following description, the directions of the vehicle door lock device and each component of the vehicle door lock device are based on the directions of the vehicle (vehicle body). In each drawing, the front side of the vehicle is indicated by an arrow Fr, the rear side of the vehicle is indicated by an arrow Rr, the top of the vehicle is indicated by an arrow Up, the bottom of the vehicle is indicated by an arrow Dw, the outside in the vehicle width direction (left-right direction) is indicated by an arrow Out, and the inside in the vehicle width direction is indicated by an arrow In.

(Vehicle door)
Fig. 1A is a side view of a vehicle door 20 equipped with a door lock device 10, as viewed from the vehicle exterior. Fig. 1B is a cross-sectional view of the rear end portion of the vehicle door 20 equipped with the door lock device 10, as viewed along the arrows IB-IB in Fig. 1A.

The vehicle door 20 is attached to the vehicle body 301 so as to be openable and closable. Specifically, the front end of the vehicle door 20 is rotatably connected to the vehicle body 301, and can be moved between a closed position and an open position by rotating relative to the vehicle body 301. The closed position is a position where the vehicle door 20 blocks an opening for getting in and out of the vehicle body 301, and the open position is a position where the vehicle door 20 does not block the opening. The vehicle door 20 includes a door body portion 21 that constitutes its lower half, and a door sash 22 that is provided in its upper half. The door body portion 21 includes an outer panel 211, an inner panel 212, and a trim 213. The outer panel 211 constitutes the outer surface of the vehicle door 20. The inner panel 212 is located on the vehicle interior side of the outer panel 211 and is fixed to the outer panel 211. The trim 213 is fixed to the vehicle interior side of the inner panel 212 and constitutes the inner surface of the door body portion 21.

An outside door handle 214 and a key cylinder 215 are attached near the rear end of the outer panel 211. The outside door handle 214 is an operating member that can be manually operated by the vehicle user and is an example of a door handle of the present invention. The outside door handle 214 can be moved between an initial position and an operating position by rotating relative to the vehicle door 20. The outside door handle 214 is always elastically biased toward the initial position by a biasing member (not shown), and is held in the initial position by the biasing force of the biasing member when not operated by the user (when no external force is applied). The key cylinder 215 includes an inner cylinder (sometimes called a plug). The inner cylinder is configured to be able to insert and remove a compatible key when positioned in a neutral position, and is configured to be able to rotate between a locked position, which is a position rotated in a predetermined direction from the neutral position, and an unlocked position, which is a position rotated in the opposite direction to the predetermined direction when a compatible key is inserted. In addition, the inner cylinder is constantly elastically biased toward the neutral position by a biasing member, and is held in the neutral position when the key is not being operated (when no external force is being applied).

An inside door handle 216 and a lock knob 217 are attached to the inner panel 212. The inside door handle 216 is an operating member that can be manually operated by the vehicle user, and is an example of a door handle of the present invention together with the outside door handle 214. The inside door handle 216 can be rotated between an initial position and an operating position by rotating relative to the vehicle door 20. The inside door handle 216 is always elastically biased toward the initial position by a biasing member (not shown), and is held in the initial position when not operated by the user (when no external force is applied). The lock knob 217 is an operating member that can be manually operated by the user. The lock knob 217 is located near the upper end of the trim 213, and is configured to be movable between a locked position and an unlocked position by moving, for example, in the vertical direction relative to the vehicle door 20. The position at which the lock knob 217 is attached is not limited, and it may be attached, for example, near the inside door handle 216.

(Door lock device)
1B, the door lock device 10 is disposed in the interior space of the vehicle door 20 (i.e., the space surrounded by the inner panel 212 and the outer panel 211) and is fixed to the inner panel 212 (i.e., the vehicle door 20). A part of the door lock device 10 is exposed to the outside of the vehicle door 20 at the rear end of the vehicle door 20.

Figure 2 is an external perspective view of the door lock device 10, and Figure 3 is an exploded perspective view of the door lock device 10. As shown in Figures 2 and 3, the door lock device 10 includes an interlocking body 40 and an actuator body 50.

The interlocking body 40 includes a base member 41, a base plate 42, a subplate (not shown), a latch 44, a pole 45, a lift lever 46, a latch return spring (not shown), and a pole return spring (not shown). The base member 41, the base plate 42, and the subplate form the housing of the interlocking body 40. The latch 44, the pole 45, the lift lever 46, the latch return spring, and the pole return spring form a latch mechanism. The latch mechanism is configured to be switchable between an unlatched state and a latched state. The unlatched state is a state in which the latch 44 is capable of being engaged and disengaged with a striker 302 (see FIG. 1B) provided on the vehicle body 301, thereby allowing the vehicle door 20 to move from the closed position to the open position. The latched state is a state in which the latch 44 engages with the striker 302, thereby not allowing the vehicle door 20 to move from the closed position to the open position (maintaining the vehicle door 20 in a closed state).

In this embodiment, the latch mechanism is configured to be held in a latched state when the lift lever 46 is in the initial position (see FIG. 4A), and to switch from the latched state to the unlatched state when the lift lever 46 moves from the initial position to the operating position (see FIG. 4B) while in the latched state. The lift lever 46 is configured to move between the initial position and the operating position by rotating in such a manner that the pressed portion 461 provided at the inner end in the vehicle width direction moves up and down.

