JP6511280B2 - Vehicle door handle device - Google Patents

Description

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

  Generally, when the door is closed, the door side latch is engaged with the striker on the body side when the door is closed, and when the door handle lever is pulled, the door is interlocked with the handle lever and the door is released from the striker. Such vehicles are known to have a mechanism for preventing the door from opening due to an impact such as a side collision.

  For example, in the vehicle door handle apparatus 100 shown in FIG. 8, the handle lever 102 having an elongated shape has a door closed position (solid line) and a door open position (a solid line) around a rotation shaft 102 a provided on one end side of the handle lever 102. It is fixed to the door panel so as to be rotatable between one dotted line and the other. In FIG. 8, the left side is the front of the vehicle and the right side is the rear of the vehicle. As shown in FIG. 9, the vehicle door handle device 100 includes a hooking member 104 on the other end side of the handle lever 102, and one end of a boomerang-shaped bell crank 106 is hooked on the hooking member 104. At the other end, the bell crank 106 is provided with a counterweight 108 and a hook 110 for operating a latch (not shown). When the operator moves the handle lever 102 from the door closed position to the door open position (see arrow a), the hook member 104 of the handle lever 102 moves in the direction of arrow b. One end of the crank 106 rotates around the rotation axis 106 a, and the counterweight 108 and the hook 110 rotate in the direction of the arrow c. The rotation of the hook 110 disengages the latch from the striker and opens the door. On the other hand, when an impact such as a side collision or the like is applied to the door panel, an inertial force acts on the handle lever 102 in the direction of arrow a, and an inertial force acts on the counterweight 108 in the direction of arrow d. The inertial force acting on the counterweight 108 is transmitted to the hooking member 104 via the bell crank 106 and acts on the hooking member 104 in the direction of the arrow e. Thereby, the handle lever 102 is prevented from moving in the direction of the arrow a. As a result, even if an impact such as a side collision is applied to the door panel, the handle lever 102 remains in the door closed position, and the door does not open. However, when a large impact exceeding the setting of the counterweight 108 is applied to the door panel due to a side collision or the like, the handle lever 102 rotates in the direction of the arrow a, and the door opens. The bell crank 106 applies a force in the direction of arrow e to the hooking member 104 by means of a spring 106b.

  Further, in the vehicle door handle device 200 of Patent Document 1, as shown in FIG. 10, the elongated handle lever 202 is closed at the door closing position around the rotation shaft 202 a provided at one end of the handle lever 202 (see FIG. It is attached to the door panel 204 so as to be rotatable between the solid line) and the door open position (one-dotted chain line). When the operator moves the handle lever 202 from the door closed position to the door open position, the door opens. On the other hand, when an impact such as a side collision is applied to the door panel 204, as shown in FIG. 11, an inertial force acts on the handle lever 202 in the direction of arrow f, and the arm 202b of the handle lever 202 is deformed by this inertial force. It abuts on the inner surface of the door panel 204. Thus, the handle lever 202 is prevented from moving in the direction of the arrow f.

JP, 2013-227763, A

  However, in the vehicle door handle device 100, the counterweight 108 is attached so that the width of the handle lever 102 in the vertical direction is greatly extended, which makes it difficult to carry and complicated to attach to the door panel. . Further, although the vehicle door handle device 200 has a compact structure as a whole since it does not have the counterweight 108, in order to block the movement of the handle lever 202 to the door open position using the door panel 204 at the side collision, For example, depending on the degree of deformation of the door panel 204, there is a possibility that the movement of the handle lever 202 to the door open position can not be blocked.

  The vehicle door handle device according to the present invention is made in view of the above-described problems, and the entire device is compact, and movement of the handle lever to the door open position is assured when an impact such as a side collision is applied to the door panel. Its main purpose is to make it possible to

The vehicle door handle device of the present invention is
A door handle device attached to a base fixed to the inside of a door panel so that an elongated handle lever can be rotated between a door closed position and a door open position with one end side of the handle lever as a center of rotation. There,
Between a non-interference position that does not impede the rotational movement of the handle lever, and an interference position that abuts against one end of the handle lever and that prevents the handle lever from rotating from the door closed position to the door open position A motion blocking member rotatably mounted on the base,
The motion blocking member is normally supported by an elastic force so as to be disposed at the non-interference position, and when receiving an inward impact from the outside of the door panel, the inertial force generated by the impact resists the elastic force. Moving from the non-interference position to the interference position,
It is a thing.