The actuator body 50 includes a housing 51, a cover 52, an open lever 53, and a lock mechanism 55. The housing 51 and the cover 52 form the housing of the actuator body 50. The housing 51 includes an active lever support shaft 511 that rotatably supports an active lever 57 (described later), and an open lever support shaft 512 that rotatably supports an open lever 53 (described later). The active lever support shaft 511 is provided on the inner surface of the housing 51 in the vehicle width direction, and has a cylindrical or cylindrical configuration that protrudes inward in the vehicle width direction and has an axis that is approximately parallel to the vehicle width direction. The open lever support shaft 512 is provided at the rear of the housing 51, and has a cylindrical or cylindrical configuration that protrudes to the rear and has an axis that is approximately parallel to the front-rear direction. A waterproof cover 76 is attached to the housing to prevent or suppress the intrusion of water, etc. into the interior.

The lock mechanism 55 includes an open link 56 and an inertia spring 60. The lock mechanism 55 is configured to be switchable between an unlocked state and a locked state. The unlocked state of the lock mechanism 55 is a state in which the latch mechanism is switched from the latched state to the unlatched state when the outside door handle 214 or the inside door handle 216 is operated (moved from the initial position to the operating position) while the latch mechanism is in the latched state. The locked state of the lock mechanism 55 is a state in which the latch mechanism is maintained in the latched state (the latch mechanism is not switched from the latched state to the unlatched state) when the outside door handle 214 or the inside door handle 216 is operated while the latch mechanism is in the latched state. The locked state includes a first locked state and a second locked state, which will be described later.

Here, the configuration and basic operation of the lift lever 46 and open lever 53 of the latch mechanism and the open link 56 of the lock mechanism 55 will be described. Figures 4A, 4B, 5A, and 5B are diagrams showing the configuration and operation of the lift lever 46, open lever 53, and open link 56, as viewed from the rear. Note that Figure 4A shows a state in which the lock mechanism 55 is in an unlocked state and the open lever 53 is in the initial position. Figure 4B shows a state in which the lock mechanism 55 is in an unlocked state and the open lever 53 is in the operating position. Figure 5A shows a state in which the lock mechanism 55 is in a first lock state and the open lever 53 is in the initial position. Figure 5B shows a state in which the lock mechanism 55 is in a first lock state and the open lever 53 is in the operating position.

The lift lever 46 of the latch mechanism has a pressed portion 461 and a pole engaging portion 462. The pressed portion 461 is a portion configured to be freely engaged with and disengaged from the lift lever engaging portion 561 of the open link 56, and has, for example, a protruding configuration protruding toward the front side. The pole engaging portion 462 is a portion that engages with the pole 45 of the latch mechanism, and has, for example, a protruding configuration protruding toward the rear side. The lift lever 46 is supported rotatably around an axis that is approximately parallel to the front-rear direction with respect to the housing of the interlocking body 40. The lift lever 46 is disposed in front of the pole 45, and rotates integrally with the pole 45 by engaging the pole engaging portion 462 protruding toward the rear side with the pole 45. The lift lever 46 (and the pole 45) can be moved between the initial position shown in FIG. 4A and the operating position shown in FIG. 4B by rotating with respect to the housing of the interlocking body 40. As shown in these figures, the operating position of the lift lever 46 is a position where the pressed portion 461 has moved upward from the initial position. When the latch mechanism is in the latched state and the lift lever 46 (and the pole 45) is in the initial position, the pole 45 restricts the rotation of the latch 44, thereby maintaining the latch mechanism in the latched state, and when it moves from the initial position to the operating position, the pole 45 allows the latch 44 to rotate, thereby switching the latch mechanism from the latched state to the unlatched state.

The open lever 53 is a long plate-like member, and is arranged so that its long dimension is approximately parallel to the vehicle width direction. The open lever 53 is supported by the open lever support shaft 512 so as to be rotatable about an axis approximately parallel to the front-rear direction relative to the housing 51 of the actuator body 50. The open lever 53 is configured to be movable between the initial position shown in Figures 4A and 5A and the operating position shown in Figures 4B and 5B by rotating relative to the housing of the actuator body 50. As shown in these figures, the operating position of the open lever 53 is a position where the end on the inner side in the vehicle width direction (the end on the side where the open link 56 described later is attached) is located higher than the initial position.

The open lever 53 is connected to the outside door handle 214 via a predetermined connecting member (e.g., a rod or wire). When the outside door handle 214 is operated (moved from the initial position to the operating position), the open lever 53 is configured to move from the initial position to the operating position in conjunction with the movement of the outside door handle 214. In addition, when the inside door handle 216 is operated (moved from the initial position to the operating position), the open lever 53 is also configured to move from the initial position to the operating position in conjunction with the movement of the inside door handle 216. The open lever 53 is constantly elastically biased toward the initial position by the open lever biasing spring 62. Therefore, the open lever 53 is held in the initial position when no external force other than the biasing force of the open lever biasing spring 62 is applied (i.e., when neither the outside door handle 214 nor the inside door handle 216 is operated).

The open link 56 has a lift lever engagement portion 561 and an active lever engagement portion 562. The lift lever engagement portion 561 is a portion configured to be freely engaged and disengaged (freely contacted and separated) from the lower end of the pressed portion 461 of the lift lever 46 from below. Specifically, the lift lever engagement portion 561 is a portion provided with a surface that faces substantially upward. The active lever engagement portion 562 is a portion configured to be freely engaged and disengaged with the open link engagement portion 592 of the lever member 59 of the active lever 57 described below. Specifically, the active lever engagement portion 562 is a protruding portion that protrudes inward in the vehicle width direction.

The open link 56 is supported rotatably with respect to the open lever 53 around an axis that is approximately parallel to the front-rear direction, near the end of the open lever 53 on the inner side in the vehicle width direction, below the lift lever engagement portion 561 (more specifically, at or near the lower end of the open link 56). The open link 56 rotates (swings like a pendulum) with respect to the open lever 53, so that the lift lever engagement portion 561 moves approximately in the vehicle width direction, and the active lever engagement portion 562 moves approximately in the vertical direction. The open link 56 can be moved to an unlocked position shown in Figures 4A and 4B and a locked position shown in Figures 5A and 5B by rotating with respect to the open lever 53. The unlocked position of the open link 56 is a position when the lift lever engagement portion 561 is located at or near the end of the vehicle width direction inner side in its movable range, and the active lever engagement portion 562 is located at or near the lower end of its movable range. The locked position of the open link 56 is a position in which the lift lever engagement portion 561 is located further outboard in the vehicle width direction than the unlocked position, and the active lever engagement portion 562 is located higher.

The lock mechanism 55 is in an unlocked state when the open link 56 is in the unlocked position, and in a locked state when the open link 56 is in the locked position (first locked state and second locked state). The open link 56 is constantly elastically biased toward the unlocked position (the inner end of the rotatable range in the vehicle width direction) by the open link biasing spring 63. The open link 56 is configured to move from the unlocked position to the locked position against the biasing force of the open link biasing spring 63 by the operation of the active lever 57 described below, and to move from the locked position to the unlocked position by the operation of the active lever 57 and the biasing force of the open link biasing spring 63.

When the open link 56 is in the unlocked position or the locked position, it can move together with the open lever 53 between the initial position shown in FIGS. 4A and 5A and the operating position shown in FIGS. 4B and 5B. The operating position of the open link 56 is a position where the lift lever engagement portion 561 is located higher than when it is in the initial position.

As shown in FIG. 4A, when the open link 56 is in the unlocked position (i.e., when the lock mechanism 55 is in the unlocked state) with the open lever 53 in the initial position, the lift lever engagement portion 561 of the open link 56 is located directly below the pressed portion 461 of the lift lever 46. In this state, when either the outside door handle 214 or the inside door handle 216 is operated, the open lever 53 and the open link 56 move to the operating position as shown in FIG. 4B.

When the open link 56 moves from the initial position to the operating position together with the open lever 53, the lift lever engagement portion 561 of the open link 56 comes into contact with the pressed portion 461 of the lift lever 46 and pushes up the pressed portion 461. As a result, the lift lever 46 (and the pole 45) moves from the initial position to the operating position. As a result, the latch mechanism switches from the latched state to the unlatched state. In this way, when the lock mechanism 55 is in the unlocked state, the latch mechanism is allowed to switch from the latched state to the unlatched state. The unlocked position of the open link 56 can also be said to be "a position where, when it moves from the initial position to the operating position together with the open lever 53, it is possible to push the lift lever 46 to move the lift lever 46 from the initial position to the operating position."

5A, the lock position of the open link 56 is a position where the lift lever engaging portion 561 of the open link 56 is shifted outward in the vehicle width direction relative to the pressed portion 461 of the lift lever 46. When the open link 56 is in the locked position (i.e., when the lock mechanism 55 is in the locked state), if the outside door handle 214 or the inside door handle 216 is operated, the open lever 53 and the open link 56 move from the initial position to the operating position as shown in FIG. 5B. However, since the lift lever engaging portion 561 of the open link 56 does not contact the pressed portion 461 of the lift lever 46, the lift lever 46 does not move from the initial position. Therefore, the latch mechanism does not switch from the latched state to the unlatched state and is maintained in the latched state. Thus, when the lock mechanism 55 is in the locked state, the latch mechanism is maintained in the latched state even if the user operates the outside door handle 214 and the inside door handle 216 (the vehicle door 20 is maintained in the closed state).

As described above, the locking mechanism 55 is configured to be switchable between an unlocked state and a locked state (a first locked state and a second locked state). The locking mechanism 55 is configured to switch from the unlocked state to the locked state when the open link 56 moves from the unlocked position to the locked position, and to switch from the locked state to the unlocked state when the open link 56 moves from the locked position to the unlocked position.