  In this vehicle door handle device, the motion blocking member is disposed on one end side of the handle lever, that is, on the rotation center side. Normally, the motion blocking member is elastically supported to be disposed in the non-interference position. On the other hand, when an impact such as a side collision is received, the motion preventing member moves from the non-interference position to the interference position against the elastic force by the inertial force generated by the impact and contacts the one end side of the handle lever to handle the handle Prevents the lever from turning to the open position. In other words, the motion blocking member that plays the role of a counterweight contacts one end of the handle lever to block the rotation of the handle lever to the door open position. Therefore, the entire apparatus becomes compact as compared with the case where the operation preventing member is provided on the other end side of the handle lever, that is, the bell crank opposite to the rotation center. Further, when an impact such as a side collision or the like is applied to the door panel, the rotation can be reliably blocked as compared with the case of blocking the rotation of the handle lever to the door open position using the deformed door panel.

  In the door handle apparatus for a vehicle according to the present invention, the handle lever includes a lever body gripped by an operator, and a narrow arm connected to the lever body and disposed inside the door panel, the handle lever The center of rotation of the arm may be provided on the arm, and the motion blocking member may abut on the arm when disposed at the interference position. In this case, the movement preventing member abuts on the narrower arm in the vertical direction than the handle lever, so that the structure can be made more compact.

  In the door handle device for a vehicle according to the present invention, the handle lever has a wall on one end side of the handle lever, and the operation blocking member is disposed at the non-interference position, the handle lever is While rotating between the door closed position and the door open position, the handle lever is supposed to rotate from the door closed position to the door open position without contacting the wall and being disposed at the interference position The wall portion may be in contact with the wall portion to prevent movement of the wall portion. In this case, the movement preventing member disposed in the interference position abuts on the wall of the handle lever, so that the rotation of the handle lever to the door open position can be more reliably blocked.

  In this case, the handle lever has a restricting portion that restricts the operation of the motion blocking member on the other end side of the handle lever than the wall portion, and the motion blocking member is caused by an inertial force generated by the impact. When it reaches the interference position from the non-interference position, it may be in contact with the restriction portion, and further rotation operation may be restricted by the restriction portion. In this case, since the full stroke position of the motion blocking member can be determined, it is possible to prevent the motion blocking member from rotating excessively and causing a problem when a large inertial force is generated.

  In the door handle device for a vehicle according to the present invention, the width of the motion blocking member in the vehicle vertical direction may be a size that fits within the width of the handle lever in the vehicle vertical direction. In this way, the entire device can be made more compact.

  In the door handle device for a vehicle according to the present invention, the motion blocking member may be made of a steel plate material. The steel plate material is suitable as a material for the movement preventing member which plays a role of a counterweight because it has a relatively large specific gravity and a high strength.

Explanatory drawing when the handle lever 12 of the door handle apparatus 10 for vehicles exists in a door closing position. FIG. 2 is an assembled perspective view of the vicinity of the end on the vehicle front side of the vehicle door handle device 10. FIG. 2 is a perspective view of the vicinity of the end portion on the vehicle front side of the vehicle door handle device 10. FIG. 2 is a perspective view of the vicinity of the end portion on the vehicle front side of the vehicle door handle device 10. Explanatory drawing when the handle lever 12 of the door handle apparatus 10 for vehicles exists in a door open position. Explanatory drawing of the door handle apparatus 10 for vehicles immediately after receiving impact, such as a side collision. Explanatory drawing of the door handle apparatus 80 for vehicles of other embodiment. The perspective view which shows the whole of the conventional door handle apparatus 100 for vehicles. The perspective view which shows the periphery of the counterweight 108 of the conventional door handle apparatus 100 for vehicles. Explanatory drawing which shows the door closed position and door open position of the conventional door handle apparatus 200 for vehicles. Explanatory drawing which shows the mode at the time of the collision of the conventional door handle apparatus 200 for vehicles.

  Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is an explanatory view when a handle lever 12 of a vehicle door handle device 10 according to an embodiment of the present invention is in a door closed position, and FIG. 2 is an end periphery of the vehicle door handle device 10 on the front side. FIGS. 3 and 4 are perspective views of the vicinity of the end portion on the vehicle front side of the door handle apparatus 10 for a vehicle. In FIG. 1, the left side is the front of the vehicle, the right side is the rear of the vehicle, and the direction perpendicular to the paper surface corresponds to the vertical direction of the vehicle.