Next, the configuration and operation of the active lever 57 will be described. The active lever 57 is a "member that switches between the unlocked state and the locked state of the lock mechanism 55 of the door lock device 10." The active lever 57 is also a "member that prevents or suppresses the unexpected opening of the vehicle door 20 when a side collision or the like occurs." The active lever 57 is configured to be able to move the open link 56 from the unlocked position to the locked position, and is configured to be able to hold the open link 56 at each of the unlocked position and the locked position. The active lever 57 includes a main body member 58, a lever member 59 that is a member separate from the main body member 58, and an inertia spring 60 (see FIG. 3) that is arranged to straddle the main body member 58 and the lever member 59. The main body member 58 of the active lever 57 is an example of the first member of the present invention, and the lever member 59 is an example of the second member of the present invention. FIG. 6A is a perspective view showing the configuration of the main body member 58 of the active lever 57. FIG. 6B is a perspective view showing the configuration of the lever member 59 of the active lever 57.

The main body member 58 of the active lever 57 is supported by the active lever support shaft 511 provided in the housing 51 so as to be rotatable about an axis line substantially parallel to the vehicle width direction relative to the housing of the actuator body 50. Specifically, the main body member 58 of the active lever 57 is configured in a cylindrical shape (with a substantially circular cross section) and has a shaft portion 581 extending in a direction substantially parallel to the vehicle width direction (the axis line (center line) is substantially parallel to the vehicle width direction). An engagement protrusion portion 582 protruding toward the radially outer side of the shaft portion 581 is provided on the outer circumferential surface of the shaft portion 581. Then, the active lever support shaft 511 of the housing 51 is inserted into this shaft portion 581, so that the active lever 57 is rotatably supported relative to the housing of the actuator body 50. The main body member 58 of the active lever 57 is configured to be movable between a first position (see FIGS. 8A and 8B) and a second position (see FIGS. 9A and 9B) by rotating relative to the housing of the actuator body 50. The active lever 57 is elastically biased by the detent spring 61 toward the first position when it is located closer to the first position than the turnover point, which is the intermediate position between the first position and the second position, and is elastically biased toward the second position when it is located closer to the second position than the turnover point. Therefore, the active lever 57 is held in either the first position or the second position when no external force other than the biasing force of the detent spring 61 is applied.

The lever member 59 of the active lever 57 is a member attached to the main body member 58. The lever member 59 is configured to be switchable between a relative rotation restricted state in which the lever member 59 rotates together with the main body member 58 relative to the housing of the actuator body 50 (a state in which relative rotation with respect to the main body member 58 is restricted), and a relative rotation permitted state in which relative rotation with respect to the main body member 58 is permitted. In the relative rotation permitted state, the main body member 58 and the lever member 59 can rotate coaxially with respect to the housing. The lever member 59 is configured to be movable between a third position and a fourth position by rotating together with the main body member 58 with respect to the housing when in the relative rotation restricted state. The third position of the lever member 59 is the "position when the main body member 58 is located at the first position in the relative rotation restricted state". The fourth position of the lever member 59 is the "position when the main body member 58 is located at the second position in the relative rotation restricted state". Furthermore, when the lever member 59 is in a relative rotation permitted state, it is configured to be movable from the third position to the fourth position by rotating with respect to the housing of the main body member 58 and the actuator body 50 with the main body member 58 positioned in the first position.

The lever member 59 of the active lever 57 includes a cylindrical portion 591 and an open link engagement portion 592. The cylindrical portion 591 is a portion in which a through hole having a substantially circular cross section is provided, and is configured to allow the shaft portion 581 of the main body member 58 to be inserted. The inner peripheral surface of the cylindrical portion 591 is provided with an engagement recess 593, which is a recess into which the engagement protrusion 582 provided on the shaft portion 581 of the main body member 58 can enter. The engagement recess 593 includes a first recess 594 and a second recess 595 that are integrally connected to each other. The first recess 594 is a linear groove-shaped portion extending in the axial direction of the cylindrical portion 591. The width (circumferential dimension) of the first recess 594 is approximately the same as or slightly larger than the circumferential dimension of the engagement protrusion 582. The second recess 595 is a portion in which the circumferential dimension is larger than that of the first recess 594, and is provided so that one end in the circumferential direction is connected to the end of the first recess 594 on the inner side in the vehicle width direction. The second recess 595 can also be said to be a portion that extends in the circumferential direction of the inner surface of the cylindrical portion 591.

Figure 7 is a diagram showing the positional relationship between the engagement protrusion 582 provided on the shaft portion 581 of the main body member 58 and the engagement recess 593 provided on the cylindrical portion 591 of the lever member 59. The state in which the engagement protrusion 582 is inserted into the first recess 594 of the engagement recess 593 is the first state of the lever member 59. The first state is a relative rotation restricted state. The second state of the lever member 59 is a state in which the engagement protrusion 582 is inserted into the second recess 595 of the engagement recess 593, and the circumferential positions of the engagement protrusion 582 and the first recess 594 of the engagement recess 593 are aligned. The third state of the lever member 59 is a state in which the engagement protrusion 582 is inserted into the second recess 595 of the engagement recess 593, and the circumferential positions of the engagement protrusion 582 and the first recess 594 of the engagement recess 593 are offset from each other. The second and third states are relative rotation permitted states.