  The vehicle door handle device 10 includes a handle lever 12, a base 36, a counterweight 50, and a cover 60.

  The handle lever 12 is an elongated member extending in the front-rear direction of the vehicle, and includes a lever body 14, an L-shaped arm 18 provided at the vehicle front end of the lever body 14, and a vehicle rear end of the lever body 14. And a C-shaped hook member 30 provided on the part. The lever main body 14 has a grip portion 16 in the shape of a recess in the vicinity of the center so as to be easily grasped by the operator. The arm 18 has a longitudinal portion 20 extending in the front-rear direction of the vehicle. A U-shaped notch 22 is provided on the surface of the longitudinal portion 20 facing the door panel P in the direction from the outside to the inside of the vehicle. The rotational shaft 24 of the handle lever 12 is accommodated in the notch 22. Further, on the surface of the longitudinal portion 20 of the arm 18 opposite to the surface facing the door panel P, a first protrusion 26 and a second protrusion 28 are provided in order from the side close to the rotation shaft 24. As shown in FIG. 4, the width W2 in the vehicle vertical direction of the arm 18 is narrower than the width W1 in the vehicle vertical direction of the lever main body 14. The hooking member 30 is in contact with one end of the bell crank 64. The first protrusion 26 and the second protrusion 28 correspond to the wall portion and the restricting portion of the present invention, respectively.

  As shown in FIG. 2, the base 36 has a front pedestal 38 for receiving the vehicle front side of the lever main body 14 and a pair of L provided on the side of the front pedestal 38 opposite to the side receiving the lever main body 14. The character pieces 40, 40 and the stopper 48 provided between the pair of L-shaped pieces 40, 40 are provided. The front pedestal 38 is screwed to the door panel P and is adapted to receive the vehicle front side of the lever body 14 when the handle lever 12 is in the door closed position. The L-shaped piece 40 has a longitudinal portion 42 extending in the front-rear direction of the vehicle. The rotary shaft 24 of the handle lever 12 is provided to bridge the two longitudinal portions 42, 42. The L-shaped piece 40 has a support portion 44 formed so as to extend inward of the vehicle from a point where it is bent in an L-shape. The support portion 44 is provided with a pin insertion hole 46. The stopper 48 is a member for determining the non-interference position (normal position) of the counterweight 50, and is provided on the vehicle rear side relative to the pin insertion hole 46.

  The counterweight 50 is a substantially square plate made of a steel plate material, and has a pair of bending pieces 52, 52 on the vehicle rear side. Each bending piece 52 is formed with a pin insertion hole 54. The counterweight 50 is rotatably supported around the pin 58. The pins 58 are disposed such that the pair of bending pieces 52, 52 is located outside the pair of support portions 44, 44 of the base 36 and the spring 56 is disposed between the support portions 44, 44. The insertion holes 54 and 46 and the spring 56 are inserted. The spring 56 has one foot fixed to the counterweight 50 and the other fixed to the base 36. The counterweight 50 is biased by the spring 56 in a direction (counterclockwise in FIG. 2) away from the base 36 about the pin 58, but the rear end face 50 b of the counterweight 50 is at the stopper 48 of the base 36. It is stopped at the non-interference position where it hit. When the counterweight 50 is in the non-interference position shown in FIG. 1, it does not prevent the handle lever 12 from moving between the door closed position and the door open position. The counterweight 50 corresponds to the motion blocking member of the present invention.

  The cover 60 includes a rear pedestal 62 for receiving the vehicle rear side of the lever main body 14 and a bell crank 64 attached to the rear pedestal 62. The rear pedestal 62 is screwed to the door panel P and is adapted to receive the vehicle rear side of the lever body 14 when the handle lever 12 is in the door closed position. The bell crank 64 is a boomerang-like member and is disposed inside the door panel P. The bell crank 64 is rotatably supported around a rotation shaft 66 provided near the center. The rotation shaft 66 is bridged by a pair of support pieces 68, 68 attached to the rear pedestal 62. One end of the bell crank 64 is hooked to the hook member 30, and the other end of the bell crank 64 is connected to a door latch (not shown). Further, the bell crank 64 biases the hook member 30 from the outside to the inside of the vehicle by a spring (not shown).

  Next, the movement of the vehicle door handle device 10 when moving the handle lever 12 from the door closed position to the door open position will be described. FIG. 5 is an explanatory view when the handle lever 12 of the vehicle door handle device 10 is in the door open position.

  The operator puts his hand on the grip portion 16 of the lever main body 14 and pulls the handle lever 12 in the direction of the arrow F1 with the handle lever 12 in the door closed position (see FIG. 1). Then, the handle lever 12 rotates about the rotation axis 24 and moves to the door open position (see FIG. 5). At this time, since the counterweight 50 is fixed at the non-interference position, it does not prevent the handle lever 12 from moving between the door closed position and the door open position. Also, the hooking member 30 pulls up one end of the bell crank 64. Therefore, the bell crank 64 rotates around the rotation axis 66. Then, the door latch (not shown) connected to the other end of the bell crank 64 (that is, the end opposite to the end hooked on the hook member 30) is from the striker (not shown) of the body. Come off, the door opens. Thereafter, when the operator releases the grip portion 16 of the handle lever 12, the bell crank 64 biases the hook member 30 from the outside to the inside of the vehicle by a spring (not shown) so that the handle lever 12 is in the door closed position. Return to (see Figure 1).

  Next, the movement of the vehicle door handle device 10 when an impact such as a collision is applied from the outside of the door panel P will be described. FIG. 6 is an explanatory view of the vehicle door handle device 10 immediately after receiving an impact such as a side collision.

  When an impact such as a side collision or the like is applied to the door panel P, an inertial force acts on the handle lever 12 in the direction of the arrow F1, and an inertial force acts on the counterweight 50 in the direction of the arrow F2. The inertial force acting on the counterweight 50 causes the counterweight 50 to rotate about the pin 58 in the direction approaching the arm 18 (clockwise in FIG. 6) against the elastic force of the spring 56 and reach the interference position. In the interference position, the front end face 50 a of the counterweight 50 abuts on the first projection 26 and the center of the counterweight 50 abuts on the second projection 28. The rotation angle of the counterweight 50 at this time is set to about 10 °. The wall surface 26 a of the first protrusion 26 is an inclined surface so as to be in surface contact with the front end surface 50 a of the counterweight 50. The tip end surface 28 a of the second projection 28 is an inclined surface so as to be in surface contact with the main surface of the counterweight 50. In this state, even if the handle lever 12 is moved from the door closed position to the door open position, the first projection 26 is in contact with the front end face 50 a of the counterweight 50 and can not move. Therefore, although an inertia force acts on the handle lever 12 in the direction of the arrow F1, the handle lever 12 is maintained at the door closed position, and the door does not open by itself.

  According to the vehicle door handle device 10 described above, the spring 56 is disposed such that the counterweight 50 disposed on the vehicle front side of the handle lever 12 is normally disposed at the non-interference position (see FIGS. 1 and 5). Supported by the elastic force of On the other hand, when an impact such as a side collision is received, the counterweight 50 moves from the non-interference position to the interference position (see FIG. 6) against the elastic force of the spring 56 by the inertia force generated by the impact. The direct contact with the first projections 26 of 12 prevents rotation of the handle lever 12 to the door open position. Therefore, as compared with the case where the counterweight 108 is provided at one end of the bell crank 106 for operating the latch of the door as shown in FIG. 8 and FIG. In addition, when an impact such as a side collision is applied to the door panel P, the door panel P deformed as shown in FIG. 11 is used more reliably than in the case where the handle lever 202 is prevented from rotating to the door open position. It can prevent the rotation.

  Further, since the counterweight 50 abuts on the arm 18 which is narrower than the lever main body 14 of the handle lever 12, the configuration can be made more compact. Here, the width refers to the width in the vertical direction of the vehicle. Specifically, as shown in FIG. 4, the width W2 of the arm 18 is narrower than the width W1 of the lever main body 14. Therefore, the width W3 of the counterweight 50 can be made narrower than the width W1 of the lever main body 14, and the counterweight 50 can be designed so as not to protrude in the vertical direction of the lever main body 14.

  Furthermore, since the counterweight 50 abuts on the first projection 26 provided on the arm 18 of the handle lever 14 in the interference position, the rotation of the handle lever 14 to the door open position can be more reliably blocked.

  Furthermore, since the counterweight 50 is restricted in its rotational movement by the second projection 28 provided on the arm 18 at the interference position, the full stroke position of the counterweight 50 is determined by the second projection 28. Therefore, it is possible to prevent the counterweight 50 from rotating excessively and causing a problem when a large inertial force is generated. As a problem when the counterweight 50 rotates too much, for example, the counterweight 50 and the first projection 26 are closely meshed and the handle lever 12 does not move, or the counterweight 50 rotates too much and the first projection 26 And the counterweight 50, so that the rotation of the handle lever 12 to the door open position can not be sufficiently prevented.