The lever member 59 is normally held in the first state. When the lever member 59 is in the first state, the main body member 58 and the lever member 59 can move relatively in the extension direction of the first recess 594 of the engagement recess 593 (i.e., a direction approximately parallel to the vehicle width direction), but cannot move relatively in the circumferential direction of a circle centered on the center line of the shaft portion 581 and the cylindrical portion 591 (relative rotation is restricted). Therefore, when the lever member 59 is in the first state, the lever member 59 rotates integrally with the main body member 58 relative to the housing. Therefore, when the lever member 59 is in the first state, when the main body member 58 is in the first position, the lever member 59 is in the third position, and when the main body member 58 is in the second position, the lever member 59 is in the fourth position.

When the lever member 59 is in the first state, if the main body member 58 moves (linearly moves) relative to the lever member 59 toward the inside in the vehicle width direction, the engaging protrusion 582 of the shaft portion 581 comes out of the first recess 594 of the engaging recess 593 and enters the second recess 595. This switches the lever member 59 from the first state to the second state. When the lever member 59 is in the second state, the main body member 58 and the lever member 59 can rotate relatively to each other within a range according to the circumferential dimension of the second recess 595. The lever member 59 is configured to switch from the second state to the third state by rotating relative to the main body member 58 in the same direction as the "direction in which the main body member 58 rotates relative to the housing of the actuator body 50 when the main body member 58 moves from the first position to the second position" when the lever member 59 is in the second state.

The inertia spring 60 is an example of the biasing member of the present invention. The inertia spring 60 is configured to constantly elastically bias the lever member 59 toward the inside of the vehicle width direction relative to the main body member 58. The inertia spring 60 is also configured to constantly elastically bias the lever member 59 toward the main body member 58 in the same direction as the "direction in which the main body member 58 rotates relative to the housing of the actuator body 50 when the main body member 58 moves from the first position to the second position" with respect to the circumferential direction (rotation direction) around the center line of the shaft portion 581. A torsion spring having two arms and capable of elastic compression deformation in the axial direction (in other words, a coil spring having two arms that are elastically compressible and protrude radially outward from both ends) is applied to the inertia spring 60. This torsion spring (coil spring) is configured to generate a circumferential biasing force by the two arms and generate a biasing force in the axial direction (perpendicular to the circumferential biasing force by the two arms) by the coil-shaped portion between the two arms. One arm of the inertia spring 60 engages with the main body member 58, and the other arm engages with the lever member 59.

The lever member 59 is normally held in the first state by the axial biasing force of the inertia spring 60. When the main body member 58 and the lever member 59 move relative to each other in the vehicle width direction against the axial biasing force of the inertia spring 60 (specifically, when the main body member 58 moves relatively inward in the vehicle width direction relative to the lever member 59), the lever member 59 switches from the first state to the second state. When the lever member 59 switches from the first state to the second state, the circumferential biasing force of the inertia spring 60 rotates relative to the main body member 58 in the same direction as the "direction in which the main body member 58 rotates relative to the housing of the actuator body 50 when the main body member 58 moves from the first position to the second position," and switches from the second state to the third state. Furthermore, when the lever member 59 is in the third state, it rotates relative to the main body member 58 against the circumferential biasing force of the inertia spring 60 in the same direction as the direction in which the main body member 58 rotates relative to the housing of the actuator body 50 when the main body member 58 moves from the second position to the first position, thereby switching from the third state to the second state. Furthermore, when the lever member 59 switches from the third state to the second state, it switches to the first state by the axial biasing force of the inertia spring 60.

In addition, the main body member 58 of the active lever 57 is provided with an open link stopper 583. The open link stopper 583 is configured to contact the surface of the open link 56 on the vehicle interior side so that the open link 56 does not contact the lift lever 46 when the main body member 58 is located in the second position. In this embodiment, the open link stopper 583 has a protrusion-like configuration that protrudes rearward from the main body member 58. As shown in FIG. 5A, when the open link 56 is located in the locked position and the open lever 53 moves from the initial position toward the operating position, the active lever engagement portion 562 of the open link 56 and the open link engagement portion 592 of the lever member 59 are relatively separated in the vertical direction, so that the open link 56 can move from the locked position toward the unlocked position. At this time, the open link stopper 583 of the main body member 58 is positioned on the inside of the open link 56 in the vehicle width direction (forward in the direction of movement from the locked position to the unlocked position), so that the open link stopper 583 of the main body member 58 abuts against the open link 56 and restricts the movement of the open link 56. This prevents the open link 56 from coming into contact with the lift lever 46.

Next, the operation of the locking mechanism 55 will be described. Figures 8A and 8B are diagrams showing the unlocked state of the locking mechanism 55, and correspond to Figure 4A. Figures 9A and 9B are diagrams showing the first locked state of the locking mechanism 55, and correspond to Figure 5A. In Figures 8A and 8B, the main body member 58 and lever member 59 of the active lever 57 are located in the unlocked position, and in Figures 9A and 9B, the main body member 58 and lever member 59 of the active lever 57 are located in the locked position.