  Further, since the counterweight 50 is made of a steel plate material having a relatively large specific gravity and a high strength, the counterweight 50 is suitable for preventing the rotational movement of the handle lever 12 from the door closed position to the door open position.

  It is needless to say that the present invention is not limited to the above-mentioned embodiment at all, and can be implemented in various modes within the technical scope of the present invention.

  For example, in the embodiment described above, the arm 18 is provided with the second projection 28, but the second projection 28 may be omitted. In that case, the front end surface 50a of the counterweight 50 may reach the root of the first projection 26 of the arm 18 at the time of a collision, as in a vehicle door handle device 80 shown in FIG. In this way, the full stroke position of the counterweight 50 is determined even without the second projection 28.

  In the embodiment described above, the wall surface 26 a of the first protrusion 26 is an inclined surface, but may be an arc-shaped curved surface along the trajectory of the front end surface 50 a of the counterweight 50. In that case, the front end surface 50a of the counterweight 50 may be a curved surface as well.

  In the embodiment described above, the wall surface 26a of the first projection 26 is illustrated as the wall portion in contact with the counterweight 50, but a step may be employed instead of the first projection 26, and the wall surface of the step may be the wall portion.

DESCRIPTION OF SYMBOLS 10 Vehicle door handle device, 12 Handle lever, 14 Lever main body, 16 Grip part, 18 Arm, 20 Longitudinal part, 22 Notch, 24 Rotation axis, 26 1st protrusion, 26a wall surface, 28 2nd protrusion, 28a Tip surface, Reference Signs List 30 hook member, 36 base, 38 front pedestal, 40 L-piece, 42 longitudinal portion, 44 support portion, 46 pin insertion hole, 48 stopper, 50 counterweight, 50a front end face, 52 bending piece, 54 pin insertion hole, 56 Spring, 58 pins, 60 covers, 62 rear pedestals, 64 bell cranks, 66 rotating shafts, 68 supporting pieces, 80 vehicle door handle devices, 100 vehicle door handle devices, 102 handle levers, 102 a rotating shafts, 104 hook members, 106 bell crank, 106a rotary shaft, 106b Spring, 108 counterweight, 110 hook, 200 door handle device for vehicle, 202 handle lever, 202a rotation shaft, 202b arm, 204 door panel.

Claims (4)

A vehicle door handle attached to a base fixed to the inside of a door panel so that an elongated handle lever can be rotated between a door closed position and a door open position with one end of the handle lever as a center of rotation. A device,
Between a non-interference position that does not impede the rotational movement of the handle lever, and an interference position that abuts against one end of the handle lever and that prevents the handle lever from rotating from the door closed position to the door open position A motion blocking member rotatably mounted on the base,
The motion blocking member is normally supported by an elastic force so as to be disposed at the non-interference position, and when receiving an inward impact from the outside of the door panel, the inertial force generated by the impact resists the elastic force. Moving from the non-interference position to the interference position,
A vehicle door handle device ,
The handle lever has a wall on one end side of the handle lever, and a restricting portion on the other end of the handle lever relative to the wall to restrict the movement of the motion blocking member.
The motion blocking member does not contact the wall portion while the handle lever is rotated between the door closing position and the door opening position in the non-interference position, and is not in the interference position. In the arranged state, when the handle lever tries to rotate from the door closed position to the door open position, the handle lever contacts the wall to block the movement of the wall, which is caused by the impact When it reaches the interference position from the non-interference position by inertia force, it abuts on the restriction portion, and the further rotation movement is restricted by the restriction portion.
Vehicle door handle device. The handle lever includes a lever body gripped by an operator, and a narrow arm connected to the lever body and disposed inside the door panel.
The rotation center of the handle lever is provided on the arm,
The motion blocking member abuts on the arm when disposed at the interference position.
A door handle apparatus for a vehicle according to claim 1. The width in the vehicle vertical direction of the motion blocking member is a size that fits within the width in the vehicle vertical direction of the handle lever,
The door handle apparatus for vehicles of any one of Claim 1 or 2 . The motion blocking member is made of a steel plate material,
The door handle apparatus for vehicles of any one of Claims 1-3 .