When the main body member 58 moves from the first position to the second position while the lever member 59 is in the first state, the lever member 59 rotates together with the main body member 58 and moves from the third position (see Figs. 8A and 8B) to the fourth position (see Figs. 9A and 9B). This causes the open link engagement portion 592 of the lever member 59 to rise, and the open link engagement portion 592 abuts against the active lever engagement portion 562 of the open link 56, pushing up the active lever engagement portion 562. As a result, the open link 56 moves from the unlocked position to the locked position (see Figs. 4A and 5A). Then, when the lever member 59 of the active lever 57 is located in the fourth position (see Figs. 9A and 9B), the open link engagement portion 592 of the lever member 59 restricts the rotation of the open link 56 from the locked position to the unlocked position. Therefore, the open link 56 is held in the locked position, and the locking mechanism 55 is held in the first locked state. The first locked state can also be described as "a state in which the open link 56 is in the locked position when the lever member 59 is in the first state."

On the other hand, when the main body member 58 moves from the second position to the first position while the lever member 59 is in the first state, the lever member 59 moves from the fourth position to the third position, and the open link engagement portion 592 descends. As a result, the open link 56 moves from the locked position to the unlocked position due to the biasing force of the open link biasing spring 63. Then, when the lever member 59 is in the third position, the open link 56 is held in the unlocked position by the biasing force of the open link biasing spring 63. Therefore, the locking mechanism 55 is held in the unlocked state.

Next, the operation of the lock mechanism 55 when a force toward the inside of the vehicle width direction is applied to the door lock device 10 will be described. The lock mechanism 55 of the door lock device 10 is configured to switch from the unlocked state to the second locked state when a force toward the inside of the vehicle width direction is applied when in the unlocked state. This prevents or suppresses accidental opening of the vehicle door 20 even if the open lever 53 moves from the initial position to the operating position. Figures 10A and 10B are diagrams showing the second locked state of the lock mechanism 55.

Specifically, when the lock mechanism 55 is in an unlocked state (see Figs. 4A, 8A, and 8B), if a side collision or the like occurs to the vehicle, a force is applied to the active lever 57 to move it inward in the vehicle width direction. This force causes the main body member 58 of the active lever 57 to move inward in the vehicle width direction. Meanwhile, the lever member 59 of the active lever 57 tends to remain in the position just before the side collision or the like occurs due to inertia. Therefore, when a side collision or the like occurs to the vehicle, the main body member 58 of the active lever 57 moves inward in the vehicle width direction relative to the lever member 59 against the axial biasing force of the inertia spring 60. As a result, the lever member 59 switches from the first state to the second state, and then switches to the third state by rotating in the same direction as the "rotational direction when the main body member 58 moves from the first position to the second position" relative to the main body member 58 due to the circumferential biasing force of the inertia spring 60 (see Fig. 7).

10A and 10B, the lever member 59 moves from the third position to the fourth position while the main body member 58 remains in the first position. When the lever member 59 moves from the third position to the fourth position, the open link engagement portion 592 of the lever member 59 pushes up the active lever engagement portion 562 of the open link 56, in the same way as when the lever member 59 moves from the third position to the fourth position when it is in the first state. As a result, the lock mechanism 55 switches from the unlocked state to the second locked state. Note that when the main body member 58 of the active lever 57 is in the first position and the lever member 59 is in the fourth position, the lever member 59 is in the third state. The lever member 59 is held in the locked position by the circumferential biasing force of the inertia spring 60. Therefore, the lock mechanism 55 is held in the second locked state. Note that the second locked state can also be said to be "a state in which the open link 56 is in the locked position when the lever member 59 is in the second state or the third state."

Thereafter, when the main body member 58 of the active lever 57 moves from the first position to the second position, the locking mechanism 55 switches from the second locked state shown in Figs. 10A and 10B to the first locked state shown in Figs. 9A and 9B. Specifically, this is as follows. Note that the "operation for moving the main body member 58 of the active lever 57 from the first position to the second position" is an "operation for switching the locking mechanism 55 from the unlocked state to the first locked state.

Figure 12 is a perspective view of the cover 52 and the active lever 57 as viewed from the outside in the vehicle width direction. As shown in Figure 12, a protruding lever member stopper 521 that protrudes outward in the vehicle width direction is provided on the outer surface of the cover 52 in the vehicle width direction. This lever member stopper 521 is provided in a position that contacts or is close to the front side (upper side in this embodiment) of the open link engagement portion 592 of the lever member 59 in the "direction in which the lever member 59 moves from the third position to the fourth position" when the lever member 59 is located in the fourth position. Therefore, the lever member 59 can move from the third position to the fourth position without interfering with the lever member stopper 521, but cannot move beyond the third position to the fourth position.

In the second lock state, the main body member 58 of the active lever 57 is located at the first position, so the main body member 58 can move from the first position to the second position. On the other hand, in the second lock state, the lever member 59 of the active lever 57 is located at the fourth position. The lever member 59 is restricted from further rotating from the fourth position in the same direction as the "rotation direction when the main body member 58 moves from the first position to the second position" by the lever member stopper 521 provided on the cover 52. Therefore, when the main body member 58 moves from the first position to the second position in the second lock state (the lever member 59 is located at the fourth position and the main body member 58 is located at the first position), the open link engagement portion 592 of the lever member 59 engages with the lever member stopper 521, so that the lever member 59 remains in the fourth position.

In the second lock state, the lever member 59 is in the third state (see FIG. 7). When the main body member 58 of the active lever 57 reaches the second position while the lever member 59 remains in the fourth position, the lever member 59 switches from the third state to the second state (see FIG. 7). As a result, the main body member 58 moves relatively outward in the vehicle width direction with respect to the lever member 59 due to the axial biasing force of the inertia spring 60, and the active lever 57 switches to the first state. That is, the lock mechanism 55 is in the first lock state. Then, the main body member 58 and the lever member 59 of the active lever 57 rotate together, and thereafter, the lock mechanism 55 switches between the unlock state and the first lock state by the operation of the active lever 57.

Thus, according to this embodiment, when the lever member 59 is in the first state, the active lever 57 functions as a member that switches the locking mechanism 55 of the door lock device 10 between the unlocked state and the locked state. In addition, when a side collision or the like occurs, the active lever 57 functions as a member that prevents or suppresses the accidental opening of the vehicle door 20 by switching the lever member 59 to the third state. Therefore, in addition to the "member that switches the locking mechanism 55 of the door lock device 10 between the unlocked state and the locked state," there is no need to provide a separate, independent "member that prevents or suppresses the accidental opening of the vehicle door 20." Therefore, the door lock device 10 does not become larger. Thus, according to this embodiment, it is possible to provide a vehicle door lock device 10 that can prevent or suppress the accidental opening of the vehicle door 20 when a side collision or the like occurs without increasing the size.

For example, the vehicle door lock device described in JP 2019-183614 A requires two components to prevent the open link from moving to the unlocked position when an inertial force is applied due to a side collision or the like: a block member that moves to the block position due to the inertial force, and a biasing member that biases the block member in a predetermined direction at the block position. This requires space to place the block member in addition to the space for placing the active lever, which leads to an increase in size of the door lock device. In contrast, in this embodiment, when a side collision or the like occurs, the lever member 59 functions as a "member that moves the open link 56 from the unlocked position to the locked position." This means that there is no need to place a block member in addition to the active lever as in the above document. This does not lead to an increase in size of the door lock device 10.

It is preferable that the lever member 59 is made of a material with a high specific gravity to increase the inertia. For example, the lever member 59 is preferably made of an iron-based metal material.

In addition, according to this embodiment, the combination of the engagement protrusion 582 provided on the main body member 58 and the engagement recess 593 provided on the lever member 59 allows the lever member 59 to be switched between a first state in which rotation relative to the main body member 58 is restricted, and a second state and a third state in which rotation is permitted. This does not lead to an increase in size of the active lever 57, and therefore does not lead to an increase in size of the door lock device 10.

In addition, according to this embodiment, the lever member 59 is held in the first state by the inertia spring 60. With this configuration, when no side impact or the like has occurred (normally), the lever member 59 does not switch to the second state or the third state, so the reliability of the operation of the active lever 57 as a "member that switches the unlocked state and locked state of the lock mechanism 55 of the door lock device 10" can be improved. On the other hand, when the lever member 59 switches from the first state to the second state while the main body member 58 is in the first position, the lever member 59 moves from the third position to the fourth position due to the biasing force of this inertia spring 60. Therefore, the reliability of the operation can be improved.

In addition, according to this embodiment, the locking mechanism 55 is configured to switch from the second locked state to the first locked state by "an operation to switch the locking mechanism 55 from the unlocked state to the first locked state." In other words, the lever member 59 switches from the third state to the first state, which is the normal state. Therefore, no special operation is required to return the lever member 59 to the normal state, improving the convenience of the door lock device 10.

In addition, as in the above document, when the door lock device is configured with a block member that restricts the movement of the open link from the locked position to the unlocked position, the open link becomes complicated in configuration, resulting in increased parts costs. In contrast, in this embodiment, an open link with the same configuration as a conventional door lock device that does not have a block member can be applied. Therefore, there is no increase in parts costs.

Here, we will explain the configuration for moving the main body member 58 of the active lever 57 between the first position and the second position. In addition to the aforementioned open link 56, active lever 57, and inertia spring 60, the lock mechanism 55 also includes a control lever 71, a key lever 72, an actuator 73, and a wheel gear 74.

The main body member 58 of the active lever 57 is linked to the inner cylinder of the key cylinder 215 via the connecting member 75 and the key lever 72. When the inner cylinder of the key cylinder 215 rotates from the neutral position to the lock position, the rotation of the inner cylinder of the key cylinder 215 is transmitted to the main body member 58 of the active lever 57 via the key lever 72 and the connecting member 75, and the main body member 58 of the active lever 57 moves to the second position when it is located in the first position, and stays in the second position when it is located in the second position. When the inner cylinder of the key cylinder 215 rotates from the neutral position to the unlock position, the main body member 58 of the active lever 57 moves to the first position when it is located in the second position, and stays in the first position when it is located in the first position. Therefore, the user of the vehicle can switch the lock mechanism 55 between the unlock state and the first lock state by operating the key cylinder 215. The main body member 58 of the active lever 57 is also linked to the lock knob 217. The vehicle user can switch the lock mechanism 55 between the unlocked state and the first locked state by operating the lock knob 217.

The actuator 73 is a driving force source for the active lever 57. An electric motor capable of outputting rotational power in both forward and reverse directions is applied to the actuator 73. The wheel gear 74 is rotatably supported on the housing of the actuator body 50 and is configured to rotate by the driving force of the actuator 73. When the wheel gear 74 rotates in a predetermined direction by the rotational power of the actuator 73, it engages with the main body member 58 of the active lever 57 and moves the main body member 58 of the active lever 57 from the first position to the second position. On the other hand, when the wheel gear 74 rotates in the opposite direction to the predetermined direction by the rotational power of the actuator 73, it engages with the main body member 58 of the active lever 57 and moves the main body member 58 of the active lever 57 from the second position to the first position. In this way, the lock mechanism 55 is configured to be switchable between an unlocked state and a first locked state by moving the active lever 57 by the driving force of the actuator 73. Therefore, a vehicle user or the like can switch the lock mechanism 55 between the unlocked state and the first locked state by operating the actuator 73.

In this way, the locking mechanism 55 is configured to be switchable between an unlocked state and a first locked state by a predetermined manual operation by the user and the driving force of the actuator 73 (in other words, the main body member 58 of the active lever 57 is configured to be movable between a first position and a second position). Therefore, when the locking mechanism 55 is switched to the second locked state, the locking mechanism 55 can be switched to the first locked state by a manual operation by the user or the driving force of the actuator 73.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment. The present invention can be modified without departing from the spirit of the invention, and such modifications are also included in the technical scope of the present invention.

For example, in the above embodiment, the engaging protrusion 582 is provided on the shaft 581 of the main body member 58 of the active lever 57, and the engaging recess 593 is provided on the lever member 59, but the present invention is not limited to such a configuration. The engaging recess 593 may be provided on the shaft 581 of the main body member 58 of the active lever 57, and the engaging protrusion 582 may be provided on the lever member 59.

10...door lock device, 20...vehicle door, 40...engagement body, 50...actuator body, 51...housing of actuator body, 53...open lever, 55...lock mechanism, 56...open link, 57...active lever, 58...main body member of active lever, 59...lever member of active lever, 60...inertia spring

Claims (4)

a latch mechanism configured to maintain a vehicle door in a closed state;
an open link that is rotatably connected to an open lever configured to move from an initial position to an operating position in conjunction with an operation of a door handle provided on the vehicle door, and that is configured to be movable between an unlocked position where the vehicle door is released from the closed state of the latch mechanism in conjunction with the movement of the open lever from the initial position to the operating position by rotating relative to the open lever, and a locked position where the vehicle door is maintained in the closed state regardless of the movement of the open lever from the initial position to the operating position, and that is constantly elastically biased toward the unlocked position;
a first member configured to be movable between a first position and a second position by a movement of an operating member operable by a user or by a driving force generated by a driving force source;
a second member configured to be switchable between a relative rotation restricted state in which the second member rotates integrally with the first member and a relative rotation permitted state in which the second member can rotate relatively to the first member, and configured to rotate integrally with the first member and move from a third position that allows the open link to be located at the unlocked position to a fourth position that holds the open link at the locked position when the first member moves from the first position to the second position in the relative rotation restricted state, and to move from the third position to the fourth position when the first member is located at the first position and the relative rotation permitted state is switched from the relative rotation restricted state to the relative rotation permitted state;
When the second member is in the relative rotation restricted state, the second member is switched to the relative rotation permitted state by the first member moving relatively inward in a vehicle width direction with respect to the second member.
A door lock device for a vehicle. 2. The vehicle door lock device according to claim 1,
The first member includes a shaft portion having a circular cross section and extending in a direction substantially parallel to the vehicle width direction, and an engagement protrusion portion provided on an outer circumferential surface of the shaft portion and protruding radially outward from the shaft portion,
the second member includes a shaft hole into which the shaft portion is inserted, and an engagement recess provided on an inner circumferential surface of the shaft hole into which the engagement protrusion is inserted,
The engagement recess includes a first recess extending in a direction substantially parallel to the vehicle width direction, and a second recess connected to an inner end of the first recess in the vehicle width direction and extending in a circumferential direction of the shaft hole,
a state in which the engagement protrusion fits into the first recess is the relative rotation restricted state, and a state in which the engagement protrusion fits into the second recess is the relative rotation permitted state.
A door lock device for a vehicle. 3. The vehicle door lock device according to claim 2,
a biasing member configured to constantly elastically bias the first member toward the outside in the vehicle width direction relative to the second member and constantly elastically bias the second member toward the fourth position relative to the first member,
A door lock device for a vehicle. 2. The vehicle door lock device according to claim 1,
the second member is configured such that, when the first member is located at the first position and the second member is located at the fourth position, when the first member moves from the first position to the second position by the movement of the operating member or the driving force, the second member is switched to the relative rotation restricted state.
A door lock device for a vehicle.

Images